AA as in AirAsia? 

I know that EASA-66 Syllabus is being used for their ET (Engineering Trainee) Programme and with Aviation Australia (an approved part 147 Training Organization) the trainees will be getting their EASA license before conversion to DCA's AMEL.

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So guys..can I ask somethin...where to go after SPM to pursue this course?
MIAT or Nilai?(sorry to ask this )

MIAT is also an approved part 147 school, if im not mistaken. right? if it is, why not go for MIAT instead of Aviation Australia?

Wad they complain about ?? Mind sharing ....
Cause i just sign up at Nilai college ...

maybe because the place in miat is very limited..
keep in mind that not all malays who went for the interview got place in miat..
from what i heard, numbers of students applying keep increasing each intake..because miat is getting more popular..

not long time ago got the Perodua Alza outdoor crash test which was done at miat.
i think that one indirectly boost the miat publicity also..

i have a question. some universities offer EASA and degree while some offers EASA but diploma only. which one would be recommended? what is the difference?

If i have Degree in AME .... What are the TYPES of job opportunities available for me ???    n where can i work ??
Just wanna know !! 

This is indeed a very helpful discussion for a spm leaver like me... who's starting from a scratch. thanks to those who are related. jazzy for instance. I apllied for MIAT but my application turn out to be unsuccessful. (result is out today if i'm not mistaken, check it out those who applied.) hmmm... what u all think about aviation australia. can i get a job overseas with AA diploma.?? And... what is the most efficient way entering management section in this field? Is it even possible? "If a doctor made a mistake, he risk 1 person's life, but if a LAE made a mistake, he risk 100s of lives''... This quotation indeed disturbed me.. Can anyone 1 explain more about this?For example, what are odds of LAE making a crucial mistake that risk lives? what are the consequences of it? and such things... Advance thanks for answering my question. i'm a newbie here. i tried my best to read previous posts. If my question were already answered in previous post, please remind me. Thx..   

What question?
Airlines esp. MAS and AA pays the pilot obscenely well.
LAE? Like an insult! 
LAE in MAS still graded staff, flies ECONOMY Class.

For pilot its true but not really for LAME bro...

i am final year diploma student in mechanical engineering.
i d0nt kn0w whether t0 pursue my degree in mechanical aeronautic or apply for TRAINEE AIRCRAFT MAINTENANCE ENGINEERS.
can any0ne give me s0me advise?
if i want t0 apply for TAME. which institute sh0uld i enr0ll??
please email me oldskoolboyzz@gmail.com

Details of that, read the priviledges of a type rated license, refer to AN 3, 10 and 12.

If you have a Type rated license for avionics: example- electrical, instrument or radio
you can certify checks/ repairs/ replacements etc in your particular trade (E/I/R) on the Aircraft itself. (depending on which Type aircraft you have eg: 737-400...)

so to those who are converting, limitations shall only be known when converting?

I am in mechanical trade.

No, not ICAO, EASA! I don't think your instructor would make such a grossly mistake!
Members of ICAO are called CONTRACTING STATES,  and Australia is already a member, just like Malaysia!

http://www.icao.int/cgi/statesdb4.pl?en

ICAO is an organization as opposed to EASA which is a REGULATORY BODY. Like CAA(now part of EASA) and the FAA.

CASA license won't be restricted but CASA'S Part66 equivalent license will be, just like DCA's Part 66 license!

Eg. I am a holder of DCA's AMEL with A and C trades endorsements.
When my license is renewed next year, it will be issued under DCAM Part 66 license format. I will be issued a B1 category but will have limitations under the electrical part of the B1 category. The specific limitations is spelled out in Part 66. Simple to understand?
These limitations will be removed when I take the necessary modules examinations as earlier posted.

Please have a good grasp/understanding how basic legislation and regulation works... you don't have to think or assume.

Graduating from a Part 147, you should have an LWTR. No priviledges for sure but you can be employed for a maintenance engineer position, given a type rated course, once passed will eligible you(after satisfying the minimum requirements) to sit for company's approval oral examination.
LAME is the path, should not be any less.
I wonder why you're still confused since you're already 'in the industry'?

Hi all,

I got a question regarding manuals!
Still debating with my batch mate on this haha.
and still not getting a conclusion.

Troubleshooting, servicing, removal/installation, adjustment of a component in the aircraft can be done with reference to the:
a) component maintenance manual
b) aircraft maintenance manual

My answer is the AMM, my friend's answer is the CMM.
What's yours? and Why?
Thank You in advance!

It's their first public intake. Did you missed the advert? Goto their website.
I do not know what you meant by 'not direct get the license after 3 years?" but IT IS as per DCA's Part 66 syllabus.
If you complied to the requirements (of Part 66) you should be able to get the Part 66 LWTR in 3 years time..

Whats the confusion's all about?

Bro, I have a question to ask. Is it hard to take this license? I mean what are the things that we studied? Is it that though? Because i'm considering myself to take this license but i'm scared that it will be damn hard. Can anyone describe to me what are we going to learn for this license please? I'm in dilemma. Thanks guys!

Its in the ELGD and these are to cater the economic climate/demand of the EU members for them to remain competitive in the industry.

With experience gained (3-5 years)in B1 or B2 categories, you can be granted Cat C.
A degree holder on aeronautical discipline may be granted provided that the he had the necessary exposure and the authorities have conducted a detailed assessment of the course from the university that issued the degree. However the charges to be paid is a very significant sum(the university have to foot the costs or the degree holder) and also, any other degrees conducted outside the regulatory body's country will not be acceptable.
Ref: CAA UK's ELGD Section F.

It is therefore, NOT that easy.

Let's face it, it is less headache to the authority to grant Cat C to a Cat. B1 or B2 holders than a degree holder.

These are just one of the AMCs (Alternate Means of Compliance) created to fulfil the needs and requirements of the law (and the economic situation) at the regulatory body discretion.

BTW, be advised that there are NOT Cat. C in DCA's Part 66 licensing system.

Eventhough I am mechanical by trade, on many occasions I had to sit through the whole avionics chapters in a type course.
Nothing to it! Understand the basics.. it will help you in your later years..