Aircraft Maintenance Engineering Course Details | Latest Update
Aircraft Maintenance Engineering Course Details
Birth of the Profession: Aircraft Maintenance Engineering
When the Wright brothers built the aircraft, at that time, there was a single aircraft with very less restrictions, or you can say no restrictions were there to fly that aircraft. After that, slowly, slowly, manufacturing and utilisation of aircraft increased gradually. Till the time when aircraft started being used in World War thre were no major restrictions. But after that, aircraft started being used for passengers by multiple owners/ operators in multiple cities and countries. Just imagine at the same time one aircraft from India, one from Pakistan, one from Sri Lanka, one from here and there flying, and many crashes may happen in mid-air. Human casualties will be beyond the control of the system. In short, major Accidents and incidents may start occurring.
To reduce the risk, we are automatically forced to establish a certain standardised framework global level to control the activities of such aircraft from different countries. Hence multiple organisations came to getherand with help of United Nation they signed chicago convension also know as Convention on International Civil Aviation in 1944 and they established the foundation for modern international air travel and ICAO (international civil Aviation Organisation) to sets the rules for safe and orderly international air travel, including national sovereignty over airspace and standards for air navigation, safety, and licensing. Same as to control the medical sector worldwide, we have the WHO (World Health Organisation); similarly, to control Civil Aviation worldwide, we have ICAO (International Civil Aviation Organisation). As of today, out of 195 countries in the world, 193 countries are members of that convention, which is one of the largest and most uniform legal frameworks for global civil aviation. Only two countries are not members because of one with its choice, and the other country is because of ongoing matters of geopolitical and recognition issues.
Further, to implement this framework and enforce these standards as national law within a country, every government formed an authorised regulatory authority for their country. Like DGCA is for India, FAA is for America, EASA is for European Countries, CASA for Australia, TCAA for Canada, GCAA for the United Arab Emirates, PCAA for Pakistan, CAA for Nepal, etc., are national regulatory authorities responsible for creating and enforcing the specific laws and regulations within their respective jurisdictions, which are harmonised to ICAO.
Now for India, we have ministry for every sector like for agriculture we have Ministry of Agriculture and Farmers Welfare, for finance we have Ministry of Finance, for Defense we have ministry of Defense and DGDE is sole regulatory authority for matter related to defense, same like for controlling Civil aviation we have Ministry of Civil Avaition and DGCA is the sole regulatorybody to oversight it.
Flying through the air with an Aircraft is a very critical task and operation, because if any kind of malfunction happens in the air, as a consequence, it may lead to a major accident with possibly no survival chance. Unlike cars, bikes, or other vehicles on the road, where the driver often has multiple options to stop, turn, or minimise the impact, but in the case of an aircraft, has no such immediate alternatives in mid-air. As a result, the chances of severe accidents and large-scale casualties are much higher. An aircraft worth crores of rupees can be destroyed in a single accident, but more importantly, hundreds of passengers’ lives are at risk on every commercial flight. If an aircraft crashes in a populated area, innocent people on the ground may also be affected. A recent example is the Air India crash in Gujarat, where innocent residents of the building lost their lives.
Therefore, keeping an aircraft fit to fly and safe to fly means being in an airworthy condition is an extremely vital responsibility.
Who is an Aircraft Maintenance Engineer:
Keeping the responsibility in mind, ICAO released and SARPs, and accordingly, regulations came into force worldwide. International standards ICAO annexure 1 and Rule 1937 aircraft act 1934 passed by indian parliament government of india states that, if any kind of civil registered aircraft either its belong to government airlines, private airlines, private owner, business corporate jets plane, emergency services aircraft like air ambulance, or any kind of operator irrespective ther operation, every civil aviation registered aircraft once registered then it can not be fly unless it is fully in airworthy condition (airworthy means safe to fly condition). In other words whole aircraft should be checked thoroughly for any kind of defect or malfunction to avoid accidents or incidents across the world. That is the reason every country trusts other aircraft because they obey and follow the international standards of ICAO. If this is not followed, then no country will allow the aircraft to fly even the airspace of the country, nor the aircraft's home country can take this risk, as many casualties can happen within that country itself.
Here, rules and regulations also emphasise that, to certify that the aircraft is condition that the aircraft should be maintained under the controlled environment of MRO (Maintenance Repair Organisation) that must be approved and/or acceptable to DGCA. And even if you passed any kind of degree or diploma, or any qualification from Indian or international universities in Aerospace, Aeronautical, Mechanical, or any other engineering branch even through Aersoapce Aeronautical mechanical or any other branch, no person can release that aircraft unless he holds Aircraft Maintenance Engineering lincense accordance with rule 61 of aircraft rule 1937 and aircraft act 1934 passed by indian parliament and/or as per standards specified in Annexure 1 of ICAO.
This power to certify and release that aircraft for service is delegated by DGCA to licensed Aircraft Maintenance Engineers only. In short, no aircraft, irrespective of their owner or owning body or owning department, can take off unless the signature of a Licensed AME is on the CRS (certificate release to service).
The Old AME Curriculum System:
Before the 1980s, the pathway to becoming an Aircraft Maintenance Engineer was very different from today. There were no approved institutes or structured course curricula for AME aspirants. A graduate engineer from another relevant industry used to get experience on aircraft of operators, airlines, and then, after gaining sufficient experience and knowledge, DGCA used to grant them a license. Even technicians from ITI, with their immense knowledge gained from in-depth experience by working on aircraft they used to be able to acquire a license from DGCA.
Graduate engineers, even technicians from ITIs from other relevant fields, would gain hands-on experience directly with airlines and aircraft operators. After acquiring sufficient practical experience and demonstrating knowledge by clearing relevant examinations, DGCA would evaluate them and issue an AME licence based on their satisfaction with competency.
DGCA introduced the AME institute:
As clearing necessary papers through examinations was a bit difficult, DGCA later introduced AME institutes to streamline and formalise the training process for future Aircraft Maintenance Engineers. Accordingly, AME institutes started to provide them ab-initio training under CAR Section 2, Series E, Part VIII. This marked an important shift from purely experience-based licensing to structured academic and practical training for the ease of the aspirant community.
The earlier AME training system followed a 3-year AME course, which was divided into 2.5 years of theory plus in-house practical knowledge in the institute itself and 6 months of exclusive On-the-Job Training in an actual environment, meaning DGCA-approved MRO (Maintenance Repair Organisations). After successful completion of getting AME licences, there were 4 requirements:
1) Qualification requirement:
The candidate had to complete the 3-year AME course by:
Passing all five semesters (covering 2.5 years of theory and practical training) at the institute, and
Completing 6 months of OJT in an actual MRO working environment.
2) Examination requirements:
In addition to the institute’s semester exams, DGCA conducted four mandatory examinations. Every AME aspirant had to clear these DGCA papers to move toward licensing.
3) Experience Requirement:
Along with the 3-year AME program, students were required to gain practical aircraft maintenance experience in a real operational environment, specifically in DGCA-approved MROs, for a minimum of 1 year, and that too on a specific type of aircraft. (Note: Applicants from other engineering backgrounds (B.Tech, Diploma, etc.) who did not undergo AME training had to complete: An additional 4 years of practical aircraft maintenance experience, and Clear four DGCA examinations.) This made it evident that the DGCA examination system and practical maintenance experience were the core regulatory pillars for obtaining an AME licence.
4) Skill Test
After fulfilling the above requirements, candidates had to appear for a final oral-cum-practical test conducted by DGCA, commonly known as Paper 4.
This test was aircraft-type specific. The questions and practical tasks were based on the particular aircraft type and systems for which the licence category was being sought.
The New AME Curriculum System:
DGCA Introduced CAR-147 (Basic) Maintenance Training Organisation
Later on, to harmonise India’s AME training system with the EASA pattern, DGCA introduced CAR-147 (Basic) Maintenance Training Organisations and restructured the AME curriculum accordingly. Under the new pattern, the 3-year AME course was redesigned to include a total of 2400 hours* of combined theory and practical training:
1440 hours dedicated to theory classes, and
960 hours dedicated to practical classes.
Out of these 960 practical hours, DGCA mandated that at least 40% must be completed as actual aircraft maintenance experience in a live operational environment — specifically within a DGCA-approved MRO (Maintenance, Repair & Overhaul) facility. This ensured that AME trainees received real on-aircraft exposure rather than only classroom or workshop-based practice.
(Note: * The above hour distribution (2400 hours) primarily applies to the heavier licence categories, such as Category B1 and B2. The total duration and hour distribution of the AME course vary based on the type of AME licence, because some licences cover: light aircraft, heavy aircraft, aeroplanes, helicopters, piston-engine aircraft, and turbine-engine aircraft. In short, the complexity, technology, and systems of the aircraft determine how training hours are distributed across each AME category.)
Duration of AME Course:
DGCA’s latest curriculum specifies that the minimum duration of AME Basic Training is neither 2 years, 3 years, nor 4 years; it is defined in hours, not in years. Just like the Commercial Pilot course, it is hourly basis, not yearly. Each licence category has a fixed number of theoretical training hours along with a mandated theory-to-practical training ratio.
Below is the officially structured duration table for all AME Basic Courses:
Minimum Duration of AME Basic Courses (DGCA-Approved)
Approval of AME course:
Just like every professional course in India has its own approving body, For example, all engineering and technical degree programs are generally approved by AICTE, teacher-training programs like B.Ed are governed by NCTE, medical programs like MBBS come under the National Medical Commission (NMC), law is regulated by the Bar Council of India (BCI), and universities fall under the University Grants Commission (UGC). In the same way, aviation training also has its own specialised regulatory body.
In India, the Aircraft Maintenance Engineering (AME) course also has a dedicated and only authority responsible for approving and monitoring Aircraft Maintenance Engineering courses is the Directorate General of Civil Aviation (DGCA), Government of India.
DGCA regulates the AME course under a specific regulatory framework known as CAR-147 (Basic). Only those institutions that meet the strict standards of infrastructure, laboratories, qualified instructors, actual aircraft or training aids, and examination systems are approved to operate as CAR-147 (Basic) Maintenance Training Organisations (MTOs).
This means:
The AME course is not a general degree or diploma like B.Tech or ITI.
It is a professional aviation licence-based course controlled directly by DGCA.
Only DGCA-approved CAR-147 (Basic) institutes can deliver the official AME curriculum and issue the Certificate of Recognition (CoR) required for licence eligibility.
Whether it is pilot training, AME training, or any licence-related aviation program, DGCA is the supreme aviation regulatory authority of India, ensuring that every student trained under their system meets international safety and competency standards.
Affiliation of AME Course:
Before understanding the concept of affiliation, one thing must be strongly fixed in every aspirant’s mind: The Aircraft Maintenance Engineering (AME) course is neither a Degree nor a Diploma program. It is a purely professional, licence-based training programme, approved and regulated solely by DGCA, Government of India, under CAR-147 (Basic).
Because AME is a licence programme—not an academic qualification—there is absolutely no requirement for university affiliation to run the AME curriculum.
However, to broaden career prospects beyond licensing and to help students become eligible for jobs in various technical or engineering sectors, many AME institutes have voluntarily taken university affiliations. These affiliations allow institutes to offer an additional academic Degree (such as B.Sc. or B.Tech in AME, Aerospace, or Aeronautics) parallel to the AME programme.
This step is extremely beneficial for future aviation professionals because:
It adds academic value along with license training.
It opens opportunities in industries where an AME licence is not mandatory.
Important Notes for Aspirants
This additional Degree or Graduation does NOT provide any shortcut, relaxation, or faster route to obtaining the AME licence. It does not replace or reduce any part of the CAR-147 (Basic) requirements.
The AME licence can only be obtained after fulfilling all DGCA-mandated criteria, which include:
Clearing the required DGCA module examinations
Completing the full CAR-147 (Basic) training programme
Gaining authorised practical maintenance experience in an actual MRO environment
In short, the degree adds value to your career, but DGCA licence eligibility remains strictly based on DGCA rules only.
AME Licence Category:
Depending on the type/ group of aircraft and the nature of maintenance work, DGCA divides the Aircraft Maintenance Engineer (AME) Licence into 7 major categories, with several sub-categories under each. These categories are officially listed in CAR-66 as follows:
Category A,
Category A is the entry-level licence that authorises an engineer to certify simple line maintenance tasks and to issue Certificates of Release to Service (CRS) after performing the work themselves. CAR-66 clearly states that Category A licence holders may certify tasks “limited to the authorisation issued by the approved organisation” and only for simple defect rectification and minor scheduled line maintenance within the approved scope of the AMO (Approved Maintenance Organisation)
This licence is ideal for students who want to enter the industry quickly at the line-maintenance level. It has four subcategories—A1 (Aeroplane Turbine), A2 (Aeroplane Piston), A3 (Helicopter Turbine), and A4 (Helicopter Piston). Before choosing this category, parents and students must understand that Category A does not allow certification of complex tasks or system-level maintenance; it is strictly limited to simple and routine work. Category A is practical for students seeking early employment opportunities at airports in fast-moving line maintenance environments.
Category B1,
Category B1 is a highly responsible licence covering mechanical and structural aspects of the aircraft, including the powerplant. According to CAR-66, B1 licence holders are authorised to certify both their own work and the work carried out by other technicians, provided it falls within the aircraft type rating on their licence and is supported by appropriate maintenance experience and training.
The B1 licence is divided into four subcategories—B1.1 (Aeroplanes Turbine), B1.2 (Aeroplanes Piston), B1.3 (Helicopters Turbine), and B1.4 (Helicopters Piston). This category suits students interested in engine systems, structures, hydraulics, landing gear, and mechanical troubleshooting. Parents must note that B1 engineers undergo extensive practical exposure, and privileges include certifying mechanical tasks after both base and line maintenance, subject to organisational authorisation. This makes B1 engineers indispensable for airlines, MROs, and heavy maintenance facilities.
3) Category B2,
Category B2 is the avionics licence, focusing on the aircraft’s electrical systems and flight instruments. As per CAR-66, B2 engineers may certify their own work and that of others in avionics-related systems, covering the privileges of “electrical, instrument, radio, communication/navigation, and autopilot systems,” including troubleshooting and rectification.
Students choosing B2 should be inclined toward electronics, digital systems, navigational technologies, automatic flight control, and modern avionics architecture. Parents should understand that B2 engineers do not deal with engines or airframes but are critical for ensuring the technological and navigational health of aircraft. B2 offers long-term career growth due to increasing digitalisation in modern aviation.
4) Category B2L,
Category B2L is a specialised avionics licence introduced in CAR-66 for non-Group 1 aircraft (small aircraft, lighter types). Unlike B2, which uses aircraft type ratings, B2L is issued with system ratings. CAR-66 states that a B2L licence must include at least one of the following system privileges: Communication/Navigation, Instruments, Autoflight, Surveillance, and Airframe Systems
This licence is well-suited for students aiming to work on general aviation aircraft, training aircraft, or smaller fleets. Parents should know that B2L offers quicker employability within smaller operators and flying clubs, but it is not meant for large commercial aircraft unless upgraded later. B2L provides an excellent entry point into avionics for lighter aircraft categories.
5) Category B3
Category B3 is a mechanical licence designed for small, piston-engine, non-pressurised aeroplanes with a Maximum Take-Off Mass (MTOM) of 2000 kg or less. According to CAR-66, this licence covers maintenance and certification privileges for basic piston aircraft often used in flying clubs, training academies, and private aviation.
Students interested in working on small general aviation aeroplanes often choose B3 because the career path tends to be more hands-on and versatile in small MROs. Parents should note that B3 licences are not intended for airliners or turbine-engine aircraft but are valuable in general aviation sectors, which form the backbone of pilot training academies and private operators.
6) Category L
Category L is a broad licence for very lightweight aircraft categories, including sailplanes, powered sailplanes, hot-air balloons, gas balloons, and airships. CAR-66 lists eight subcategories: L1C, L1, L2C, L2, L3H, L3G, L4H, L4G, and L5, each covering specific aircraft structures and materials (composite or conventional)
This category is ideal for students wishing to work in recreational aviation, adventure flying organisations, and specialised maintenance organisations handling balloons or gliders. Parents must understand that Category L is a niche category and privileges are limited to lightweight non-commercial aircraft. However, it is a rewarding field for those passionate about light aviation.
7) Category C.
Category C licence holders are authorised to certify the entire aircraft after base maintenance (major maintenance checks). CAR-66 explains that Category C privileges apply after ensuring the aircraft has undergone the necessary base maintenance activities within an approved organisation, and the engineer may issue a full aircraft-level CRS after reviewing all maintenance work completed by B1, B2, and support staff
This is a senior-level licence usually obtained after significant experience or after completing an approved degree + structured training route. Parents should note that Category C is not an entry-level choice; it is achieved after progressing through B1/B2 or through recognised academic pathways. Category C engineers work mainly in heavy maintenance facilities and have the highest certification responsibility.
Eligibility for Admission in Aircraft Maintenance Engineering (AME)
To enrol in the Aircraft Maintenance Engineering (AME) programme under CAR-147 (Basic), the applicant must meet specific academic and medical eligibility criteria set by the Directorate General of Civil Aviation (DGCA), Government of India. These requirements ensure that every aspirant is capable of handling the technical and safety-critical nature of aircraft maintenance.
a) Academic Eligibility
The applicant must have:
Passed 10+2 with Physics, Chemistry, and Mathematics (PCM) from a recognised board or university; or
Completed a Diploma in Engineering approved by a State Technical Education Board, provided that PCM subjects were studied as part of the diploma curriculum.
For diploma holders, an equivalence certificate issued by the respective board/university must be submitted to confirm that the qualification is equivalent to the 10+2 (PCM) requirement.
This ensures that all AME trainees have the foundational scientific knowledge necessary for aircraft systems, aerodynamics, and aviation maintenance technology.
b) Medical Fitness Requirement
Aircraft Maintenance Engineering is a physically demanding and safety-critical profession. Therefore, DGCA mandates the following medical criteria at the time of admission:
The applicant must be medically fit, confirmed through a Physical Fitness Certificate issued by a registered MBBS doctor.
The applicant must also undergo a No Colour Blindness Test, conducted by an Eye Specialist (Ophthalmologist).
These tests must be performed on the prescription/reference letter provided by a DGCA-approved AME Training Institute.
The medical fitness check ensures that the candidate is capable of performing detailed inspections, troubleshooting complex systems, and working safely in operational aviation environments.
Entrance / Aptitude Tests for AME Admission:
In India, major professional courses like Engineering and Medical require national-level entrance examinations such as JEE and NEET. However, in the case of Aircraft Maintenance Engineering (AME), the Directorate General of Civil Aviation (DGCA), Government of India, has made it very clear that no entrance exam is required to take admission in any DGCA-approved AME Training Institute (CAR-147 Basic).
This means that DGCA does not conduct, mandate, or recognise any national or state-level entrance test for AME admissions.
However, some private bodies and groups of institutes conduct their own independent aptitude or scholarship tests, such as AME CET, SSAT, and other Private AME Institute Entrance/Aptitude Tests.
Students and parents need to understand that these tests are NOT DGCA-mandated entrance examinations. They simply serve two purposes:
Scholarship Opportunities:
Many institutes offer partial or full scholarships based on performance in these private tests.Aptitude Assessment:
Institutes use these tests to identify students with good analytical, logical, and technical aptitude suitable for AME training.
In short, you do not need to clear any national entrance examination to join the AME course. Admission is based on academic eligibility (PCM/Diploma), medical fitness, and the institute’s internal selection process, if any.
Fees for Aircraft Maintenance Engineering (AME)
The total cost of pursuing the AME course in India depends on the licence category, the institute’s infrastructure, and the tie-ups for practical maintenance experience. In most well-recognised DGCA-approved CAR-147 (Basic) AME institutes, the expenses are structured as follows:
1. AME College Fees
On average, the tuition fees charged by reputed DGCA-approved AME institutes range from ₹3,00,000 to ₹7,00,000 for the complete course. This covers fees for registration, admission, library, uniform, semester classes and training materials required as per CAR-147 guidelines.
2. Practical Training Fees (Mandatory by DGCA)
Apart from the in-house practical training of CAR-147 (Basic) organisations’ workshop, DGCA mandates actual aircraft maintenance experience at a DGCA-approved CAR-145 MRO. Accordingly, depending on the institute’s MRO tie-ups and location, this fee typically ranges between ₹60,000 to ₹1,50,000 and taxes on an actual basis. This amount covers real maintenance exposure on live aircraft, which is essential for licence eligibility.
3. DGCA Module Examination Fees
Apart from Semester exams conducted at the institute level, DGCA mandates AME module exams for licensing purposes and which are charged on a per-module basis, and each licence category has a different number of modules. Module exam fee is ₹1,500 per module for regular sessions and ₹2500 for on-demand basis sessions. The total exam cost depends on the category (A, B1.1, B1.2, B1.3, B1.4, B2, B2L, B3, etc.), as each category has its own set of modules.
4. AME Licence Issuance Fee
As per Rule 62 of the Aircraft Rules, 1937, the DGCA licensing fees are very straightforward: ₹5,000 for the issuance or validation of a licence, rating, authorisation, approval, or certificate of competency; ₹2,500 for renewal; and ₹500 for issuing a duplicate. These fees are entirely separate from institute or training fees and are paid only at the licensing stage, after all DGCA regulatory requirements have been completed.
Loan Facility for the AME Course
Since the Aircraft Maintenance Engineering programme is officially approved and regulated by the DGCA, Government of India, students are fully eligible to apply for education loans from both nationalised and private banks. These loans are granted as per RBI guidelines as well as each bank’s internal policies on education financing. Banks treat the AME course at par with other recognised professional programmes, which enables students to secure financial support for tuition fees, practical training fees, hostel charges, and other academic expenses. As a result, a large number of AME aspirants successfully obtain education loans every year, making the course financially accessible to students across India.
Syallbus:
The Aircraft Maintenance Engineering (AME) syllabus is a specialised curriculum designed to build a strong technical foundation for aspiring aviation professionals. Unlike conventional engineering programs, it integrates core concepts of Physics, Chemistry, and Mathematics indirectly, ensuring that every student, regardless of prior education, revisits and reinforces essential basics. The syllabus is structured into DGCA-prescribed modules covering electrical and electronic fundamentals, maintenance practices, aerodynamics, propulsion systems, human factors, aviation legislation, and aircraft structures, engines, and systems. Each module equips students with the knowledge required to maintain aircraft safely and efficiently.
Depending on the Aircraft Maintenance Engineering Licensing Categories and their sub-categories, the Aircraft Maintenance Engineering Syllabus is divided into various AME modules. You may visit our blog for a complete guide by clicking the following link: https://www.aircraftmaintenanceengineering.co.in/2025/11/aircraft-maintenance-engineering-syllabus-dgca-guide.html
AME Examinations:
Apart from the semester examinations conducted by the college, the DGCA conducts the AME modular examinations each year. These exams are held in multiple sessions and are available in online mode as well as on demand, allowing candidates to schedule modules according to their preparation and convenience. Theory exams are multiple-choice with a pass mark of 75%, and candidates can attempt up to three consecutive tries per module. The exams cover basic knowledge modules such as electrical and electronic fundamentals, maintenance practices, aerodynamics, propulsion systems, human factors, aviation legislation, and aircraft structures and systems, depending on the student’s licence category.
In addition to the basic modules, AME students may need to clear aircraft type (type rating) examinations to get endorsements for specific aircraft. Type exams include written, oral, and practical assessments, and must be conducted by examiners not involved in the student’s training. Candidates must pass type exams within three years for the endorsement to remain valid. Parents and students should carefully plan the number of attempts, waiting periods, and type exam timelines, as these factors directly influence both the licence acquisition process and the overall career planning in aviation maintenance.
Experience Requirement:
Practical experience is a key requirement for obtaining an Aircraft Maintenance Engineer (AME) licence. As per CAR-66, all applicants must have hands-on maintenance experience on operating aircraft in a DGCA-approved Maintenance, Repair, and Overhaul (MRO) organisation. Experience gained in college workshops, training institutes, or unrelated industries does not count. All practical work must be properly documented in a logbook, showing real exposure to maintenance tasks under professional supervision.
The required experience varies by licence category:
Category A, B1.2, B1.4, B3:
3 years of practical experience in operating aircraft; or
2 years with a corresponding system rating and a Degree in Aircraft Maintenance or Engineering; or
1 year with a corresponding system rating after completing basic DGCA-approved AME training.
Category B2, B1.1, B1.3:
5 years of practical experience; or
3 years with system rating plus a relevant degree; or
2 years with system rating after completing DGCA-approved basic training.
Category B2L:
3 years without prior technical training; or
2 years with a degree; or
1 year after DGCA-approved training.
(For additional system ratings, 3 months of relevant experience is required per rating.)Category L:
2 years covering a cross-section of maintenance tasks; or
1 year with a degree or after basic training.
(Additional subcategories require 12 or 6 months of experience.)Category C:
For large aircraft: 3–5 years of experience, depending on previous category held (B1/B2);
For non-large aircraft: 3 years of B1/B2 experience or as support staff in DGCA-approved organisations.
Additional notes from CAR-66:
At least one year of experience must be recent, within 12 months before the licence application.
Experience gained outside civil aircraft maintenance, such as defence or manufacturing, can count if supplemented with at least one year of civil aircraft experience.
Maintenance tasks should cover a representative cross-section of systems, including troubleshooting, modifications, or repairs.
For multiple categories/subcategories, experience periods can be combined only if sufficient exposure is gained for each category.
This practical experience ensures that AME applicants are well-prepared for real-world aircraft maintenance, making them competent, skilled, and ready to safely certify aircraft for flight.
How to Obtain an AME Licence: Step-by-Step Guide
Becoming a licensed Aircraft Maintenance Engineer (AME) is a structured process designed to ensure safety, technical competence, and full compliance with DGCA regulations. The journey to becoming a certified AME involves completing theoretical learning, gaining practical experience, and successfully clearing DGCA assessments. The process can be summarised in the following steps:
Step 1: Complete a DGCA-approved AME course and finish all required coursework.
Step 2: Pass all DGCA-prescribed modules relevant to your chosen licence category, including aerodynamics, propulsion, electrical/electronic systems, maintenance practices, human factors, and aviation legislation.
Step 3: Acquire mandatory practical maintenance experience in a DGCA-approved MRO, covering a representative cross-section of maintenance tasks on operating aircraft.
Step 4: Apply for the Skill Test, either individually or via your organisation.
Step 5: Successfully clear the Skill Test, which evaluates your practical competence under DGCA-approved examiners.
Step 6: Submit the required fees through the DGCA e-GCA portal to initiate licence processing.
Step 7: DGCA reviews and verifies compliance with CAR-66 and relevant Aircraft Rules (Rule 61, 1937 & Act 1934).
Step 8: Upon successful verification, receive your AME Licence and officially begin your career as a licensed Aircraft Maintenance Engineer.
Scope of AME
The scope of Aircraft Maintenance Engineering (AME) is vast and diverse, covering multiple departments within the aviation industry. Licensed AMEs play a critical role in the Maintenance Department, ensuring aircraft remain airworthy; in the Planning Department, assisting with scheduled maintenance and turnaround planning; in the Quality and Safety Departments, monitoring compliance with regulatory standards; and in CAMO (Continuing Airworthiness Management Organisation), overseeing aircraft airworthiness throughout its operational life. Their expertise is also sought in regulatory bodies, MROs, and aviation training organisations, making AMEs integral to aviation operations.
AMEs are highly valued for their technical knowledge, hands-on skills, and regulatory compliance capabilities. With the aviation industry becoming more complex, AMEs are not limited to routine maintenance; they also contribute to process optimisation, safety audits, troubleshooting advanced systems, and implementing quality standards, making them indispensable professionals in every aviation organisation.
Opportunities of AME
A licensed AME enjoys ample career opportunities both in India and internationally. With the global aviation industry growing rapidly, airlines, MROs, and CAMOs constantly require skilled engineers to maintain fleets of commercial, cargo, and private aircraft. AMEs may also work in specialised roles such as avionics, propulsion systems, airframe maintenance, and quality assurance, expanding their professional horizons.
International opportunities are particularly strong in regions such as the Middle East, Europe, and Southeast Asia, where airlines and MROs actively recruit licensed AMEs to comply with ICAO and local aviation regulations. Furthermore, AMEs can pursue consultancy, regulatory auditing, and training roles, ensuring continuous career growth and exposure to global aviation standards.
Placements of AME
After successfully completing the AME course and obtaining a DGCA licence, candidates are well-positioned for placements in a variety of aviation organisations. Opportunities include national and international airlines, DGCA-approved MROs, CAMOs, FTOs (Flying Training Organisations), MTOs (Maintenance Training Organisations), BMTOs (Basic Maintenance Training Organisations), technical publications, and aircraft manufacturing companies.
Both government and private sector organisations actively hire AMEs due to regulatory requirements mandating licensed personnel to certify aircraft for flight. This ensures that placements are not just abundant but also offer hands-on experience with modern aircraft systems, advanced maintenance procedures, and exposure to international aviation practices, providing a strong foundation for career growth.
Future of AME
The future of AME is extremely promising due to the rapid expansion of the global aviation industry. Increasing passenger demand, growth of low-cost carriers, and fleet expansions worldwide drive a continuous need for skilled maintenance professionals. Under ICAO Annexe 1 and DGCA regulations, aircraft cannot be released to service without certification by a licensed AME, making their role mandatory rather than optional.
As a result, aspiring AMEs can expect steady demand, lucrative career prospects, and global mobility. The profession offers opportunities to specialise in aircraft systems, avionics, propulsion, or quality and safety management, ensuring long-term career stability. With aviation projected to grow consistently in the coming decades, the career outlook for AMEs remains bright, rewarding, and essential to the safe operation of aircraft worldwide.
Comments
Post a Comment