EASA Certification Privileges vs FAA A&P Sign-Off Privileges: What Can You Actually Certify?

Neither an EASA licence nor an FAA A&P certificate is a magic wand. Both allow qualified maintenance professionals to certify work, but they do so through fundamentally different systems.

The FAA A&P certificate is more directly connected to the mechanic’s individual authority. The EASA Part-66 licence, by contrast, generally makes the holder eligible for certification privileges, which are then exercised through an approved organisation or another applicable legal framework. For a wider comparison of the two career routes, see our guide to EASA licensed engineers and FAA A&P mechanics.

• FAA: You hold the certificate and may exercise its privileges within the ratings, regulations and applicable limitations.
• EASA: You hold the licence, then need the appropriate authorisation for the work, aircraft and maintenance system concerned.

This distinction matters whenever you sign a Certificate of Release to Service, approve an aircraft for return to service or decide whether a task is within your legal scope.

What does “certify” mean?

In maintenance, “certify” generally means approving completed work and confirming that the aircraft or component is fit for release to service.

• Under EASA, this is commonly recorded on a Certificate of Release to Service (CRS).
• Under the FAA, it is generally recorded as an approval for return to service in the maintenance records, in accordance with 14 CFR Part 43.

In either system, the signature confirms that the person signing has:

• Performed or properly supervised the work;
• Used the required acceptable or approved data;
• Verified that the work was completed correctly;
• Confirmed that the aircraft or component is in a condition for safe operation; and
• Acted within the applicable legal privileges and limitations.

A maintenance signature is therefore a declaration of responsibility, not merely evidence that someone worked on the aircraft.

EASA Part-66: a licence is not an authorisation

A Part-66 licence does not, by itself, permit CRS sign-off

Obtaining a Part-66 licence does not automatically allow the holder to sign a CRS. The licence demonstrates that the holder has met the applicable requirements for knowledge, experience and licensing. Before certification privileges are exercised, the relevant maintenance organisation normally assesses the individual’s competence and issues an authorisation. The EASA Part-66 guidance provides the regulatory context for licensing requirements.

The assessment may consider:

• Technical knowledge and practical ability;
• Experience on the relevant aircraft or component;
• Familiarity with the organisation’s procedures;
• Human Factors considerations; and
• Any additional conditions associated with the work environment.

The authorisation must reflect the individual’s actual competence. A broad licence category does not necessarily result in a broad authorisation. An organisation may impose narrower limits based on aircraft types, tasks, locations and demonstrated experience.

How EASA certification privileges are normally exercised

Part-145 organisational authorisation

A Part-145 approved maintenance organisation may issue a certification authorisation to appropriately licensed and assessed personnel. The authorisation may specify:

• Aircraft types and ratings;
• Maintenance locations;
• Line or base maintenance privileges;
• Component categories;
• Specific task limitations; and
• Additional restrictions imposed by the organisation.

For example, a B1 licence holder may have a Part-145 authorisation to certify specified mechanical tasks on one aircraft type. That does not automatically permit certification of every aircraft or task covered by the B1 category.

Part-CAO organisational authorisation

In certain general aviation and continuing-airworthiness environments, a Part-CAO organisation may authorise certifying staff within its approved scope. The organisation must still establish that the individual is competent and ensure that the authorisation matches the work being performed.

Independent Certifying Staff under Part-ML

The EASA system also allows Independent Certifying Staff to exercise certain privileges under Part-ML. This is particularly relevant to general aviation. The scope may include eligible aeroplanes with a maximum take-off mass of 2,730 kg or less, subject to the applicable Part-ML conditions and limitations.

Independent certification is not an alternative to competence. The individual still needs the correct licence, suitable experience and the ability to demonstrate competence for the work being certified.

Limited pilot-owner privileges

ML.A.803 provides a narrow route for certain pilot-owner maintenance tasks. These privileges apply only to eligible tasks and aircraft, and the owner must meet the relevant conditions. They are not a substitute for a Part-66 licence or a general maintenance certification authorisation.

What can an EASA licence holder certify?

The answer depends primarily on:

1. The category or subcategory on the Part-66 licence;
2. The aircraft or component rating; and
3. The certification authorisation issued under the applicable organisation or maintenance system.

Category B1

A B1 licence generally covers mechanical systems, including structure, powerplant, mechanical systems and electrical systems. It may also cover certain avionics tasks where serviceability can be established without troubleshooting the avionics system.

General aviation routes include B1.2 for piston-engine aeroplanes and B3 for certain piston-engine, non-pressurised aeroplanes up to 2,000 kg MTOM. A B1 engineer may be able to certify maintenance and sign a CRS, but only within the limits of the licence, relevant rating and applicable authorisation.

Categories B2 and B2L

B2 and B2L relate primarily to avionics and electrical systems. Depending on the licence and authorisation, the scope may include communication, navigation, instrument, electrical, autopilot and flight guidance systems.

A mechanical licence does not authorise avionics certification merely because the engineer is familiar with wiring. The specific licence privileges, competence assessment and authorisation determine the lawful scope.

Category C

Category C is associated with the release of aircraft following base maintenance. A Category C certifying staff member normally certifies the overall aircraft release after the relevant base maintenance has been completed and supporting staff have completed the required tasks.

Category C does not mean that the holder personally performed every maintenance action. It means that the holder is responsible for the aircraft-level certification process within the organisation’s approved system.

Category L

The Part-66 L licence applies to certain light aircraft and related maintenance activities. Its exact privileges depend on the relevant L subcategory, aircraft eligibility and authorisation route.

An L licence is not an unrestricted light-aircraft sign-off licence. The actual scope remains subject to the regulations, the aircraft, demonstrated competence and any required organisational or independent authorisation.

ELA1: a classification, not a universal permission

European Light Aircraft, or ELA1, identifies a risk-based group of smaller, non-complex aircraft. It may include certain aeroplanes, sailplanes, balloons and airships, subject to the applicable technical and mass limitations.

ELA1 status can affect the licensing, maintenance and continuing-airworthiness routes available. It does not automatically grant every Part-66 licence holder the right to certify the aircraft.

Before relying on ELA1 status, confirm:

• The aircraft’s exact classification;
• The applicable licence category and subcategory;
• Any type or aircraft rating requirements;
• Whether the work falls within the licence scope;
• Whether organisational authorisation is required; and
• Whether Part-ML independent certification provisions apply.

EASA recency: a valid licence does not guarantee current privileges

EASA distinguishes between the validity of a Part-66 licence and the recency required to exercise certification privileges.

A Part-66 licence normally remains valid for five years from its last issue or renewal, subject to the applicable requirements. However, validity alone does not allow the holder to exercise certification privileges indefinitely. Certifying staff must maintain the required recent experience under Part-66.

If the recency requirement is not met, the licence is not necessarily cancelled. The holder must instead restore recency in accordance with the applicable rules before exercising the relevant certifying or support staff privileges.

Competence, fitness and Human Factors

Certification privileges depend on more than technical knowledge. Before issuing an authorisation, an organisation should consider practical ability, Human Factors, familiarity with procedures, communication, handover practices, workload and the individual’s ability to make safe decisions.

Certifying staff should not exercise privileges if they know or suspect that their physical or mental condition makes them unfit to perform the work safely. Relevant conditions may include alcohol or drug impairment, severe fatigue, illness, stress or mental overload.

Member States may also impose occupational health and safety requirements covering working at height, access equipment, confined spaces, hazardous materials, personal protective equipment and workplace fitness. A valid licence cannot override those requirements.

FAA A&P: direct privileges with defined limits

The FAA system starts from a different position. An FAA mechanic certificate with Airframe and Powerplant ratings generally gives the individual authority to perform maintenance and approve that maintenance for return to service, provided the work is within the mechanic’s privileges and the requirements of the Federal Aviation Regulations are met. The FAA’s official mechanic certification guidance explains the certificate and its ratings.

The principal framework includes:

• 14 CFR Part 43: Maintenance, preventive maintenance, rebuilding and alteration;
• 14 CFR Part 65: Certification requirements and mechanic privileges;
• 14 CFR 43.7: Persons authorised to approve aircraft and component work for return to service;
• 14 CFR 43.9: Maintenance record entries;
• 14 CFR 43.11: Inspection record entries; and
• 14 CFR 65.81: Mechanic privileges and limitations.

The FAA does not normally issue aircraft-type ratings to mechanics in the same way that EASA uses aircraft type ratings. An A&P’s privileges are based primarily on the Airframe and Powerplant ratings, the nature of the work and the applicable regulatory limitations.

That does not mean an A&P can sign anything. The mechanic must be familiar with the aircraft, use appropriate technical data and be competent to perform or supervise the work.

What can an FAA A&P generally approve?

• Maintenance within the scope of the Airframe and Powerplant ratings;
• Maintenance performed under Part 43, approved for return to service;
• The required maintenance record entries;
• Certain preventive maintenance within the applicable rating; and
• Work that the mechanic is competent to perform using the required technical data.

Holding an A&P certificate does not remove the obligation to follow maintenance manuals, service information, approved data and applicable regulations.

Important FAA limitations

An A&P is not automatically authorised to approve annual inspections

A standard A&P mechanic may perform maintenance and approve that maintenance for return to service, but cannot generally approve an annual inspection without Inspection Authorization.

Annual inspections must be performed and approved by an appropriately qualified IA holder, an appropriately rated repair station where applicable, or another person authorised under the relevant regulations.

An IA may also approve certain major repairs and major alterations, subject to the applicable requirements and approved data.

Major repairs and alterations require the correct data and process

An A&P may perform a major repair or major alteration, but the approval process requires more than a normal maintenance sign-off. The work must be supported by the required acceptable or approved data, and the relevant records and forms must be completed.

Depending on the circumstances, the process may involve FAA-approved data, a field approval, a supplemental type certificate, manufacturer data, an authorised engineering process or an appropriately authorised repair station or IA.

The mechanic must work within the ratings and competence

An A&P with both ratings may work across airframe and powerplant areas, but the ratings do not establish competence on every aircraft or system.

• A Powerplant rating does not make the mechanic competent to overhaul every engine type.
• An Airframe rating does not automatically qualify the mechanic to troubleshoot every modern avionics system.
• Holding both ratings does not remove the obligation to follow approved data and applicable maintenance instructions.

FAA recent experience

FAA mechanics must maintain recent experience to exercise their privileges. A mechanic generally needs to have been actively engaged in exercising the privileges of the certificate during at least six months of the preceding 24 months, or meet an alternative method for re-establishing eligibility.

If the requirement is not met, the certificate does not necessarily disappear. The mechanic must regain eligibility before exercising the privileges again. In both the EASA and FAA systems, the underlying credential is not a substitute for current experience and competence. Always check the current FAA regulations before relying on a specific privilege or limitation.

EASA and FAA: the practical difference

• Personal authority: EASA normally requires an organisational or independent authorisation in addition to the Part-66 licence. An FAA A&P can generally exercise the certificate’s privileges directly, subject to its ratings and the regulations.
• Aircraft-specific control: EASA relies heavily on aircraft ratings and organisation authorisations. The FAA does not normally require a separate mechanic type rating, although aircraft-specific competence remains essential.
• Certification scope: Under EASA, the organisation or applicable independent-certifying framework controls much of the practical scope. Under the FAA, the mechanic’s ratings, the regulations and the mechanic’s competence define the scope.
• Return to service: An EASA licence holder may sign a CRS only within the applicable authorisation and legal framework. An A&P may approve maintenance for return to service under Part 43 where authorised.
• Annual inspections: An A&P alone cannot generally approve an annual inspection. Additional inspection authority is required.
• Loss of recency: In both systems, the underlying licence or certificate may remain in place while the holder is temporarily unable to exercise certification privileges.

Which system gives more certification authority?

That depends on what is meant by “authority”. An FAA A&P often has greater individual freedom to perform and approve maintenance across different aircraft, provided the work falls within the Airframe or Powerplant ratings and complies with the applicable regulations.

An EASA engineer may have a more structured authorisation tied to aircraft types, task categories and an approved organisation. This can appear more restrictive, but it provides a defined chain of competence, oversight and accountability.

Neither system permits certification merely because:

• The licence is displayed on the wall;
• The organisation is short-staffed;
• The task has been seen once;
• The aircraft owner is in a hurry; or
• The task has always been done in the same way.

The checklist before signing

Before approving maintenance under either system, ask:

1. Do I hold the correct licence or certificate?
2. Is the aircraft, engine or component within my rating or scope?
3. Do I have the required organisational authorisation?
4. Have I maintained the required recent experience?
5. Am I competent and familiar with this specific task?
6. Am I using the correct technical and approved data?
7. Does the work require an IA, Category C certifying staff member, inspector or another approval route?
8. Am I physically and mentally fit to certify the work safely?
9. Do any national occupational health and safety requirements apply?
10. Can I justify the maintenance record entry if it is reviewed later?

If any answer is uncertain, stop and verify before signing. Engineers preparing evidence for licensing or experience applications can also use our guidance on completing a CAP 741 logbook and avoiding common logbook mistakes.

Conclusion

The EASA Part-66 licence and the FAA A&P certificate represent different regulatory philosophies. If you are planning your next maintenance career step, our guide to adding a type rating to a Part-66 licence may also be useful.

• EASA separates licensing from certification authorisation, with privileges controlled through licence categories, aircraft ratings, competence assessments and approved organisations.
• The FAA gives the A&P more direct personal maintenance authority, then limits that authority through ratings, inspection rules, approved data, competence and recent experience.

In both systems, the signature is a declaration of responsibility, not a reward for holding a credential. The real privilege is being competent, current and sufficiently disciplined to know when you can sign, and when you cannot.