Aircraft Maintenance Engineer CV Examples & Writing Guide

A CV for a B1 licensed engineer eight years after finishing a Part-147 course: three years of base maintenance at an MRO, then five years of airline line maintenance. Name and employers are fictional. Notice that the licence sits in the title line, every job names the aircraft types and the approval it works under (airline line station, Part-145 organisation), and every job has a reliability or compliance number.

An aircraft maintenance engineer CV is read by a maintenance or base manager, a technical services lead, or at airlines by a recruiter who filters on a few words before the manager sees it. They decide in under a minute on four things.

• Licence status. Part-66 category and subcategory with the date (B1.1, B2, Category A), type ratings, or modules passed if you are not licensed yet. It sets your pay band and what you can certify, so it goes in the title line under your name.
• Aircraft types and environment. Line maintenance at an airline station, base maintenance at a Part-145 MRO, business aviation, general aviation, helicopters. Name the types. "Aircraft maintenance experience" makes them guess; "E190 and ATR 72 line maintenance, B1 certifying" lets them place you on a shift.
• Compliance and safety record. CAA or quality findings, rework, ground damage, maintenance-caused delays, all as numbers, ideally zero. Airlines live on technical dispatch reliability and audits; an engineer who can state a clean record with figures is rare.
• Authorisations and practical facts. Certification authorisation, independent inspection, engine run, taxi, borescope, avionics or NDT qualifications; own tools if the role expects them; shift availability; ability to pass the background and counter-terrorist checks needed for an airside pass. One line each.

“I want the licence date and the fleet in the first three lines. Then I look for a delay or audit number. A CV that says 98% on-time release and zero findings gets a call before I read the skills section.”

The licence is a UK Part-66 Aircraft Maintenance Licence (AML) issued by the UK Civil Aviation Authority, with a category (A, B1, B2, B2L, B3 or C) and, for larger aircraft, type ratings. People say "B1 licence" in conversation, and that is fine, but write the full name once on the CV so both recruiter searches and licence-minded managers find it. Then list the company authorisations that show what you are trusted to certify.

• Licence: "UK Part-66 AML, Category B1.1, issued 2020". Give the subcategory (B1.1 turbine aeroplanes, B1.2 piston aeroplanes, B1.3 turbine helicopters, B1.4 piston helicopters) and any limitations. If you hold an EASA licence from an EU country instead or as well, say which authority issued it. The licence number is optional.
• Type ratings: list each aircraft and engine combination endorsed on your licence with the year, for example "Embraer 190/195 (GE CF34), 2022". If you have completed a type course but the rating is not yet endorsed, say so.
• Company authorisations: certification authorisation (A, B1, B2 or C) on named types, independent inspection, engine run, taxi, borescope, avionics fault-finding, composite repair, NDT methods (if you are qualified to EN 4179). Give the aircraft type and year.
• Avionics: a B2 licence (or B2L for smaller aircraft) is the recognised route for certifying avionics work, plus manufacturer avionics courses. US add-ons such as the FCC radio licence are not needed for UK roles.
• Training worth a line: manufacturer type courses (Embraer, ATR, Boeing, Airbus, Gulfstream, Textron), engine courses (GE, Pratt & Whitney, CFM, Rolls-Royce, Honeywell), human factors, EWIS and fuel tank safety continuation training, dangerous goods, and working at height. Write them as training with the year, not as licences.

Three lines: licence and years, aircraft types and environment, authorisations, one reliability or compliance number. A career objective is for new graduates, apprentices and mechanics without a licence yet.

The pattern for an aircraft engineer bullet: aircraft type, the task or system, the regulatory context (Part-145, MEL, AD, certification, independent inspection), and a number: aircraft per shift, hours, tasks completed, findings (zero), delays avoided.

Twelve to fifteen skills, ordered to match the job: systems fault-finding first for line maintenance, structures and heavy-check tasks first for an MRO, inspections and avionics first for general aviation. Name aircraft types and documents; managers can test every one of these.

• Airframe systems: hydraulics, pneumatics, flight controls, landing gear and brakes, fuel, air conditioning and pressurisation, on the specific types you have worked.
• Powerplant: engine changes, borescope, LRU replacement, trend monitoring, ground runs, thrust reverser work; name the engines (CF34, CFM56, PW1000G, PW127, PT6A, Rolls-Royce Trent).
• Structures: sheet metal, rivet and fastener repair, corrosion treatment, SRM repairs, composite repair, sealing.
• Avionics and electrical: wiring diagram reading, connector repair, LRU fault-finding, pitot-static and transponder checks (within your licence category), Garmin or Honeywell suites if applicable.
• Documents and compliance: AMM, IPC, SRM, FIM/TSM, MEL/CDL, ADs and service bulletins, UK Part-145, Part-M/Part-CAMO and Part-66 as they apply to your work, tech log entries and certificates of release to service.
• Maintenance software: TRAX, AMOS, Ramco, Maintenix, CAMP, OASES; electronic technical publications.
• Licence and authorisations: Part-66 category, type ratings, certification authorisation, independent inspection, engine run, taxi, borescope, NDT methods you hold.
• Hangar and safety practice: calibrated tooling and tool control, FOD prevention, human factors, dangerous goods handling, working at height, MEWP (IPAF) and forklift operation.

Airlines, Part-145 MROs and general aviation shops take on new Part-147 graduates and apprentices every year, and many also hire unlicensed mechanics who work under supervision while they build the experience for a licence. In every case the CV has to show training, hands-on hours and reliability, since it cannot show aircraft you have certified.

1. 1Title line: "Part-147 B1.1 course completed, August 2026" if you have it; "Part-66 B1.1 modules 1 to 10 passed" if you are part way through the CAA exams; "Aircraft maintenance apprentice, completing 2027" if you are still training. Never leave managers guessing.
2. 2Career objective (two lines): the role, your course or apprenticeship and modules passed, and one fact that proves reliability from any job.
3. 3Education first: the Part-147 course or apprenticeship (for example a Level 3 or Level 4 aircraft maintenance apprenticeship), training organisation, completion date, and notable projects (engine strip and rebuild, sheet metal projects, a ground run on a real engine). Add any manufacturer familiarisation courses.
4. 4Experience: ramp or refuelling work, aircraft cleaning, car or HGV mechanic work, industrial maintenance, military maintenance. Give numbers: aircraft handled a day, hours, incidents (zero).
5. 5Skills from training you can prove at a bench: locking wire, torquing, rivet installation, wiring diagram reading, AMM use, weight and balance, ground run procedures. List tools you own.
6. 6One page, two at most. Apply to airline line stations, Part-145 MROs and general aviation shops at the same time; airlines and MROs also run trainee and apprentice schemes that take the largest numbers of new starters.

Military aircraft technicians are a major source of civilian aircraft engineers, and airlines and MROs like them. Two things trip up their CVs: military trade names nobody outside understands, and a missing or unclear licence status. Fix both in the first three lines.

• State the licence situation. The CAA gives credit for some military training and experience towards Part-66, but you still need the module exams and a licence application. Say where you are: "Part-66 B1.1 modules all passed, licence application submitted September 2026".
• Translate the trade once, then use civilian words: "Aircraft Technician (Mechanical), RAF, equivalent to a B1 mechanic on A400M aircraft". REME aircraft technicians and Royal Navy air engineering technicians get the same treatment.
• Give civilian-readable numbers: aircraft in the fleet, flying hours supported, sorties launched, servicings completed, aircraft availability, quality assurance pass rate, people supervised.
• Keep the safety and records culture: tool control, FOD programmes, compliance with Military Aviation Authority regulations and maintenance records translate directly to Part-145 audits. Say so.

• One to two pages. Two pages is normal in the UK for licensed engineers with several type ratings; keep new graduates to one page.
• Order: header with licence line, personal statement, licence, type ratings and authorisations, experience, skills, education. New graduates put education before experience.
• Single column, standard font, no photo, no date of birth. Airlines and large MROs use applicant tracking systems (Workday, SuccessFactors, Taleo) that read plain text; small shops print the page.
• Use the common titles somewhere: "aircraft maintenance engineer", "licensed aircraft engineer", "B1 engineer" (or B2), "aircraft technician" and "aircraft mechanic". Adverts and recruiter searches mix them.
• Keywords to mirror from the advert exactly: "Part-66", "B1.1" or "B2", "Part-145", the aircraft types, "line maintenance" or "base maintenance", "fault-finding", "MEL", "airworthiness directives", "certification authorisation", "CRS", "engine run", "tech log", "AOG", and the maintenance software named.
• In the US the equivalent is the FAA Mechanic Certificate with Airframe and Powerplant ratings (A&P), and the document is a resume. An A&P on its own does not let you certify work on UK-registered aircraft, so use US terms only for US applications.

Paste the advert and your CV into the cvplex ATS checker. It flags a missing licence line, an aircraft type or authorisation the advert names that you left out, and bullets without a number.