yep no doubt, BCAR section L is much simpler. EASA is supposedly easiest way to get multiple trades in shorter time.

an excerpt from my blog, bare in mind that I wrote this 2 months ago, so some info might be outdated, it's just a basic outline.

Alright I was asked this question so many times, hence I decided to just write one basic guide and I can just point those who are curious about it to this blog (and maybe a few other links).

1) Reminder: I’m not writing about UK license, or Europe License (EASA/JAR). This is under BCAR section L which is obsolete in the mentioned areas but there are means to convert the license that you’ve obtained under the BCAR. Ok remember just the basics, if you wanna know more about BCAR, gotta go to DCA itself. In Malaysia, we adopt whatever that was written in the CAA/BCAR and call it MCAR (Malaysian Civil Aviation Regulation)1996.

2) What is this profession about?

This depends on where you work. If you work in a small company such as a training school, private organisations, etc, an LAE will have to handle alot of jobs from maintenance job, to administration, aircraft registration, liasing with aircraft manufacturers, liasing with the DCA(M) basically you are the one who will play a big role in said places (you are the QA, you are the tech service guy and even tech publication!). In a big company such as MAS, if you are on the floor, your concerns are mainly about the serviceability of the aircraft. The rest of the tasks will be taken care of by various other departments. To be honest all of these came from the top of my head. So friends who are from the same field, do correct me if theres any false information.

2)There are 5 main trades offered in this job. Airframe (A), Engine ©, Electrical(E), Instrument(I), and Radio®. To get a license in one trade, you will have to pass 2 levels of examination. 1st level, is written exam, multiple choice questions plus essays. 2nd Level, is after you’ve passed the 1st one, oral session with a DCA surveyor. Both levels will cover the technical part with respect to the trade that you’ve applied for and Air Legislation.

3) Now to qualify for the examination is a lengthy process. You have to be in the industry, have worked on the aircraft for at least 4 years (there are some leeways for approved training schools, 3 years I was told give and take). Along the duration, you’ll have to write down the work that you’ve done as a proof of your involvement which will be submitted together with the application form for the examination.

4) If you got 0 experience working on the aircraft, then you’ll have to start from below, i.e:

a) join a Trainee Aircraft Maintenance Engineer Program which as far I’m concerned is only provided by several organisations.

a.1: Malaysian Airlines-5 years apprenticeship, minimum qualification:SPM, FOC but of course you gotta sign a bond agreement.

a.2: Aeroprecision Resources-Aviation Training Centre; 3 years program, minimum qualification diploma or degree in related fields. Just an fyi, I’m from this institution. They had some legal problems early on, but now I believe everything has been cleared up. RM 60k fee, you can either apply for MARA loan or bank loans. www.aeroprecision.com.my

a.3: MIAT-to be honest, I’m not sure of their status since they are under UniKL, I heard from some of the MIAT trainees that I’ve met, they have been approved by the DCA, your best bet is to go and ask MIAT yourself.

Under these programs, you’ll spend maybe like 3 months in the classroom followed by 3 months OJT (on-the-job-training). For MAS trainees, you’ll either be sent to KLIA or Subang Hangar, for MIAT/APR trainees you’ll be sent to wherever there’s aircraft maintenance operation *grin*.

5) I’m afraid if you only got a diploma/degree, you cant work on the aircraft yet. You can work in other departments for example: Technical Services. You gotta have some basic technical training from approved programs/schools before you are allowed to carry out any tasks related to aircraft maintenance.

6) Salary? It’s good, really good, but it’s not easy to get. Your license is ‘laku’ almost anywhere except maybe a few places (U.S.A-they use a totally different system and countries that use a similar system). Yeah the money is good, but with big pay come big responsibility. Oh yeah LAE license/pilot’s license is equivalent to a bachelor’s degree, so you can straightaway go for masters program (in related field) after you’ve got your license. I read somewhere on the net, that aircraft maintenance industry is one of the industries that is recession proof so yeah it’s a good job indeed.


More questions post it here or send me a message. Ciao

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Added on February 27, 2009, 12:35 pmhey kev, care to elaborate more about the program offered by aatc? I went there many many years ago, scouting for lwtr program, they failed to convince me that time.

This post has been edited by Johny123: Feb 27 2009, 12:35 PM

Ahh thanks Lestat, knew I had something not quite right regarding the legislation. Oh ya good to know that MIAT has been producing a steady stream of LAEs too.

I'm waiting for the exam result atm, quite anxious. I was told by alot of people, always expect the worst haha.

The training was ok, we were sent to almost everywhere, I mean I was even attached to the QA/Tech Serv/Tech Pub not just hangar/line operations . All in all really depends on individual effort still.

I do, but my knowledge with regard to EASA is pretty limited due to my own laziness in doing the research. As far as I'm concerned, for those who got their EASA license in the UK, need only to take Air Legislation examination here in Malaysia to convert it to DCA license. I'm not sure about the locally conducted courses in terms of international recognition and approval.

It would help if you could list down the details of their program. Duration, syllabus, OJT period and all that.

If you got any of these licenses through recognized means, you don't have to worry about job vacancy.

From what you've stated, I would say AATC isn't an approved maintenance training organisation under JAR-147 Approved Maintenance Training Organisations http://www.caa.co.uk/docs/33/ELGDBook_07_WebVersion.pdf . Most training schools would boast about their capabilities and recognition obtained. MLVK level 3 isn't the same as EASA part 66 from my pov. At least in terms of spelling. In aviation, wording plays a very very important role. If it states there it is MLVK level 3. Then it is MLVK level 3 only unless stated otherwise. Please investigate. I've done some but I'm too lazy to look further. For me it's simple, you got it, you say it.

About Air Asia not taking people from said school, there could be various reasons. Some of it:

1) The school never took the initiative to offer Air Asia the possibility of becoming a man power supplier for them
2) The school failed the audit conducted by the QA dept from Air Asia if 1) isn't the reason. (Main reason I think).
3) Failure to prove that they are a recognized institution or they provide approved training modules. You can always refer to DCA (Malaysia) for this one). Browse through www.dca.gov.my for contact details
4) It's not AATC's company, they have the right to do whatever they want with their recruitment policy.

£67 is the fee for the examination per module. Not the whole course. http://www.caa.co.uk/docs/33/200813SRGInfoAlert.pdf

Why worry so much about job opportunities. Trust me, as long as there are aircrafts flying, you'll be guaranteed a job. Overtime, your value will increase with certifications/approvals you obtained. There's a risk in everything. People grow old, people die, people got maimed, people retired.

P/s: I might've overlooked some information, so correct me if there's anything misguiding or inaccurate about what I've posted.
Pp/s: a friend of mine just flew to UK for a 6-month EASA course+exam, will try to contact him for clarification on certain issues.

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Added on March 3, 2009, 5:50 pmOh yea, read page 1. Don't miss a line, they covered most issues already. Props to the compiler.

This post has been edited by Johny123: Mar 3 2009, 05:50 PM

^

I don't think we are blur about what to do with regard to EASA/LWTR license, I am wondering though, why would you go for something that doesn't provide a clear idea of what they are planning for you. You spoke as if you understand everything, ask the school after the MLVK Level 3 program, what will you do? Am I eligible for the exams (per module)? Yes/No, but you may or may not yet be qualified to receive the license. Why? Duration, company approval etc? Are the years spent in this program inclusive in that minimum experience requirement as per BCAR/EASA?Can these questions be answered?

After the program, what are the job prospects? Can they recommend you to join any local companies? Do they have their own manpower supplier division ? If you ask us these questions, who are we to know about it.

In the past, people from that school got LWTR, but how?? MLVK level 3 is a passport for you to work in the aircraft maintenance industry.

Now go back to the pre-requisites for the LWTR exam in Malaysia under BCAR section L. The school might be the one who trained them so that they could be accepted into the industry, were they the one who guided these people to get their license?

Just an fyi, you can do it without going through any programs. Saves your money, but it will need a truckload of hardwork. Buying your own reference materials, whilst at the same time trying to collect work experience etc. But how would you join the industry without a single certificate (technical training) in hand (unless you are willing to start from the lowest position [respectively] as what Lestat has mentioned)? We are going in circles here. MLVK level N comes into play, where N could be whatever number.


The requirements to sit for LWTR/EASA are really simple. But you can choose the super hard way or the organised way.

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Added on March 6, 2009, 3:11 pmMy post might sound a bit harsh, but seriously, gotta be careful when it comes to legislation issues. MIAT/APR learned the hard way. It's a waste of time.

This post has been edited by Johny123: Mar 6 2009, 03:35 PM

X-Electrical, X-Instruments, X-Autopilot, R-Radio

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Added on March 11, 2009, 2:25 amGotta take different exams for each category -.-

This post has been edited by Johny123: Mar 11 2009, 02:26 AM

tools needed will depend on the trade that you'll be working under. Avionic guys don't need tools as big as used by the A and C guys. Some companies will provide loaned tools as they want to adhere to a certain standard.

However if you still wanna buy your own, you can try a place behind Sunway Pyramid. Forgot the name -.-. Will get back to this thread.

Cost may vary, it depends on the brand that you're after. Cheapest would be Kennedy, most expensive would be Snap-On or Facom. Some would
suggest Stanley as the cheapest, but I rarely see people use that brand except the rachet screwdriver since Stanley's has quite a comfortable and nice grip when used compared to other brand.

My guesstimate for a complete set would be RM 500+ (covering the basics only).

Depends on where you're working.

LAMEs are problem solvers. They rarely use brawn. But getting your hands dirty sometimes is a good way to get your colleague's respect.

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Added on March 16, 2009, 3:14 pmohh 1 more thing, the name of the outlet that sells aviation tools behind Sunway Pyramid is Cromwell but if you come in plain attire I doubt they will entertain you. They'll tell you to contact their agent instead. So come in uniform if you got one

This post has been edited by Johny123: Mar 16 2009, 03:14 PM

With 0 hands-on experience, your degree won't allow you to work near the aircraft as a maintenance crew. But you can join the Technical Services Department as a Technical Services Engineer.

What do these guys do?
Basically:

1) When the guys on the floor came across defects which have never been mentioned in the maintenance manual, they will relay the info to the Tech Serv Dept. Now, the engineers under this dept will start working with the item manufacturer to come out with a solution (investigation, taking pictures, brainstorming etc) which will be passed on to the Maint Dept to be executed. Ping-ponging feedback for every action taken.

2) When the aircraft parts manufacturers come out with a modification, the Tech Serv will investigate to ensure applicability and to identify accountable sources.

3) To ensure adherence to maintenance program/package i.e item age, out of the ordinary reports, reliability programs etc.

That's about what I could think of.

If you wanna be LAME, go for it. It's a good job. If you wanna go for degree, read the post where I quoted an extract from my old blog. I know an LAE who came back from the States in the early 90s with an electrical/electronic degree who joined MAS TAME because there was no job for him during that time. Everything turned out ok. Even got an MBA a while back.

Gotta be patient.

Benjamin Franklin's quote,
"He that can have patience, can have what he will"

@ezi23: Yep I believe so. How good? Not sure tbh.

read about the requirements/what you need to do to become LAE based on the DCA Malaysia system and read what I posted about having a degree and wanting to work in airlines

1st page: the TS compiled loads of info

few pages back for the latter part.

just a reminder: the learning process to become a LAME will require you to read a lot.

werd!