# AMH Aero Maintenance HUB - Site: https://aeromaintenancehub.com/ ## EASA Part-66 Licence (2026): Categories, Exams, Experience & B1.E - Link: https://aeromaintenancehub.com/easa-part-66-licence-guide/ - Published: 2026-09-21T20:45:34-06:00 - Author: Javier Acuna **By Javier Acuña** — aviation maintenance consultant and instructor, 30+ years across airlines, MROs and regulatory compliance (FAA, EASA, ICAO, AS9110, SMS) ** Published:** September 21, 2026 · **Last verified:** September 21, 2026 **How this guide was built:** every regulatory figure below was checked on September 21, 2026 against Regulation (EU) No 1321/2014 as amended by Regulations 2023/989 and 2025/111, the EASA FAQ, and the Spanish authority’s user guide for Part-66 licences( AESA, edition 4, April 2026). Each source is linked at the end. Where a number could not be verified — salaries and private course fees in particular — it was left out rather than estimated. Many Part-66 guides still circulating online predate the 2024 exam reform and the 2026 electric-aircraft subcategory, and are wrong on both. **Watch the walkthrough:** I go through the categories, the modules, the exam rules and the route for technicians licensed outside Europe on the [AeroMaintenanceHub channel](https://www.youtube.com/@aeromaintenancehub). The written guide below carries the full tables and every source. ## Quick facts: the EASA Part-66 licence | **Where it is valid** | All 31 EASA Member States: the 27 EU countries plus Iceland, Liechtenstein, Norway and Switzerland | | **Who issues it** | The national aviation authority where you first apply. **EASA itself does not issue licences** | | **Minimum age** | 18 to hold the licence. Certifying authorisations are issued from 21 (AESA, Spain) | | **Medical certificate** | **Not required** by Part-66 | | **Experience** | 1 to 5 years, depending on category and prior training | | **Exams** | 75% pass mark · retake after 90 days (30 with Part-147 retraining) · max 3 attempts in 12 months | | **Time limit** | Exams and experience must fall within the 10 years before you apply | | **Licence validity** | 5 years, renewed administratively · Privileges: 6 months of experience in any 24 | | **New in 2026** | **B1.E** for electric aeroplanes below 5 700 kg, with a new Module 18 — applicable since February 13, 2026 | | **Foreign licence conversion** | **None.** FAA A&P and Transport Canada AME holders sit every required module exam | | **Demand** | Aircraft engine mechanics reported in shortage in 9 EURES countries (EURES/ELA 2025) | | **Governing rules** | Regulation (EU) No 1321/2014, Annex III (Part-66) and Annex IV (Part-147) | **Contents** 1. [What is a Part-66 licence?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#what-is-part-66) 2. [What are the licence categories?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#categories) 3. [What is the new B1.E licence?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#b1e) 4. [Part-66 vs FAA A&P vs Canadian AME](https://aeromaintenancehub.com/easa-part-66-licence-guide/#comparison) 5. [How do you get licensed, step by step?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#steps) 6. [Modules and exam rules](https://aeromaintenancehub.com/easa-part-66-licence-guide/#modules) 7. [How much experience is required?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#experience) 8. [Where can you train and sit exams?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#training) 9. [What does it cost?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#cost) 10. [Is there demand for Part-66 engineers?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#demand) 11. [Type ratings and aircraft groups](https://aeromaintenancehub.com/easa-part-66-licence-guide/#type-ratings) 12. [Validity vs privileges](https://aeromaintenancehub.com/easa-part-66-licence-guide/#validity) 13. [The route for FAA A&P and Canadian AME holders](https://aeromaintenancehub.com/easa-part-66-licence-guide/#north-america) 14. [Which path fits your profile?](https://aeromaintenancehub.com/easa-part-66-licence-guide/#profiles) 15. [Myths that cost candidates time](https://aeromaintenancehub.com/easa-part-66-licence-guide/#myths) 16. [Frequently asked questions](https://aeromaintenancehub.com/easa-part-66-licence-guide/#faq) 17. [Sources](https://aeromaintenancehub.com/easa-part-66-licence-guide/#sources) ## What Is an EASA Part-66 Licence? **A Part-66 licence is the European aircraft maintenance licence (AML) that allows its holder to sign a Certificate of Release to Service (CRS) for maintenance on aircraft under EASA oversight.** Part-66 is Annex III to Commission Regulation ( EU) No 1321/2014 on continuing airworthiness. Its parent law is the EASA Basic Regulation,( EU) 2018/1139. Two facts surprise most North American readers. First, **EASA writes the rules but does not issue licences**: the licence is issued, on EASA Form 26, by the competent authority of the Member State where you first apply. Second, a licence alone does not let you sign anything. You also need a **certification authorisation** from the approved organisation you work for (Part-145, Part-CAO or Part-M), and the right type rating for the aircraft. | Regulation | What it does | Applicable from | | (EU) 2025/111 | Creates subcategory B1.E, Module 18 and aircraft subgroup 2E | February 13, 2026 | | (EU) 2023/989 | Rewrites the syllabus (Appendix I) and exam standard (Appendix II); essays only in Module 7 | June 12, 2024 | | (EU) 2018/1142 | Introduces the B2L and L licences | 2019 | | (EU) 2018/1139 | EASA Basic Regulation | 2018 | | (EU) No 1321/2014 | Continuing airworthiness; Annex III = Part-66, Annex IV = Part-147 | 2014 | ## What Are the Part-66 Licence Categories? **Part-66 has seven categories: A, B1, B2, B2L, B3, L and C.** Each B1 subcategory automatically includes the matching A subcategory, and B1.2 includes B3. | Category | Subcategories | Certification privileges (66.A.20) | | **A** | A1 turbine aeroplanes · A2 piston aeroplanes · A3 turbine helicopters · A4 piston helicopters | Minor scheduled line maintenance (up to a weekly check) and simple defect rectification, limited to tasks the holder performed personally | | **B1** | B1.1 turbine aeroplanes · B1.2 piston aeroplanes · **B1.E electric aeroplanes below 5 700 kg** · B1.3 turbine helicopters · B1.4 piston helicopters | Structure, powerplant, mechanical and electrical systems; avionics only when simple tests prove serviceability and no troubleshooting is needed | | **B2** | None | Electrical and avionic systems, plus electrical and avionic tasks within powerplant and mechanical systems that need only simple tests | | **B2L** | System ratings: COM/NAV, instruments, autoflight, surveillance, airframe systems | Electrical work, and avionics within the endorsed ratings, on aircraft other than Group 1 | | **B3** | None | Non-pressurised piston-engine aeroplanes of 2 000 kg MTOM and below | | **L** | L1C, L1, L2C, L2, L3H, L3G, L4H, L4G, L5 | Sailplanes, powered sailplanes, ELA1 aeroplanes, balloons and airships | | **C** | None | Base maintenance CRS for the aircraft as a whole | ### What is the difference between B1 and B2? **B1 is the mechanical licence; B2 is the avionics licence.** The common shorthand“ B1 does avionics too” is only half true: B1 may release avionic work only when a simple test proves the system works and no troubleshooting is involved. Avionics fault-finding is B2 territory. On large aircraft, base maintenance is released by** Category C** staff, with B1 and B2 holders acting as support staff. ## What Is the New B1.E Licence for Electric Aircraft? **B1.E is the first Part-66 subcategory built for electric propulsion.** It covers aeroplanes with an electric power plant and a maximum take-off mass below 5 700 kg. It was created by Commission Implementing Regulation (EU) 2025/111 and has applied since February 13, 2026. * **Modules:** the common Modules 1–10, plus Module 11 (aeroplane structures and systems), Module 17 (propeller) and the new **Module 18 – Electric power plant**. * **Module 18 exam:** 76 multiple-choice questions in 95 minutes. The syllabus covers fundamentals, performance, construction, batteries, fuel cells, power distribution, electronic engine control, indication, installation, ground operation and storage. * **Experience:** 3 years, or 2 with relevant technical training, or 1 after a Part-147 basic course — the same as B1.2. * **Aircraft subgroup 2E:** a new type-rating subgroup for aeroplanes with an electric power plant. * **Hybrids are not covered:** hybrid systems that turn fossil-fuel energy into electricity for thrust are not an “electric power plant”. **Already hold B1.1 or B1.2?** Until February 13, 2028, an electric aeroplane below 5 700 kg can be endorsed on your licence if you have at least 6 months of maintenance experience on aircraft of your (sub)category in the last 24 months, it is not the first aircraft endorsed in that (sub)category, and you completed the type training( Appendix III, direct approval under 66.B.130, or the 66.A.45 procedure). After that date the derogation ends. **Open point for B1.E candidates:** Appendix I lists Module 17 (propeller) for B1. E, but the Appendix II exam table for Module 17 does not name B1.E. Confirm the Module 17 exam format with your competent authority before booking. ## Part-66 vs FAA A&P vs Canadian AME: How Do They Compare? If you already hold a licence in North America — or you are choosing which system to pursue — this is the comparison that usually settles it. | | Europe — Part-66 | USA — A&P | Canada — AME | | Minimum age | 18 (certifying authorisation from 21 in Spain) | 18 | **21** at issuance | | Experience without approved school | 3 years (A, B1.2, B1.E, B1.4, B3) · 5 years (B1.1, B1.3, B2) | 18 months one rating; 30 months for both | 48 months (M1/M2/E); 36 (S) | | Experience after approved school | 1 year (A, B1.2, B1.E, B1.4, B3) · 2 years (B1.1, B1.3, B2) | AMTS graduation replaces the experience requirement | Credit of up to 24 months against the total | | Exam structure | Written module exams (multiple choice + Module 7 essays) | Written, oral and practical | Transport Canada technical and regulatory exams | | Pass mark | **75%** | 70% | 70% | | Medical certificate | Not required | Not required | Not required | | Licence validity | 5 years, administrative renewal | Does not expire | 10 years | | Recency to use privileges | 6 months of experience in any 24 | 6 months in the preceding 24 | 6 months of qualifying activity in any 24 | | Conversion of foreign licences | **None** | None — all tests required | **None** | Holding more than one of these licences? Our [FAA–EASA–Transport Canada comparison course](https://aeromaintenancehub.com) maps the gaps module by module. ## How Do You Get a Part-66 Licence, Step by Step? **The route has five steps.** The order matters: exams and experience both have to fall within the 10 years before you apply. ### Step 1: Choose the category and the authority Pick the (sub)category that matches the aircraft you will work on, and the Member State authority you will apply to. Authorities can set their own eligibility conditions. Spain’s AESA, for example, accepts applicants who are EU nationals or residents in Spain, or who trained or sat their exams in Spain, or who work (or are about to) for a Spanish maintenance organisation. ### Step 2: Pass the basic knowledge exams Either complete a full **Part-147 basic training course**, which includes the exams, or sit the module exams individually at a Part-147 organisation or with the authority. The first route cuts the experience you need. ### Step 3: Accumulate practical experience Gain hands-on maintenance experience on operating aircraft of the category you apply for, documented by the organisation where you worked. At least 1 year must be recent. ### Step 4: Apply for the licence Submit EASA Form 19 to the authority with your exam certificates (EASA Form 148 or the authority’s own) and your experience record. The minimum age is 18. ### Step 5: Add a type rating and get authorised For B1, B2 and C, add the type rating for your aircraft (Group 1) or a group/subgroup rating (Groups 2 and 3). Then your organisation issues your certification authorisation. ## Basic Knowledge: Modules and Exam Rules **The syllabus has 18 modules, and no one sits all of them.** Every candidate sits Modules 1–10 plus the aircraft- and engine-specific modules of their subcategory. Module 4 is not required for Category A. | Subcategory | Specific modules (beyond 1–10) | Multiple-choice questions / minutes | Part-147 course (hours) | | A1 | 11, 15, 17 | 488 / 610 | 800 | | A2 | 11, 16, 17 | 444 / 555 | 650 | | A3 | 12, 15 | 460 / 575 | 800 | | A4 | 12, 16 | 452 / 565 | 800 | | B1.1 | 11, 15, 17 | 716 / 895 | 2 400 | | B1.2 | 11, 16, 17 | 660 / 825 | 2 000 | | **B1.E** | 11, 17, **18** | 660 / 825 | 2 000 | | B1.3 | 12, 15 | 672 / 840 | 2 400 | | B1.4 | 12, 16 | 656 / 820 | 2 400 | | B2 | 13, 14 | 684 / 855 | 2 400 | | B3 | 11, 16, 17 | 552 / 690 | 1 000 | Totals exclude the two Module 7 essays (20 minutes each). B2L is examined per system rating: Modules 1–10 total 464 questions in 580 minutes, plus the Module 13 blocks for each rating, and Module 14 for the instruments and airframe-systems ratings. ### What are the exam rules? * **Format:** multiple choice, three options, one correct, about 75 seconds per question. No negative marking. * **Essays:** only in Module 7 since the 2023/989 reform. Modules 9 and 10 no longer have essays. * **Pass mark:** 75% on the multiple-choice part and 75% of the key points in each essay. Fail only one part and you retake only that part. * **Retakes:** wait 90 days after a failed module, or 30 days if a Part-147 organisation retrains you on the failed subjects. * **Attempts:** a maximum of three attempts per exam in any 12-month period. * **10-year rule:** each module must be passed within the 10 years before you apply, unless it was already credited to a licence you hold. Practise under the real conditions: our [Part-66 exam simulator](https://aeromaintenancehub.com) follows the 2024 question counts and timings, including B1.E. ## How Much Experience Is Required? **Between 1 and 5 years, depending on the category and your prior training (66.A. 30).** Experience must be hands-on maintenance on operating aircraft of the category you apply for. | Category / subcategory | No prior technical training | Relevant technical training | After a Part-147 basic course | | A, B1.2, B1.E, B1.4, B3 | 3 years | 2 years | 1 year | | B1.1, B1.3, B2 | 5 years | 3 years | 2 years | | B2L (including the system ratings) | 3 years | 2 years | 1 year | | L | 2 years (1 year with a limitation on complex tasks) | ### How do you get Category C? **Category C is earned on top of a B licence, not directly.** For complex motor- powered aircraft you need 3 years exercising B1.1, B1.3 or B2 privileges, or 5 years exercising B1.2, B1.E, B1.4 or L5 privileges, as support staff, including 12 months in base maintenance. An academic-degree route also exists: 3 years in an aircraft maintenance environment, including 6 months taking part in base maintenance tasks. ### Rules that apply to everyone * **Recent experience:** at least 1 year must be recent and on the category you apply for. AESA requires 6 months of it within the 12 months before the application. * **10-year window:** experience must be gained within the 10 years before the application. * **Outside approved organisations:** experience outside Part-145 or Part-CAO organisations, including military experience, can be accepted when the authority finds it equivalent. You will still need extra civil experience — AESA sets it at 6 months for A and L, and 12 months for B1, B2, B2L and B3. ## Where Can You Train and Sit Part-66 Exams? **Basic training and exams are delivered by Part-147 approved organisations or by the competent authority itself.** Inside the EU, each national authority approves and lists its own Part-147 organisations. Outside the EU, EASA approves them directly and publishes the list. **FAA Part 147 is not EASA Part-147.** They share a number and nothing else. An FAA Aviation Maintenance Technician School (14 CFR Part 147) prepares you for the A&P certificate. It gives no credit toward a Part-66 licence unless the school also holds a separate EASA Part-147 approval. ### Finding an approved organisation * **In an EU country:** use the list published by that country’s aviation authority. * **Outside the EU (including the USA and Canada):** use EASA’s [Part-147 scope of approval dataset](https://www.easa.europa.eu/en/domains/aircraft-products/continuing-airworthiness-organisations/foreign-part-147-organisations/part-147-scope-of-approval-dataset), last updated September 18, 2026. Filter by country and check whether the organisation holds _basic_ training approval for your category, or only type training. Ignore the PDF lists of “EASA foreign Part-147 organisations” that still circulate online. They date from 2019–2021, and EASA replaced them with the live dataset. EASA is also moving foreign approvals to a new Organisation Approvals Tool, announced in June 2026. ### Public training routes that count * **Germany:** the _Fluggerätmechaniker/in_ dual apprenticeship lasts 3.5 years, in three specialisations (manufacturing, maintenance and engine technology). Apprentices are paid by the training company. * **Spain:** AESA accepts the _Técnico Superior en Mantenimiento Aeromecánico_ and avionics vocational diplomas as relevant technical training, which reduces the experience requirement. You still pass every module exam. ## What Does a Part-66 Licence Cost? **The authority fees are small; the training is where the money goes.** Licence issue, renewal and module exam fees are set by each national authority and published on its fee schedule. The large cost is a Part-147 basic course: up to 2 400 hours for B1.1 or B2, priced privately by each organisation. We did not publish tuition figures because they could not be verified against an official source and change often. Budget with these drivers instead: * **Course or self-study:** a full Part-147 course costs the most but cuts the experience requirement by one to three years. * **Number of modules:** a B1.1 candidate sits 13 module exams; each failed exam adds a fee and a 90-day wait. * **Type training:** the first type course is usually paid by the employer, but not always — confirm before you sign. * **Relocation:** exams and experience must match one authority’s conditions, so the country you apply in affects your cost more than the school does. ## Is There Demand for Part-66 Engineers? **Yes, in most of Western and Central Europe.** In the EURES 2025 labour shortages report (European Labour Authority), aircraft engine mechanics and repairers were reported in shortage in **nine countries**: Austria, Belgium, Czechia, Germany, Denmark, Italy, Lithuania, Luxembourg and Romania. Only Finland and Latvia reported a surplus. Spain alone had issued **5 288 Part-66 licences** by September 30, 2025, most of them including Category B1, according to AESA. **Why there is no salary table here:** no EU-wide official salary figure exists for Part-66 licence holders, and national statistics group licensed engineers with unlicensed mechanics. The figures published by job boards vary by more than 50% for the same country. Before accepting an offer, check your target country’s official wage statistics and the collective agreement that covers the employer. ## Type Ratings and Aircraft Groups **A basic licence does not let a B1, B2 or C holder release an aircraft; the licence also needs the right rating for that aircraft.** The rating required depends on the aircraft group (66.A.5). | Group | Aircraft | Rating needed (B1, B2, C) | | 1 | Complex motor-powered aircraft, multi-engine helicopters, non-piston aeroplanes certified above FL290, fly-by-wire aircraft, non-ELA2 gas airships | Individual type rating | | 2a | Single-turboprop aeroplanes | Type, manufacturer subgroup or full subgroup | | 2b | Single-turbine helicopters | Type, manufacturer subgroup or full subgroup | | 2c | Single-piston helicopters | Type, manufacturer subgroup or full subgroup | | **2E** | Aeroplanes with an electric power plant | Type, manufacturer subgroup or full subgroup | | 3 | Piston-engine aeroplanes not in Group 1 | Type or full group | | 4 | Sailplanes, powered sailplanes, balloons, airships not in Group 1 (B2) | Full group | * **On-the-job training (OJT)** is required only for the **first** type rating in each licence (sub)category. * **Groups 2 and 3** can also be rated through a type examination plus documented practical experience, without a full type course. * **Timing:** type courses must be started and completed within the 3 years before the endorsement is requested. * **No expiry:** once endorsed, a type rating stays on the licence, with no recurrent course at licence level. ## Does a Valid Licence Mean You Can Sign? Validity vs Privileges **No. The licence document and the right to use it are separate.** The licence is valid for 5 years and renewed administratively: the authority checks it matches its records (66.B.120). There is no re-examination. To actually exercise the privileges, 66.A.20(b) requires all of the following: * You work under an approved organisation (Part-145, Part-CAO or Part-M) that authorises you. * In the previous 2 years you had 6 months of maintenance experience matching your privileges. * You have adequate competence for the specific aircraft. * You can read, write and communicate in the language of the technical documentation. ## The Route for FAA A&P and Canadian AME Holders **There is no conversion from an FAA A&P, a Transport Canada AME or any other non- EU licence to Part-66.** The EU–US and EU–Canada bilateral agreements cover maintenance organisations and products, not personal licences. You must meet every Part-66 requirement. ### What does carry over * **Your experience.** Maintenance on operating civil aircraft outside the EU can count toward 66.A.30, if it meets Part-66 standards and is documented to the authority’s satisfaction. * **Your knowledge — through exams only.** You still pass every required module, but an experienced A&P or AME passes them far faster than a new student. ### A practical plan for an experienced technician 1. Choose the subcategory that matches your experience (B1.1 for turbine aeroplanes is the most common). 2. Confirm with your target authority that it will accept you and your experience evidence before you spend money. 3. Study and sit the 13 modules one at a time, at a Part-147 organisation or with the authority. 4. Apply with your module certificates and a detailed experience record. Since January 1, 2021, UK CAA Part-66 licences are treated the same way: as third- country licences, with no automatic recognition in the EU. Working through this yourself? We cover the module-by-module gap between the A&P, the Canadian AME and Part-66 at [aeromaintenancehub.com](https://aeromaintenancehub.com). For the Canadian side, see our [AME licence guide](https://aeromaintenancehub.com/ame-licence-canada-guide/). ## Which Path Fits Your Profile? ### European school leaver A full Part-147 basic course is the fastest route: B1.1 or B2 with 2 years of experience after the course. In Germany, the paid dual apprenticeship is the common entry point. ### Career changer with a technical trade Relevant technical training cuts experience by one to two years. Ask the authority in writing whether your trade qualification counts before planning around it. ### FAA A&P or Canadian AME Sit the modules individually and document your experience. Your experience is your advantage; your exam schedule is your bottleneck. ### Technician moving into electric aircraft If you already hold B1.1 or B1.2, use the transition route before February 13, 2028. If you are starting out, B1.E needs Modules 1–10, 11, 17 and 18. ## Myths That Cost Candidates Time | Myth | Fact | | You must pass 27 modules. | There are 18 modules. A B1.1 candidate sits 13 of them. | | B1 covers avionics. | Only when a simple test proves serviceability and no troubleshooting is needed. Avionics troubleshooting is B2. | | EASA issues the licence. | The national authority issues it. EASA writes the rules. | | Exams can be retaken as often as you like. | Wait 90 days (30 with retraining); maximum 3 attempts in 12 months. | | Passed modules never expire. | They must fall within the 10 years before your application, unless already credited to a licence. | | Modules 9 and 10 have essays. | Since June 2024, essays exist only in Module 7. | | An FAA A&P converts to Part-66. | No conversion exists. Experience may count; every module must be passed. | | An FAA Part 147 school gives Part-66 credit. | Only a school with a separate EASA Part-147 approval does. | | Electric aeroplanes need no special licence. | Since February 13, 2026 they have their own subcategory, B1.E, with Module 18. | ## Frequently Asked Questions ### Can I convert my FAA A&P to an EASA Part-66 licence? No. There is no conversion process for the A&P or any other non-EU licence. You must pass every required Part-66 module exam. Your civil maintenance experience in the US can count toward the experience requirement if you document it to the authority’s satisfaction. ### Can a Canadian AME get a Part-66 licence without exams? No. The EU–Canada agreement covers maintenance organisations, not personal licences. A Transport Canada AME follows the same route as an A&P: module exams plus documented experience. ### How long does it take to get a B1.1 licence? With a Part-147 basic course: the 2 400-hour course plus 2 years of practical experience. Without one: 5 years of experience plus all 13 module exams, or 3 years with relevant technical training. ### What is the B1.E licence? B1.E is a Part-66 subcategory for aeroplanes with an electric power plant and a maximum take-off mass below 5 700 kg. It was created by Regulation (EU) 2025/111, applies from February 13, 2026, and adds Module 18 – Electric power plant. ### Do you need a medical certificate for a Part-66 licence? No. Part-66 does not require a medical certificate. Your employer may assess fitness for specific tasks, such as colour vision for wiring work. ### Where can I sit Part-66 exams? At a Part-147 approved organisation or with the competent authority. You can sit modules individually without enrolling in a full course, but you then need more practical experience. ### Is an FAA Part 147 school the same as EASA Part-147? No. They are separate approvals that share a number. FAA Part 147 schools prepare you for the A&P; only an EASA Part-147 approval counts toward Part-66. ### Do passed Part-66 modules expire? Yes, for a new application. Each module must be passed within the 10 years before you apply for the licence or add a category. Modules already credited to a licence you hold are exempt. ### My Part-66 licence is valid — can I sign a release? Only if you meet the privileges conditions of 66.A.20(b): an authorisation from an approved organisation, 6 months of relevant experience in the last 2 years, adequate competence on the aircraft, and command of the language of the documentation. ### How much do Part-66 engineers earn in Europe? There is no official EU-wide salary figure for Part-66 holders, and job-board figures vary widely. Check the target country’s official wage statistics and the collective agreement that covers the employer. ## Sources * [Commission Implementing Regulation (EU) 2025/111 — B1.E, Module 18, subgroup 2E, transition to 2028](https://eur-lex.europa.eu/eli/reg_impl/2025/111/oj/eng) * [Regulation (EU) No 1321/2014, consolidated text — Part-66 and Part-147](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02014R1321-20260222) * [Commission Implementing Regulation (EU) 2023/989 — current syllabus and exam standard](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32023R0989) * [EASA Easy Access Rules for Continuing Airworthiness](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-continuing-airworthiness) * [EASA — Part-66 FAQ](https://www.easa.europa.eu/en/the-agency/faqs/part-66) * [EASA — Part-147 FAQ](https://www.easa.europa.eu/en/the-agency/faqs/part-147) * [EASA — Foreign Part-147 organisations](https://www.easa.europa.eu/en/domains/aircraft-products/continuing-airworthiness-organisations/foreign-part-147-organisations) * [EASA — Scope of approval of Part-147 organisations (dataset)](https://www.easa.europa.eu/en/domains/aircraft-products/continuing-airworthiness-organisations/foreign-part-147-organisations/part-147-scope-of-approval-dataset) * [AESA (Spain) — Part-66 licences and user guide LIC-P66-P01-GU01, Ed. 04](https://www.seguridadaerea.gob.es/es/ambitos/aeronaves/aeronavegabilidad-continuada/tecnicos-de-mantenimiento-de-aeronaves/licencias-tecnicos-de-mantenimiento-de-aeronaves) * [AESA — Spain passes 5 000 Part-66 licences (November 2025)](https://www.seguridadaerea.gob.es/es/node/3557) * [European Labour Authority — EURES report on labour shortages and surpluses 2025, annex](https://www.ela.europa.eu/sites/default/files/2026-06/annex-labour-shortages-report-ela-2025.pdf) * [Bundesagentur für Arbeit (BERUFENET) — Fluggerätmechaniker/in](https://www.Planet-Beruf.de/fileadmin/assets/PDF/BKB/14149.pdf) * [UK CAA — Part-66 electric propulsion consultation outcome](https://consultations.caa.co.uk/airworthiness-policy-team/part-66-e-propulsion-requirements/) * [14 CFR Part 65 — FAA mechanic certification](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-65) ## About the Author **Javier Acuña** is an aviation maintenance consultant and instructor with more than 30 years across airlines, MROs, aviation schools and regulatory compliance. He is the accountable manager of an approved maintenance organization, teaches aviation maintenance at institute level, and works across FAA, EASA, ICAO and national regulatory frameworks, with certifications in ISO 9001, AS9100, AS9110 and SMS. He founded ** AeroMaintenanceHub** to close the gap between what maintenance training teaches and what the regulator and the hangar floor actually require. * **YouTube:** [@aeromaintenancehub](https://www.youtube.com/@aeromaintenancehub)— regulatory breakdowns, exam preparation and licensing walkthroughs * **Courses and community:** [aeromaintenancehub.com](https://aeromaintenancehub.com) _Regulatory data verified September 21, 2026 against EUR-Lex, EASA, AESA and European Labour Authority primary sources. Part-66 is amended regularly and national authorities set their own eligibility conditions and fees — confirm the current position with the authority that will issue your licence before making financial or relocation decisions._ **Update log** _September 21, 2026:_ first publication. Covers Regulation (EU) 2025/111 (B1.E, Module 18, subgroup 2E and the transition to February 13, 2028) and the 2023/989 exam standard. Salary and private tuition figures deliberately omitted pending verifiable sources. ## How to Become an AME in Canada (2026): Complete Licensing Guide - Link: https://aeromaintenancehub.com/ame-license-canada-guide/ - Published: 2026-09-15T19:23:25-06:00 - Author: Javier Acuna **By Javier Acuña** — aviation maintenance consultant and instructor, 30+ years across airlines, MROs and regulatory compliance (FAA, EASA, ICAO, AS9110, SMS) ** Published:** September 15, 2026 · **Last verified:** September 16, 2026 **How this guide was built:** every regulatory figure below was checked against Transport Canada, ESDC and IRCC primary sources on September 15, 2026, and each one is linked in the Sources section. Where a number could not be verified, it was removed rather than estimated. Much of what circulates online about the Canadian AME licence — including on well-ranked sites — is wrong about the experience requirement and invents a medical certificate that does not exist. **Watch the walkthrough:** I go through the licensing requirements, the ratings and the mistakes that cost people time on the [AeroMaintenanceHub channel](https://www.youtube.com/@aeromaintenancehub). The written guide below carries the full tables and every source. ## Quick facts: the Canadian AME licence | **Minimum age** | 21 at issuance. No maximum. | | **Medical certificate** | **Not required** | | **Citizenship** | Any country | | **Experience** | **48 months** total for M1, M2 and E · **36 months** for S | | **Training credit** | 1 month per 100 hours of approved training — max 24 months (M/E), 18 months (S) | | **Skill requirement** | 70% of AWM 566 Appendix B tasks; at least 10% on civil-registered aircraft | | **Exams** | 70% pass mark · approval valid 12 months | | **Licence validity** | 10 years · Recency: 6 months of qualifying activity in any 24 | | **Median wage (NOC 72404)** | **CAD $39.00/hour** (low $24.48 / high $52.88) | | **Foreign licence conversion** | **None.** No exemption from the TC examinations for anyone (AWM 566.07(1)(e)). Foreign _type_ training can be recognised — see below | | **Governing rules** | CAR 403 Division I · Airworthiness Manual Chapter 566 | | **Processing standard** | 40 working days for issuance; 20 for renewal | **Contents** 1. [What is an AME in Canada?](https://aeromaintenancehub.com/ame-license-canada-guide/#what-is-an-ame) 2. [What are the AME licence ratings?](https://aeromaintenancehub.com/ame-license-canada-guide/#ratings) 3. [AME vs FAA A&P vs EASA Part-66](https://aeromaintenancehub.com/ame-license-canada-guide/#comparison) 4. [How do you get licensed, step by step?](https://aeromaintenancehub.com/ame-license-canada-guide/#steps) 5. [Which Canadian schools are approved?](https://aeromaintenancehub.com/ame-license-canada-guide/#schools) 6. [How much does it cost?](https://aeromaintenancehub.com/ame-license-canada-guide/#cost) 7. [Experience, skill and exam requirements](https://aeromaintenancehub.com/ame-license-canada-guide/#experience) 8. [How much do AMEs earn in Canada?](https://aeromaintenancehub.com/ame-license-canada-guide/#salary) 9. [Pathways for international candidates](https://aeromaintenancehub.com/ame-license-canada-guide/#international) 10. [What funding is available?](https://aeromaintenancehub.com/ame-license-canada-guide/#funding) 11. [Which path fits your profile?](https://aeromaintenancehub.com/ame-license-canada-guide/#profiles) 12. [What separates the people who finish](https://aeromaintenancehub.com/ame-license-canada-guide/#success) 13. [Frequently asked questions](https://aeromaintenancehub.com/ame-license-canada-guide/#faq) 14. [Sources](https://aeromaintenancehub.com/ame-license-canada-guide/#sources) ## What Is an Aircraft Maintenance Engineer (AME) in Canada? **An AME is a Transport Canada–licensed professional authorized to sign the maintenance release that returns an aircraft to service.** The licence is issued under **CAR 403 (Part IV, Subpart 3)** and the standards in **Airworthiness Manual Chapter 566**. The distinction that matters: an AME licence is **not a mechanic’s certificate — it is a licence to certify.** The AME is not required to personally perform the work signed for, but must supervise unlicensed personnel or inspect the work to the extent necessary to be satisfied it was completed correctly. That legal exposure, not the wrench time, is what the licence actually buys and what the 48-month experience requirement is designed to protect. > “People come into this trade thinking the licence is a qualification. It isn’t. > It’s an authority delegated to you by the Minister of Transport, and the moment > you sign, the aircraft is yours. Every requirement in Chapter 566 makes sense > once you read it through that lens.” > — Javier Acuña, MRO accountable manager and aviation maintenance instructor ## What Are the AME Licence Ratings (M1, M2, E, S)? **Transport Canada issues five ratings: M1, M2, E, S and Balloons.** Three historical designators — P41 (propellers), P42 (piston engines) and P43 (dynamic components)— remain valid if issued before 1999 but are no longer granted. | Rating | Official scope | Program duration | ATO experience credit | | **M1** | Non-turbojet aircraft built to Standards 522, 523, 523-VLA, 527, 549 and equivalents — airframe, engines, propellers, components, structures and systems | 18–24 months | 13–24 months (48 at RRC Polytech) | | **M2** | All aircraft not included in M1, excluding balloons — airframe, engines, propellers, components, structures and systems | 18–24 months | 13–24 months (48 at RRC Polytech) | | **E** | Aircraft electronic systems: communication, pulse, navigation, auto flight, flight path computation, instruments, the electrical elements of other systems, and structural work directly associated with maintaining them | 17–24 months | 17–24 months | | **S** | Aircraft structures — all airframe structures | 10–14 months | 10–14 months | | **Balloons** | Balloon maintenance | Manufacturer course | N/A | ### What is the difference between M1 and M2? **M1 covers non-turbojet aircraft built to a specific list of certification standards; M2 covers everything else except balloons.** The common shorthand of “M1 = small piston, M2 = large jet” is wrong and will cost you on the regulatory exam — M1 is defined by certification basis, not by size or engine type, and takes in a great deal of turboprop and pressurized work. **The privilege almost nobody mentions:** holders of **either M1 or M2** also have maintenance release privileges for **all turbine-powered helicopters** and **all SFAR 41C aeroplanes**, including variants and derivatives. For anyone weighing rotary- wing work, that single clause changes the calculation. Note also that the experience requirement is **identical for M1 and M2** — 48 months either way. There is no time saving in choosing M1. ## AME vs FAA A&P vs EASA Part-66: How Do They Compare? If you already hold a certificate in another system — or you are choosing which one to pursue — this is the comparison that usually settles it. | | Canada — AME | USA — A&P | Europe — Part-66 | | Minimum age | **21** at issuance | 18 | 18 | | Experience without approved school | 48 months (M1/M2/E); 36 (S) | 18 months one rating; **30 months** for both A&P concurrently | 3–5 years depending on category | | Experience after approved school | Credit of up to 24 months against the total | AMTS graduation replaces the experience requirement | 2 years after Part-147 basic training (B1/B2) | | Medical certificate | **Not required** | **Not required** | **Not required** | | Licence expiry | **10 years**, renewable | Does not expire | **5 years**, renewable | | Recency to exercise privileges | 6 months in any 24 (AWM 566.05) | 6 months in any 24 (14 CFR 65.83) | 6 months in any 24 (66.A.20(b)(2)) | | Documented task record required | **Yes — 70% of Appendix B** | Not in this form | OJT records for type endorsement | | Direct conversion into Canada | — | **None** | **None** | Two things stand out. First, **Canada asks for the most experience of the three systems** — 48 months against the FAA’s 30 for a full A&P. Second, **all three converge on the same 6-in-24 recency rule**, which is worth knowing if you hold more than one credential: keeping one current usually keeps the others current, provided the activity is documented. > “I’ve moved technicians between all three systems for thirty years. The Canadian > file fails on paperwork far more often than on competence. The FAA lets you build > the experience loosely and prove it later; Transport Canada wants it structured, > signed and tied to a registration mark from day one. It is a different discipline, > not a harder trade.” > — Javier Acuña I walk through these differences — and what they mean if you already hold a certificate in another system — in [this video](https://youtu.be/Ik-yowf3CVA), and in more depth across the [AeroMaintenanceHub channel](https://www.youtube.com/@aeromaintenancehub). ## How Do You Get Licensed, Step by Step? Transport Canada sets out five sequential steps. ### Step 1: Meet the eligibility prerequisites * **Citizenship:** any country — a valid passport, or an ICAO-state aviation personnel licence showing citizenship * **Age:** minimum **21 years** at issuance. No maximum * **No medical certificate is required** * **Training:** an approved or acceptable AME basic training program * **Experience:** the total, specialty and civil requirements below * **Skill:** the documented maintenance tasks * **Knowledge:** the technical examinations (waived with ATO knowledge credit) plus the regulatory examination * **Language:** examinations and documentation are in English or French; foreign documents must be translated and submitted with the originals, stamps and seals identified by the translator ### Step 2: Complete basic training **Only an Approved Training Organization (ATO) gives you knowledge and experience credit.** An _acceptable_ program satisfies the training requirement but carries** no credit at all** — you write every technical exam and get no months against the 48. Training from neither source (foreign, military, distance learning) is assessed case by case under **AWM 566.07(2)**, and requires a graduation certificate or diploma, a transcript of marks and theoretical hours per subject, and the detailed curriculum in force when you studied. ### Step 3: Accumulate maintenance experience Experience must be on certified aircraft — work on **ultra-light, advanced ultra- light, amateur-built or owner-maintained** aircraft **does not count**. Proof is a personal logbook or employment letters signed by the persons responsible for the maintenance release of the recorded work, showing exact dates, types of work and aircraft types. Experience months assume **full-time employment of 1,800 working hours per year**. **Apprenticeship-board summaries are not accepted.** Transport Canada wants detailed employer letters. Ask for one at every job change, while the people who supervised you are still there. **Military experience counts** toward total and specialty experience when representative of the aircraft, systems or structures for the rating sought — but at least **six months must be on civil-registered aircraft**. Canadian military courses are pre- assessed under MSI No. 18, Appendix B: **AVN (M1/M2) carries a 488-hour theory gap** in piston engines, emergency systems, instrumentation, avionics, data bus and logic, and auto flight; **AVS (E) and ACS (S) carry no gap**. ### Step 4: Pass the examinations **Approved ATO graduates are exempt from the technical exams but must still write the regulatory exam** — knowledge credit never covers it. Acceptable-program graduates write everything. There are **two** official study guides, and candidates routinely find only one: **TP 14038** covers the technical examinations, while **TP 3043** is the guide AWM 566.03(5) directs you to for the regulatory requirements examination. ### Step 5: Submit the application * **Form 26-0638** — for applicants who must attempt the technical examinations * **Form 24-0083** — for applicants with ATO knowledge credit or who have already passed the technical exams. **File it once you have all but six months of the total experience**, not after * **In Canada:** nearest Transport Canada Centre or Regional Office. **Outside Canada:** Operational Airworthiness, Ottawa * **Certification of copies:** by a notary public or commissioner for oaths, a TCCA Safety Inspector/Officer or Administrative (Operational) Support personnel, or the holder of a valid Canadian AME licence * **Processing:** 40 working days for issuance or re-issuance, 20 for renewal ## Which Canadian Schools Are Approved? (Verified July 15, 2026) **Transport Canada’s list of currently active approved and acceptable basic training courses was last updated July 15, 2026 and covers roughly 50 course entries across eight provinces:** Ontario, Quebec, British Columbia, Alberta, Saskatchewan, Manitoba, Nova Scotia and Newfoundland & Labrador. There are no listed programs in New Brunswick, PEI or the territories. **Approved** = ATO certificate holder under CAR 403 Division II. Graduates get a certificate bearing a TC approval number, knowledge credit and experience credit. ** Acceptable** = meets the alternative training requirement of AWM 566.07(2). **No credit of any kind.** ### Ontario | Institution | City | Course | Rating | Approval # | Credit | | **Centennial College** | Downsview, Toronto | Aircraft Maintenance Technician | M1/M2 | 2019-01-4256 | 18 mo + knowledge | | **Centennial College** | Downsview, Toronto | Avionics Program | E | 2019-01-4257 | 18 mo + knowledge | | **Centennial College** | Downsview, Toronto | Aviation Technology – Aircraft Maintenance & Management | M1/M2 | 2019-03-4258 | 18 mo + knowledge | | **Centennial College** | Downsview, Toronto | Aviation Technology – Avionics Maintenance & Management | E | 2019-03-4259 | 18 mo + knowledge | | **Canadore College** | North Bay | Aviation Technician – Aircraft Maintenance | M1/M2 | 2013-05-4175 | 18 mo + knowledge | | **Canadore College** | North Bay | Aviation Technician – Avionics Maintenance | E | 2013-05-4176 | 18 mo + knowledge | | **Canadore College** | North Bay | Aviation Technology – Aircraft Maintenance & Avionics | M1/M2 | 2013-05-4177 | 24 mo (M only) + knowledge | | **Canadore College** | North Bay | Aviation Technology – Aircraft Maintenance & Structural Repair | M, S | 2013-05-4178 | 24 mo M _or_ 12 mo S + knowledge | | **Canadore College** | North Bay | Aviation Technology – Aircraft Maintenance & Avionics | M, E | 2024-05-4314 | 24 mo + knowledge | | **Canadore College** | North Bay | Aircraft Structural Repair Technician – Mfg & Inspection | S | 2018-06-4257 | 14 mo + knowledge | | **Canadore College** | North Bay | Aircraft Structural Repair | S | 2001-09-7012 | 10 mo + knowledge | | **Algonquin College** | Ottawa | Aviation Technician – Aircraft Maintenance Technician | M1/M2 | 2015-04-4199 | 18 mo + knowledge | | **Mohawk College** | Hamilton | Aviation Technician – Aircraft Maintenance | M1/M2 | 2010-04-4109 | 18 mo + knowledge | | **Mohawk College** | Hamilton | Aviation Technician – Avionics | E | 2019-05-4261 | 18 mo + knowledge | | **Mohawk College** | Hamilton | Aviation Technician – Aircraft Structures | S | 2012-11-4158 | 12 mo + knowledge | | **Fanshawe College** | London | Aviation Technician – Aircraft Maintenance | M1/M2 | 2013-08-4174 | 18 mo + knowledge | | **Fanshawe College** | London | Aviation Technician – Aircraft Maintenance | M1/M2 | 2018-02-4248 | 24 mo + knowledge | | **Fanshawe College** | London | Aviation Technician – Avionics Maintenance | E | 2011-08-4128 | 18 mo + knowledge | | **Fanshawe College** | London | Aircraft Structural Repair Technician | S | 2019-09-4268 | 10 mo + knowledge | | **Confederation College** | Thunder Bay | Aviation Technician – Aircraft Maintenance | M1/M2 | 2001-12-7021 | 18 mo + knowledge | | **Sault College** | Sault Ste. Marie | Aircraft Structural Repair Program | S | 2007-09-4093 | 10 mo + knowledge | **The two-document trap.** At Centennial and Algonquin, graduates receive **two** documents. The college diploma carries no TC approval number and proves basic training only. The **Letter of Accreditation**, which carries the number, is what confers the credit. **Without both, you have no credit.** Confirm with the registrar before you graduate, not after. ### Western Canada | Institution | City | Course | Rating | Approval # | Credit | | **BCIT** | Richmond, BC | Aircraft Maintenance – Basic M | M1/M2 | 2001-09-7000 | 18 mo + knowledge | | **BCIT** | Richmond, BC | Aircraft Maintenance – Basic E | E | 2001-09-7001 | 18 mo + knowledge | | **BCIT** | Richmond, BC | Aircraft Maintenance – Basic S | S | 2025-12-1191 | 12 mo + knowledge | | **Okanagan College** | Kelowna & Vernon Aerospace Campus, BC | AME – Category M Maintenance | M1/M2 | 2024-09-1188 | 18 mo + knowledge | | **Okanagan College** | Kelowna & Vernon Aerospace Campus, BC | AME – Category S Structures | S | 2012-01-1127 | 10 mo + knowledge | | **Northern Lights College** | Dawson Creek, BC | Aircraft Maintenance Engineering – Basic M | M1/M2 | 2001-11-7020 | 18 mo + knowledge | | **Coulson Aircrane Ltd.** | Port Alberni, BC | Aircraft Structures Technician Course | S | 2024-01-1185 | 11 mo + knowledge | | **SAIT** | Calgary, AB | Aircraft Maintenance Engineering Technology | M1/M2 | 2014-04-2005 | 18 mo + knowledge | | **SAIT** | Calgary, AB | Aircraft Avionics Program | E | 2010-08-2001 | 18 mo + knowledge | | **SAIT** | Calgary, AB | Aviation Structural Repairs | S | 2010-08-2002 | 10 mo + knowledge | | **Portage College** | Cold Lake, AB | Aircraft Structures Technician | S | 2026-04-2021 | 10 mo + knowledge | | **SIIT** | Saskatoon, SK | Aircraft Maintenance – Basic M | M1/M2 | 2010-10-2003 | 18 mo + knowledge | | **SIIT** | Saskatoon, SK | Aircraft Maintenance – Basic E | E | 2026-05-2020 | 18 mo + knowledge | | **RRC Polytech – Stevenson** | Winnipeg & Southport, MB | Aircraft Maintenance Journeyperson | M1/M2 | 2001-09-7015 | **48 mo** + knowledge | | **RRC Polytech – Stevenson** | Winnipeg & Southport, MB | Aircraft Maintenance Diploma Program | M1/M2 | 2003-02-2000 | 19 mo + knowledge | | **RRC Polytech – Stevenson** | Winnipeg & Southport, MB | Aircraft Structural Repair Technician | S | 2002-02-7025 | 12 mo + knowledge | **Coulson and RRC Polytech issue one of two possible documents.** Meet the approved basic training requirement and you get an Accreditation of TC **Approved** Training, with the number and full credit. Fall short and you get an Accreditation of TC ** Acceptable** Training — no credit. At RRC, the numbered Certificate of Qualification is only issued after both the in-school portion **and** the industry experience portion are complete. **University of the Fraser Valley** still appears on the TC list for two former programs, but **its training has not been approved since July 12, 2019.** Do not enrol expecting credit. ### Quebec | Institution | City | Course | Rating | Approval # | Credit | | **ÉNA (Cégep Édouard-Montpetit)** | St-Hubert | Aircraft Maintenance Technology (DEC 280.C0) | M1/M2 | 2007-08-5118 | 19 mo + knowledge (1,980 h) | | **ÉNA** | St-Hubert | Avionics Program (DEC 280.D0) | E | 2009-05-5141 | 19 mo + knowledge (1,920 h) | | **ÉNA** | St-Hubert | Aircraft Maintenance Program (AEC EWA.0X) | M1/M2 | 2021-12-5236 | 13 mo + knowledge (1,335 h) | | **ÉNA** | St-Hubert | Aircraft Avionics Systems (AEC EWA.02) | E | 2024-10-5276 | 17 mo + knowledge (1,752 h) | | **ÉNA** | St-Hubert | Structures Repair and other continuing-education profiles | S / M | — | **Acceptable — no credit** | ### Atlantic Canada | Institution | City | Course | Rating | Approval # | Credit | | **NSCC** | Dartmouth, NS | Aircraft Maintenance Technology – Mechanical | M1/M2 | 2012-01-6000 | 18 mo + knowledge | | **NSCC** | Dartmouth, NS | Aircraft Maintenance Technology – Avionics | E | 2009-08-6002 | 18 mo + knowledge | | **NSCC** | Dartmouth, NS | Aircraft Maintenance Technician – Structures | S | 2009-01-6001 | 10 mo + knowledge | | **College of the North Atlantic** | Gander, NL | Aircraft Maintenance Engineering Technology (M & E) | M, E | 2001-09-7005 | 21 mo + knowledge | | **College of the North Atlantic** | Gander, NL | Aircraft Structural Repair | S | 2001-09-7006 | 10 mo + knowledge | ### Acceptable (non-ATO) programs — all technical exams required | Institution | City | Course | Rating | Status | | **CCAA** | Ottawa, ON | Aircraft Maintenance Technician Program | M1/M2 | Acceptable since February 13, 2026 — no credit | | **CCAA** | Ottawa, ON | Aircraft Structures Technician Program | S | Acceptable since November 1, 2024 — no credit | | **ICS Canada** | Montreal, QC | Aircraft Mechanics Program | M1/M2 | **Closed to new enrolments since October 30, 2024.** Enrolled students were expected to finish by **October 29, 2026**; certificates or transcripts issued after **April 30, 2027 will not be accepted by TCCA** | **Verify before you enrol.** This list changes several times a year — three entries were added in 2026 alone. Check the [official Transport Canada page](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames/approved-training-organizations-atos-aircraft-maintenance-training/basic-training-approved-acceptable-training-courses-currently-active) the week you apply. ### What if your training was never approved? Transport Canada’s policy on the **national acceptance of unapproved basic training courses** is published as **Internal Process Bulletin (IPB) 2025-05**, available through the Civil Aviation Integrated Management System (IMS) documents page. If you trained abroad, in the military, or by distance learning, read it before you submit anything. ## How Much Does It Cost to Become an AME in Canada? **Budget CAD $48,000–$72,000 for a domestic student on the standard two-year route, and CAD $80,000–$125,000 for an international student**, tuition and living costs included. These are planning estimates: most Canadian colleges publish aviation tuition only through student portals after admission, so confirm with the institution before committing. ### Tuition | Category | Domestic | International | | 2-year diploma (ATO, M rating) | $16,000 – $28,000 | $38,000 – $60,000 | | 3-year advanced diploma (M+E or M+S) | $24,000 – $40,000 | $50,000 – $78,000 | | 1-year structures (S rating) | $9,000 – $16,000 | $22,000 – $35,000 | | Acceptable (non-ATO) program | $12,000 – $22,000 | $20,000 – $35,000 | Quebec residents at ÉNA pay subsidised CEGEP rates — the lowest-cost route in the country for a French-speaking candidate. ### Everything else | Expense | Estimate (CAD) | | Tools & PPE | $3,500 – $9,000 | | Textbooks & references | $900 – $1,800 | | TC examination and licence charges | See **CAR 104, Schedule IV** | | Living expenses (24 months, by city) | $26,000 – $52,000 | | Study permit & visa (international) | $1,500 – $3,500 | | Biometrics + immigration medical | $300 – $500 | | Language test for PGWP | $300 – $400 | Exam and licence charges change by regulation, not by announcement. Quote CAR 104 Schedule IV and pay through the TCCA online booking system rather than relying on a figure you read in a forum. ### Totals | Pathway | Domestic | International | | 2-year approved diploma (M) | **$48,000 – $72,000** | **$80,000 – $125,000** | | 3-year advanced diploma (M+E) | **$58,000 – $88,000** | **$100,000 – $150,000** | | 1-year structures (S) | **$32,000 – $50,000** | **$55,000 – $82,000** | | Acceptable program + full exam suite | **$42,000 – $60,000** | **$65,000 – $98,000** | **Why approved training is worth the premium.** An acceptable program saves tuition but costs you the entire experience credit — up to 24 months for M or E — and forces you to sit every technical examination. At a median wage near $39 an hour, two extra years before licensure is by far the most expensive line in this whole decision. ## Experience, Skill and Exam Requirements ### How much experience is required? **The M1, M2 and E ratings each require 48 months of total aviation maintenance experience; the S rating requires 36.** Transport Canada assesses three separate categories, and the requirement is identical for M1 and M2. | Rating | Total | Specialty | Civil | Minimum theory (566.07(2) route) | | **M1** | **48 months** | 12 months | 6 months | 1,000 h aircraft maintenance | | **M2** | **48 months** | 12 months | 6 months | 1,000 h aircraft maintenance | | **E** | **48 months** | 12 months | 6 months | 1,000 h electronics | | **S** | **36 months** | 24 months | 6 months | 550 h aircraft structures | | **Balloons** | 120 hours | — | — | Manufacturer course | If a source tells you M1 requires 36 months, it is wrong. Check AWM 566 Appendix A. **Two different hour thresholds get confused constantly.** The theory hours above are the minimum for training to be judged _acceptable_ under AWM 566.07(2) — the assessment route for foreign, military or distance-learning training. An _approved_ ATO program is held to a different standard under AWM 566.12: **not less than 1,800 hours** of subject-matter training for a maintenance or avionics program, and ** not less than 1,000 hours** for a structures program. An organization that can prove it delivers the training in fewer hours may be approved on an individual basis. ### How does the training credit actually work? **Under AWM 566.03, credit is granted at one month per 100 hours of approved training, capped at 24 months for M or E and 18 months for S.** So an 1,800-hour ATO program yields 18 months against the 48 required. The single exception on the current list is **RRC Polytech’s Aircraft Maintenance Journeyperson program at 48 months** — a four-year apprenticeship that embeds the industry experience rather than shortening it. | Stage | Duration | | Approved two-year diploma | 24 months | | Credit applied | −18 of the 48 required | | Remaining experience | 30 months | | Application may be filed | once all but 6 months is acquired | | **Total** | **≈ 4 to 4.5 years** | ### The skill requirement: where most candidates stall **You must document not less than 70% of the tasks in AWM Chapter 566, Appendix B applicable to your rating — and not less than 10% of the claimed tasks must have been performed on civil-registered aircraft.** Each task must be certified by an AME licence holder or equivalent supervisor and record the date, aircraft type, registration mark or component serial number, plus confirmation that you can: 1. identify the applicable standard for the task, 2. select the proper tools, 3. perform the work correctly without supervision, and 4. complete the necessary documentation. Every task claimed must have been subject to a maintenance release or equivalent certification. **There is no official Transport Canada logbook** — use a personal logbook or the Appendix B task list itself. > “The single most common reason a Canadian AME file stalls is not the exams — it’s > the task record. People document four years of experience beautifully and then > discover that 70% of Appendix B has to be signed, dated and tied to a registration > mark, by someone who has since left the company. Start the record on your first > day. Not your first year.” > — Javier Acuña Our Appendix B task-tracking workbook and walkthrough are available to [AeroMaintenanceHub members](https://aeromaintenancehub.com). ### What are the exam rules? * **Passing grade: 70%** on every examination * Approval to attempt the exams is **valid for 12 months** from TCCA’s approval of the application * **Technical exams** may be attempted once Form **26-0638** is approved * **The regulatory exam** may be attempted once Form **24-0083** is approved _and_ you are within six months of the total experience requirement * **First failure:** no re-examination for **30 days** * **Second and subsequent failures:** no re-examination for **six months** each time * All exams are **invigilated in person by appointment** at a Transport Canada Regional Service Centre; accommodation requests should be made to the Centre before booking That six-month penalty is the reason not to sit the regulatory exam “to see what it’s like.” It is a CARs exam, and the CARs content has no FAA or EASA equivalent. ### Does a valid licence mean you can sign? Recency vs validity **No — validity and currency are different things.** Your licence remains valid until its printed expiry date, but under **AWM 566.05** you may not exercise its privileges unless, within the preceding **24 months**, you have either passed the regulatory requirements examination or, for at least **six months**, performed maintenance, supervised it directly or in an executive capacity, or provided aviation maintenance instruction within an ATO. A card in your wallet that says it expires in 2033 tells you nothing about whether you can legally sign today. ## How Much Do AMEs Earn in Canada? **The national median wage for NOC 72404 is CAD $39.00 per hour — roughly CAD $78,000 a year full-time — with a low of $24.48 and a high of $52.88** (Job Bank, Labour Force Survey, 2023–2024 reference period). | Source | Figure | | Canada, NOC 72404 (Job Bank) | Low **$24.48** · Median **$39.00** · High **$52.88** | | Alberta (alis) | Average **$38.42/h**, **$82,018/year**, 41.2 h/week | | Alberta, starting (alis) | Median **$23.99/h**; top-end median **$53.00/h** | | Quebec (Government of Quebec) | Median **$38.94/h**, range $27.50–$57.00 | | Nova Scotia (Job Bank) | Median **$36.75/h** | Avionics specialists fall under a separate code, **NOC 22313**, with its own wage series — check it separately if you are pursuing the E rating. Remote and northern postings commonly carry isolated-post allowances, and regional operators advertise signing and retention bonuses; treat any specific premium as employer-dependent rather than a national figure. ### Is there a shortage of aircraft maintenance engineers in Canada? **There is a moderate risk of labour shortage through 2033 — not the crisis some guides describe.** Here is what the Canadian Occupational Projections System actually projects for NOC 72404: | Metric | Value | | Employment, 2023 | **18,500** | | Workers aged 50 and over | **34%** | | Recent conditions (2021–2023) | Moderate signs of shortage; demand slightly exceeded supply | | Projected job openings, 2024–2033 | **9,500** | | Projected job seekers, 2024–2033 | **9,600** | | Assessment | **Moderate risk of labour shortage** | Openings and job seekers are projected to be broadly similar over the decade. This is a stable, demand-supported trade with a demographic tailwind — not a gold rush. The occupation facing a _strong_ risk of shortage in the same projection is **air pilots (NOC 72600)**, which is a different career and is where that statistic usually comes from when you see it misapplied to maintenance. **Where the real leverage is:** Job Bank currently rates Ontario and the Toronto region **Good** for 2025–2027, following a documented shortage in 2023–2025. But the persistent, unmet demand sits in **regional carriers, northern bases and MROs outside the major hubs**, where retention is hardest and where a new licence holder reaches lead and inspector roles years earlier than at a major. ### Who hires AMEs? | Sector | Representative employers | Progression | | Major airlines | Air Canada, WestJet, Air Transat, Porter | Senior AME → Lead → QA Inspector → Management | | Regional carriers | Jazz, WestJet Encore, Perimeter Aviation (incl. Bearskin), PAL Airlines, Calm Air | Fast track to lead roles | | MROs | StandardAero, KF Aerospace, Cascade Aerospace, Lufthansa Technik Canada, Avmax | Engines, avionics, composites | | Corporate aviation | Chartright, Skyservice, Execaire | High variety, client-facing | | Helicopter operators | CHC, Cougar, Summit, Canadian Helicopters | Offshore and remote premiums | | Manufacturing | Bombardier, De Havilland Canada, Viking Air, Diamond Aircraft | Type training, production | | Government / defence | RCAF, Transport Canada, Canadian Coast Guard | Pension, stability, clearance | Two corrections to the lists that circulate online: **Bearskin Airlines is a division of Perimeter Aviation** (Exchange Income Corporation) — apply through Perimeter. And **Aveos Fleet Performance ceased operations and went into liquidation in March 2012**; it still appears in career guides written a decade ago. ## Pathways for International Candidates ### The study permit route 1. **Apply to an ATO program** at a PGWP-eligible Designated Learning Institution 2. **Apply for a study permit.** From **April 1, 2026**, mandatory co-op or practicum placements are covered by the study permit — no separate co-op work permit needed 3. **Complete the diploma**, then apply for a **Post-Graduation Work Permit (PGWP)** 4. **Accumulate the remaining experience** on the PGWP — documenting Appendix B tasks from day one 5. **Write the exams and apply for the licence** while working 6. **Transition to PR** via Express Entry or a Provincial Nominee Program **PGWP eligibility now has two filters most guides miss.** For study permits applied for on or after **November 1, 2024**, non-degree graduates must satisfy **both**: * **Field of study:** your program’s **CIP code** must be on IRCC’s eligible list, frozen at 1,107 codes for all of 2026. Aviation maintenance is covered under ** transport**: **47.0607** (airframe mechanics and aircraft maintenance technology),** 47.0608** (aircraft powerplant technology), **47.0609** (avionics maintenance technology) * **Language:** **CLB/NCLC 5** in English or French for college diploma and certificate graduates PGWP length matches program length, to a maximum of three years. Verify both the DLI’s PGWP-eligible status **and** your specific program’s CIP code before you pay a deposit — eligibility is not uniform within a single college. **Working while studying:** up to **24 hours per week** off campus during academic terms — the limit rose from 20 hours in November 2024 — and full time during scheduled breaks. On-campus work is uncapped. The 24-hour cap is per week across all employers combined, not an average, and a single hour over is non-compliance that surfaces at PGWP time. ### Can you apply directly with a foreign licence? **No — and the exemption most guides point at almost certainly does not apply to you.** There is no conversion of a foreign licence into a Canadian AME licence and no bilateral agreement on the acceptance of basic training. FAA A&P and EASA Part- 66 holders must meet the conditions of initial issuance in CAR 403.03 and AWM 566.03 like anyone else. **AWM 566.07(1) is a legacy exemption, fixed by date.** It exempts from the basic training requirement only applicants who held: * an **FAA Inspection Authorization**, or an ICAO Annex 1 AME licence that included** airframe and engine** privileges, **before 1 January 1990**; * an ICAO Annex 1 licence that included **avionics** privileges, **before 1 September 1985**; or * an ICAO Annex 1 licence that included **structures** privileges, **before 1 September 2001**. If you qualified after those dates — which covers essentially every working A&P and Part-66 holder today — you fall under **AWM 566.07(1)(d)** and are assessed case by case under **566.07(2)**. And **566.07(1)(e) is categorical: all applicants, regardless of the type of foreign licence held, are required to pass the Transport Canada examinations applicable to the rating sought.** Nobody is exempt from the exams. **How the 566.07(2) assessment works.** Submit your graduation certificate together with a transcript of the training received to the applicable Transport Canada Centre. To be considered as having acceptable basic training you need a minimum of **1,000 hours of theory** for an M or E rating, or **550 hours** for S, evaluated against Division II Subdivision B and the applicable provisions of Appendix C. The theory need not contain a CARs component, because the regulatory examination covers it. TC then gives you written feedback on acceptability and an outline of any additional training required. If you proceed: * Apply on **Form 26-0638** for approval to attempt the technical examinations — which must then be completed within 12 months of approval * Expect gap training at an ATO if deficiencies are identified * You will still need 48 months total / 12 specialty / 6 civil experience, and 70% of the Appendix B tasks * You will still write the regulatory exam ### What Transport Canada _will_ recognise: your type training **This is the genuine concession for experienced foreign technicians, and it is almost never mentioned.** Under **AWM 566.02(2) to (5)**, a foreign aircraft type training course can be recognised by the Minister for the purposes of CAR 571.11— the rule that requires an applicable approved type course before you may sign a maintenance release on a transport-category aeroplane or a turbine-powered helicopter. There are three routes: * **You held a contracting-state licence when you took the course** and are now applying for initial issuance of a Canadian AME licence. Submit a written request with a copy of your licence, your course graduation certificate, and a transcript of the training and course curriculum certified as accurate by the organization that provided it. * **You already held a valid Canadian AME licence** and had been a permanent resident of another country for at least one year when you took the course. Same documents, plus documented proof of residency at the time of completion. * **The course was delivered by a training organization approved by a civil aviation authority with which Canada has a bilateral agreement or technical arrangement covering the recognition of aircraft type training.** In that case it is recognised on successful completion. The Minister confirms recognition — or non-recognition — in writing. If you have Airbus, Boeing, Bombardier, Embraer or engine type courses behind you, this is the part of your file worth assembling first: it is the one element of a foreign background that Canada credits directly. > “Every FAA A&P who calls me asks the same question in the same order: can I transfer > my licence, and how fast. The honest answer is that the licence does not transfer > and the examinations are not waived for anyone. What can travel with you is your > type training — and almost nobody arrives with that paperwork assembled. That > is the file I would start building, not the one chasing an exemption that closed > in 1990.” > — Javier Acuña Working through this yourself? We cover the 566.07(2) assessment, type training recognition and the regulatory exam in detail at [aeromaintenancehub.com](https://aeromaintenancehub.com). ### Where do AMEs stand in Canadian immigration in 2026? * **NOC codes: 72404** (aircraft mechanics and inspectors) and **22313** (avionics)— both **TEER 2** * **The Express Entry Transport occupations category was reintroduced on February 18, 2026** and covers exactly four occupations: 72600 (pilots), **72404**, ** 22313** and 72410. It is a narrow, aviation-and-automotive category — far more favourable to AMEs than the broad transport category of earlier years * Other 2026 categories: French-language proficiency, healthcare and social services, education, STEM and trade occupations * **Provincial Nominee Programs:** BC PNP, OINP, AAIP and SINP all run trades streams * **Atlantic Immigration Program:** employer-driven; Gander, NL is a notable aviation centre * **Rural and Northern pilots:** communities with aviation bases including North Bay, Cold Lake and Dawson Creek Canadian immigration rules have changed materially every year since 2024. Confirm current categories and study permit caps on canada.ca before committing money. ## What Funding Is Available? ### Domestic students * **Canada Student Loans and Grants** (federal + provincial) * **Canada Apprentice Loan:** up to **$4,000 per training period**, interest-free, maximum **$20,000** * **Employment Insurance** while attending technical training, for eligible apprentices * **Canada Training Credit:** accumulates **$250/year** as a refundable credit against tuition * **Indigenous funding:** PSSSP, Indspire — SIIT in Saskatoon is an Indigenous- governed ATO * **College scholarships and bursaries:** $500–$12,000 * **Employer sponsorship:** airlines and MROs regularly sponsor final-year students with a hiring commitment **Do not plan around these — they are gone.** The **Apprenticeship Incentive Grant**( $1,000 per level) and **Apprenticeship Completion Grant** ($2,000) both **ended on March 31, 2025**. A **$5,000 Red Seal completion bonus** was _proposed_ in the April 2026 Team Canada Strong plan but is **not open for applications**. Treat it as unavailable until ESDC says otherwise. ### International students * **No federal aid.** Private lenders such as MPOWER Financing and Prodigy Finance * **Institutional scholarships:** $2,000–$18,000, varies widely by college * **Home-country funding:** government scholarship programs in several countries * **Part-time work:** 24 h/week during terms, full time during scheduled breaks * **Co-op earnings** where the program includes a paid work term * **On-campus employment:** no separate work permit required ## Which Path Fits Your Profile? ### Canadian high school graduate Public college **approved** ATO diploma, two years. Strong options: BCIT, SAIT, Centennial, Canadore, ÉNA, NSCC, RRC Polytech, SIIT. Apply early — September intakes fill between January and March. Target co-op for paid, documentable experience. ** Budget $48K–$72K.** ### Career changer, 25–45 Check **PLAR** at your target college for recognition of prior mechanical or trade experience. **RRC Polytech’s apprenticeship model** is the strongest fit with a trade background — you earn while you qualify. The **S rating** is the fastest route to a first licence at 10–14 months of training, but note it still requires **36 months total experience**. **Budget $32K–$60K.** ### International student **Verify the DLI’s PGWP eligibility and your program’s CIP code before applying**— this is now the most common point of failure. Budget the language test early; CLB 5 is required. Have first-year tuition plus living costs ($28K–$40K) available for the permit application. Realistic sequence: 2 years study → PGWP → 1 year skilled Canadian work → CEC eligibility. ### Foreign licensed mechanic (FAA / EASA / other) **Assume no exemption from basic training.** Unless you were licensed before 1990, 566.07(1) is closed to you and your file goes through the 566.07(2) assessment. Get your transcripts, hour breakdowns and course curriculum in order first — that documentation is what TC evaluates — then request a gap assessment from an ATO; ÉNA, BCIT, SAIT and Centennial all handle these enquiries. **Assemble your type training records separately**: under AWM 566.02(2)–(5) those can be recognised, and they are the part of your background Canada credits directly. Prepare specifically for the regulatory exam; CARs content has no equivalent in your current system. Begin reconstructing your Appendix B evidence now, signed and dated with aircraft type and registration. **Timeline: 2–4 years, depending on the size of the assessed training gap.** ## What Separates the People Who Finish From the People Who Stall | Factor | Why it matters | What to do | | **Approved, not acceptable, training** | Up to 24 months of credit plus the technical exam waiver | Verify the TC approval number on the official list before enrolling | | **Both graduation documents** | At several colleges the credit lives on the Letter of Accreditation, not the diploma | Confirm with the registrar which document carries the TC number | | **Task record from day one** | 70% of Appendix B, with 10% on civil-registered aircraft | Personal logbook, every entry signed with date, type and registration | | **Employer letters, not summaries** | Apprenticeship-board summaries are rejected outright | Request a detailed letter at every job change | | **Protect the exam window** | Approval lasts 12 months; a second failure costs six | Do not sit until you are ready | | **Track recency, not just expiry** | 6 months of qualifying activity in any 24 | Diarise it — a valid licence with lapsed currency signs nothing | | **Type training early** | Required to sign a release on transport-category aeroplanes and turbine helicopters (AWM 566.18) | Pursue employer-sponsored type courses immediately after licensing | | **Regional and northern first** | Where retention is hardest and advancement fastest | Perimeter, PAL, Calm Air, CHC, Cougar, northern MROs | ## Frequently Asked Questions ### Can I convert my FAA A&P to a Canadian AME licence? No. Canada has no conversion process and no bilateral agreement on the acceptance of basic training. All applicants must meet the conditions of initial issuance in CAR 403.03 and AWM 566.03, and under **AWM 566.07(1)(e)** every applicant — whatever foreign licence they hold — must pass the Transport Canada examinations for the rating sought. The basic training exemption in 566.07(1) is a legacy provision limited to licences held before **1 January 1990** (airframe and engine), **1 September 1985** (avionics) or **1 September 2001** (structures); everyone licensed after those dates is assessed case by case under 566.07(2). Your documented experience can count toward the 48-month requirement if properly evidenced, and your _type_ training can be recognised separately under AWM 566.02(2)–(5). ### Will Transport Canada recognise my foreign type training? Often, yes — this is the one element of a foreign background Canada credits directly. Under **AWM 566.02(2)–(5)**, a foreign aircraft type training course can be recognised for the purposes of CAR 571.11 if you held a contracting-state licence when you completed it and are applying for initial issuance of a Canadian licence; if you already held a Canadian licence and had been resident abroad for at least a year; or automatically, where the training organization was approved by an authority with which Canada has a bilateral agreement or technical arrangement covering type training. The Minister confirms recognition in writing. ### How much experience is required for a Canadian AME licence? The M1, M2 and E ratings each require **48 months of total** aviation maintenance experience, including **12 months of specialty** experience and **6 months on civil- registered aircraft**. The S rating requires **36 months total**, including 24 specialty and 6 civil. ### Do you need a medical certificate to be an AME in Canada? No. Transport Canada does not require a medical certificate for an AME licence. The documented requirements are citizenship, minimum age 21, basic training, knowledge through examinations, experience and skill. Individual employers may impose their own fitness or drug-and-alcohol policies. ### How long does it take to become a licensed AME in Canada? About **four to four and a half years** on the standard route: a two-year approved diploma granting 18 months of credit against the 48-month requirement, then roughly 30 months of documented experience. The application may be filed once all but six months of the total is acquired. ### How much do aircraft maintenance engineers earn in Canada? The national median for **NOC 72404 is CAD $39.00 per hour** — about **$78,000 a year** full-time — with a low of $24.48 and a high of $52.88 (Job Bank, 2023–2024). Alberta averages $38.42/hour, or $82,018 a year. ### Is the M2 rating worth it over M1? M2 covers everything not built to the M1 certification standards — the transport- category and turbojet fleet. Note that **both M1 and M2 already carry privileges for all turbine-powered helicopters and SFAR 41C aeroplanes**, and the experience requirement is identical at 48 months. There is no time saving in choosing M1, which is why most candidates target M2 directly. ### What is the difference between approved and acceptable training? **Approved** means the course is delivered by an ATO certificate holder under CAR 403 Division II; graduates receive a certificate with a TC approval number and are eligible for **knowledge credit** (technical exam waiver) and **experience credit**.** Acceptable** means the course only satisfies AWM 566.07(2) — **no credit of any kind**, and every technical exam must be written. ### Can international students work while studying? Yes — up to **24 hours per week** off campus during academic terms and full time during scheduled breaks. On-campus work is uncapped. Since April 1, 2026, mandatory co-op placements no longer require a separate work permit. ### Are there age limits? Minimum **21** at licence issuance, no maximum. Career changers in their 30s, 40s and 50s are common in this trade. ### My licence hasn’t expired — can I sign a maintenance release? Only if you are **current**. Under AWM 566.05 you may not exercise the privileges unless, within the preceding 24 months, you passed the regulatory examination or spent at least six months performing maintenance, supervising it, or instructing within an ATO. Validity and currency are separate concepts. ### Which NOC code applies to me for immigration? **72404** for aircraft mechanics and inspectors (M and S work) and **22313** for avionics technicians (E work). Both are TEER 2 and both are in the Express Entry Transport occupations category reintroduced on February 18, 2026. ### Is ICS Canada still accepting students? No. ICS Canada stopped accepting enrolments on **October 30, 2024**. Students enrolled before then were expected to complete by **October 29, 2026**, and certificates or transcripts issued after **April 30, 2027 will not be accepted by TCCA**. ## Is It Worth It in 2026? For the right candidate, yes — with accurate expectations. | Metric | Assessment | | **Job security** | ★★★★ Moderate risk of shortage through 2033; 34% of the workforce is 50+ | | **Income** | ★★★★ Median $39.00/h (~$78K); higher in Alberta, corporate and northern roles | | **Career mobility** | ★★★★ Airlines, MRO, manufacturing, corporate, government, military | | **International portability** | ★★★ No conversion in either direction; type training recognition depends on bilateral arrangements | | **Upfront investment** | ★★★ High, recovered over several years rather than months | | **Time to licence** | ★★★ 4–4.5 years on the standard route | | **Immigration pathway** | ★★★★★ On the PGWP-eligible transport list and in the 2026 Express Entry transport category | The honest version: COPS projects roughly **9,500 openings against 9,600 job seekers** over 2024–2033. That is a balanced national market with a demographic tailwind, not a gold rush. The genuine leverage is regional — northern bases, regional carriers and MROs outside Toronto, Calgary and Vancouver struggle to attract and keep licensed staff, and they pay and promote accordingly. Candidates who start there build a licence, type training and seniority faster than anyone waiting for a slot at a major. And the requirement that actually decides who finishes is not the exams. It is the task record. Start it on your first day. ## Sources **Transport Canada** * [AME licensing overview](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames) * [Obtaining an AME licence](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames/obtaining-aircraft-maintenance-engineer-ame-licence) * [Canadian AME Licensing General Information — full requirements table](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames/obtaining-aircraft-maintenance-engineer-ame-licence/canadian-ame-licensing-general-information) * [Renewing an AME licence](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames/renewing-aircraft-maintenance-engineer-ame-licence) * [Approved / acceptable training courses (currently active)](https://tc.canada.ca/en/aviation/licensing-aircraft-maintenance-engineers-ames/approved-training-organizations-atos-aircraft-maintenance-training/basic-training-approved-acceptable-training-courses-currently-active) * [AWM Chapter 566 — full text](https://tc.canada.ca/en/corporate-services/acts-regulations/list-regulations/canadian-aviation-regulations-sor-96-433/standards/airworthiness-chapter-566-aircraft-maintenance-engineer-ame-licensing-training-canadian-aviation-regulations-cars) * [AWM 566 Appendix A — experience requirements](https://tc.canada.ca/en/corporate-services/acts-regulations/list-regulations/canadian-aviation-regulations-sor-96-433/standards/airworthiness-manual-chapter-566-aircraft-maintenance-engineer-ame/airworthiness-chapter-566-appendix-table-requirements-canadian-aviation-regulations) * [AWM 566 Appendix B — sample maintenance tasks](https://tc.canada.ca/en/corporate-services/acts-regulations/list-regulations/canadian-aviation-regulations-sor-96-433/standards/airworthiness-chapter-566-appendix-b-part-1-aircraft-maintenance-experience-sample-tasks-canadian-aviation-regulations-cars) * [AC 566-003 — design of the AME licence](https://tc.canada.ca/en/aviation/reference-centre/advisory-circulars/advisory-circular-ac-no-566-003) * [MSI No. 18 — military training assessment](https://tc.canada.ca/en/aviation/reference-centre/airworthiness-staff-instructions-maintenance-manufacturing-staff-instructions/maintenance-manufacturing-staff-instructions-msi-no-18) * [TP 14038 — study and reference guide, technical examinations](https://tc.canada.ca/en/aviation/publications/study-reference-guide-aircraft-maintenance-engineer-technical-examinations-tp-14038) * TP 3043 — study and reference guide, regulatory requirements examination (referenced at AWM 566.03(5)) * [Examination booking](https://examens-aviation-exams.tc.canada.ca/en/schedule/) **Labour market** * [Job Bank — NOC 72404](https://www.jobbank.gc.ca/marketreport/summary-occupation/7562/ca) * [COPS / ESDC — NOC 72404 projections 2024–2033](https://occupations.esdc.gc.ca/sppc-cops/occupationsummarydetail.jsp?tid=366&lang=eng) * [alis Alberta — 72404 wages](https://alis.alberta.ca/occinfo/wages-and-salaries-in-alberta/aircraft-mechanics-and-aircraft-inspectors/72404/) **Immigration** * [PGWP eligible CIP codes — transport](https://www.canada.ca/en/immigration-refugees-citizenship/services/study-canada/work/after-graduation/eligibility/field-of-study/transport.html) * [Designated Learning Institutions list](https://www.canada.ca/en/immigration-refugees-citizenship/services/study-canada/study-permit/prepare/designated-learning-institutions-list.html) * [Apprenticeship grants — current status](https://www.canada.ca/apprenticeship-grants) **Comparative** * [14 CFR Part 65 — FAA mechanic certification](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-65) * [EASA — Part-66 licence validity and recency](https://www.easa.europa.eu/en/faq/19023) ## About the Author **Javier Acuña** is an aviation maintenance consultant and instructor with more than 30 years across airlines, MROs, aviation schools and regulatory compliance. He is the accountable manager of an approved maintenance organization, teaches aviation maintenance at institute level, and works across FAA, EASA, ICAO and national regulatory frameworks, with certifications in ISO 9001, AS9100, AS9110 and SMS. He founded ** AeroMaintenanceHub** to close the gap between what maintenance training teaches and what the regulator and the hangar floor actually require. * **YouTube:** [@aeromaintenancehub](https://www.youtube.com/@aeromaintenancehub)— regulatory breakdowns, exam preparation and licensing walkthroughs * **Courses and community:** [aeromaintenancehub.com](https://aeromaintenancehub.com) _Regulatory data verified September 15, 2026 against Transport Canada, ESDC and IRCC primary sources. Canadian aviation regulations, immigration rules and the approved training list change without notice — confirm the current position on the linked official pages before making financial or immigration decisions._ **Update log** _September 16, 2026:_ corrected the scope of the AWM 566.07(1) basic training exemption — it is a legacy provision limited by date, not a list of recognised licences; added 566.07(1)(e), under which no applicant is exempt from the Transport Canada examinations; added recognition of foreign aircraft type training under AWM 566.02(2)–(5); added TP 3043 as the regulatory examination study guide; separated the 1,800/1,000-hour approved ATO curriculum minimums from the 1,000/550-hour acceptable- training thresholds. _September 2026:_ corrected the experience requirements to 48 months (M1/M2/E) and 36 (S) per AWM 566 Appendix A; added SAIT, SIIT, Sault College, BCIT Basic S and three further approved programs; corrected the labour outlook to moderate risk of shortage per COPS; updated wage data to the Job Bank 2023–2024 reference period; corrected NOC to 72404 / 22313; removed the medical certificate requirement, which does not exist; removed the discontinued apprenticeship grants; added the AWM 566.07(1) basic training exemption, the Appendix B skill requirement, the examination rules and the FAA/EASA comparison. ## Why the Most Important Part of Flight Happens Before You Leave the Ground: 5 Surprising Realities of Engine Run-Ups - Link: https://aeromaintenancehub.com/why-the-most-important-part-of-flight-happens-before-you-leave-the-ground-5-surprising-realities-of-engine-run-ups/ - Published: 2026-08-14T11:15:19-06:00 - Author: Javier Acuna # The “Simple” Engine Run-Up is Aviation’s Most Critical Legal Guardrail The aircraft sits at the edge of the runway, brakes locked, as the engine roar intensifies and the airframe shudders with latent energy. To a casual observer, this “engine run-up” looks like a simple mechanical warm-up. In reality, it is a high-stakes legal and technical ritual—a final “invisible wall” of safety. It is the last moment an Aviation Maintenance Technician (AMT) or pilot has to identify a catastrophic power loss before the aircraft is committed to flight. This isn’t just a routine chore; it is a documented verification of a machine’s soul. It is the razor-thin margin where theoretical airworthiness meets physical reality, serving as a non-negotiable guardrail against the structural and mechanical failures that don’t care about your schedule. ## The 70% Rule: Why Power Loss Isn’t Always “Bad Luck” Data from the Federal Aviation Administration (FAA) suggests that the vast majority of engine failures are not random acts of fate or “bad luck.” According to **AC 20-105B (Engine Power-Loss Accident Prevention and Trend Monitoring)**, approximately 70% of engine power-loss accidents are entirely preventable. The FAA identifies that these incidents are not necessarily caused by a lack of equipment reliability, but by a failure in human detection. The solution, they argue, lies in the discipline of the ground run: “Approximately 70% of these engine power-loss accidents could have been avoided if the owner/operator instituted an aggressive training program for pilots and mechanics.” This statistic serves as a wake-up call for the industry. The engine run-up is the primary theater for this “aggressive training.” It is the moment where an AMT must be trained to catch the subtle indicators—a slight stumble in RPM, a flickering oil pressure needle, or an abnormal vibration—that signal a failure before it becomes a headline. ## Takeaway 1: Your Engine is a “Separate Legal Entity” Under global aviation law, an aircraft engine is far more than just a component of the airframe; it is certified independently. Regulations such as **14 CFR Part 33** in the United States and **EASA CS-E** in Europe govern the airworthiness standards for engines as standalone products. This legal separation means the engine possesses its own **Type Certificate Data Sheet (TCDS)** and its own **Instructions for Continued Airworthiness (ICA)**. For the technical professional, this creates a “clash of manuals.” While a pilot might rely on the Pilot’s Operating Handbook (POH), the Aviation Maintenance Technician is legally tethered to the engine manufacturer’s ICA. These engine-specific parameters for temperatures, pressures, and power settings often differ from the airframe manual. Because the engine is its own legal entity, engine training cannot simply be a minor“ subset” of aircraft type training. It is a distinct discipline with its own failure modes and verification requirements that exist regardless of the wing it is bolted to. ## Takeaway 2: The Magneto Check: A Critical Aviation Maintenance Technician (AMT) Protocol The technical heart of the reciprocating engine run-up is the dual magneto check. To a layperson, an engine that shows no change in RPM when switching magnetos might sound “perfect.” To a trained AMT, that silence is a life-threatening warning. A “no-drop” scenario typically indicates a “hot mag”—a condition where the grounding circuit (the P-lead) is broken. This means the engine remains live even when the ignition is switched off. If a ground crew member moves the propeller by hand during maintenance or refueling, the engine could fire instantly, leading to a fatal accident. ### Magneto Check Grounding Verification | Switch Position | What is Being Verified | | **BOTH (baseline)** | Establishing baseline RPM with both independent ignition systems firing. | | **RIGHT Only** | Verifying the Left Magneto’s grounding circuit by disabling it; engine runs on Right only. | | **LEFT Only** | Verifying the Right Magneto’s grounding circuit by disabling it; engine runs on Left only. | _Note: Any “NO DROP” result indicates a failed P-lead, meaning the “off” magneto is still live and the aircraft is unairworthy._ ## Takeaway 3: The “Jet Blast” Factor (Physics on the Ground) The dangers of a run-up extend beyond the engine’s internal health to the physics of the surrounding environment. According to **NASA Aviation Safety Reporting System( ASRS)** data, misdirected jet blast during maintenance runs is a recurring cause of catastrophic ground damage. In one documented NASA ASRS incident, an air carrier jet performing a run-up while facing a blast fence directed its high-power exhaust toward a taxiway, successfully overturning another aircraft. The human factor in this incident was telling; the pilot of the overturned aircraft noted: _“I was told that the occupants of the jet were all maintenance personnel.”_ This underscores why **FAA AC 150/5210-20A** mandates that employers provide documentation showing an individual is qualified for that _particular type_ of aircraft. Qualification is not a generic status; it is a type-specific requirement. Whether it’s jet efflux or prop wash, ground operations require documented qualification to manage the high energy levels produced during a high-power run-up. ## Takeaway 4: The Legal “Must”—Why Skipping a Run-Up is a Federal Violation In the eyes of the law, the engine run-up is a non-discretionary legal obligation. Under **14 CFR §43.15**, an AMT is legally forbidden from signing off an inspection without a ground run. The FAA is unequivocal: “Each person approving an aircraft for return to service after a 100-hour or annual inspection must, before that approval, run the aircraft engines to determine satisfactory performance in accordance with the manufacturer’s recommendations.” The use of the word **“must”** makes this a federal mandate. If a mechanic signs a maintenance release without performing this run, they are in violation of federal law and face potential certificate action. This is mirrored internationally by ** TCCA CAR Standard 625 Appendix B**, which requires a ground run to determine satisfactory performance during periodic inspections. ## Takeaway 5: A Global Consensus in a Divided World While aviation rules often vary by border, the engine run-up is a rare point of absolute global alignment. This is not a regional preference; it is a “global safety standard” derived from the International Standards and Recommended Practices (** SARPs**) established by the International Civil Aviation Organization (ICAO). By referencing **ICAO Annex 6 (Continuing Airworthiness)** and **Annex 8 (Airworthiness of Aircraft)**, we see a universal requirement: the engine is an independent product, and its performance must be verified through a documented ground run before it is cleared for flight. Whether you are under the jurisdiction of the FAA, EASA, or Transport Canada, the engine run-up remains a universal pillar of the international aviation community. ## Conclusion: The Discipline of the Ground Run The engine run-up serves as the final functional test of an engine’s integrity before it takes flight. It is the moment where maintenance theory is proven by mechanical performance. It ensures that the ignition, fuel, lubrication, and FADEC systems are not just “present,” but are operating within the tight tolerances required to sustain human life at altitude. As engines become more complex, the run-up remains our primary method for verifying the health of the machine under load. Ultimately, the ritual of the run-up forces a vital distinction for every pilot and mechanic: do you simply **know** how the machine works, or do you have the discipline to **verify** that it works under pressure? The answer to that question is often what stands between a routine flight and a 70% preventable statistic. > [Aircraft Engine Run-Up Legal Concepts](https://aeromaintenancehub.com/courses/aircraft-engine-run-up-legal-concepts/) ## The workforce that keeps America flying is disappearing - Link: https://aeromaintenancehub.com/the-workforce-that-keeps-america-flying-is-disappearing/ - Published: 2026-05-26T20:42:04-06:00 - Author: Javier Acuna The United States aviation industry is facing its most critical challenge in decades. While passengers see packed flights and bustling terminals, a silent crisis is unfolding in hangars across the nation. **The workforce that keeps America flying is disappearing.** With the average age of an Aviation Maintenance Technician hitting **52 years** and nearly **30% of the current workforce eligible for retirement** within the next five years, the numbers tell a stark story. Boeing’s latest forecast predicts a need for **690,000 new maintenance technicians globally by 2042**. The planes are ready to fly—but who will keep them airworthy? ## The Numbers Don’t Lie ### Global Demand: 690,000 Technicians Needed According to Boeing’s Pilot and Technician Outlook 2025-2044, the aviation industry will require nearly **700,000 new maintenance personnel** over the next two decades. This isn’t just growth—it’s replacement of an entire generation. **Key Statistics:** * **Average Age:** 52 years (FAA 2025 Workforce Report) * **Retirement Wave:** 30% eligible in next 5 years * **Global Need:** 690,000 new technicians by 2042 * **U.S. Share:** Approximately 150,000-200,000 positions ### The “Silver Tsunami” Effect Every day, experienced A&P (Airframe and Powerplant) mechanics are retiring, taking decades of institutional knowledge with them. This isn’t a future problem—it’s happening** right now**. Airlines, MRO facilities, and FBOs are struggling to fill open positions, leading to increased overtime, delayed maintenance schedules, and higher wages to attract talent. ## Why This Matters for Your Career ### 1. Unshakeable Job Security In an era of AI and automation, aviation maintenance remains irreplaceably human. You cannot troubleshoot complex hydraulic failures via software or certify an engine overhaul remotely. **This is job security.** As long as humans fly, certified mechanics will be essential. ### 2. Competitive and Rising Compensation Supply and demand are driving unprecedented wage growth in 2026: * **Major Airlines:** $65K – $85K (Entry) | $95K – $130K (Experienced) * **Regional Carriers:** $55K – $70K (Entry) | $75K – $95K (Experienced) * **MRO Facilities:** $58K – $75K (Entry) | $80K – $105K (Experienced) * **General Aviation:** $45K – $60K (Entry) | $65K – $85K (Experienced) ### 3. Global Mobility An FAA A&P license is recognized worldwide. Your certification opens doors in North America, Europe (with EASA conversion), Middle East, and Asia-Pacific. ## The Path to Becoming an A&P Mechanic **Step 1: Meet Basic Requirements** * High school diploma or GED * Ability to read, write, and understand English * Pass FAA medical certification **Step 2: Choose Your Training Path** * **Military Training:** 18-24 months, GI Bill covers costs. * **FAA Part 147 School:** 18-30 months, hands-on experience, job placement. **( Recommended)** * **On-the-Job Training:** 30 months work experience (slower path). **Step 3: Pass FAA Exams** * Written test, Oral exam, Practical demonstration. ### Ready to Take Flight? Don’t let this opportunity pass you by. The next generation of aircraft won’t fly without skilled technicians to maintain them. Be the solution.