Originally Posted by
Rigga
A B1/B2 licenced aircraft engineer with the right qualifications and authorisations can have the same certification rights from certifying a daily inspection up and including that of an RAF Wing Commander doing reds and greens, plus taxiing to ground running and parking slots and doing those tasks too. Obviously they cannot do it all on their own but, if needed, they might even be authorised to certify their own independent inspections. Authorisations are managed through the 145 organisation. The LAEs work is all done with communications to the aircraft’s CAMO who may at worst disagree with the LAEs fault finding. Qualified and authorised LAEs also train and recommend other staff for authorisations too. May I remind you that a CAT C LAE can only sign off a defined scheduled maintenance visit (i.e. depth maintenance not line maintenance).
OED definitions for ‘engineer’ has so many variations so I find it’s best to use the verb: “To engineer a solution or result”.
Indeed. C cert is base maintenance work pack sign offs. Some deferrals are set in stone by CDL/MEL. I only refer to CAMO if the manuals do not allow me to investigate or rectify an issue as it is beyond my scope. Tech enquires, etc from TC holders for damage etc. As you mentioned, we are now the oral boards if authorised to assess OJT for first type ratings and for basic licence qualifying tasks. We do have lower level verification inspections that allows us to do some tasks that should have a second pair of eyes, but my company view of independent inspections is they remain such. Highly unlikely to get a one off certification for such.