TristarSteve From Sweden, joined Nov 2005, 4052 posts, RR: 33
Reply 1, posted (6 years 8 months 2 weeks 3 days 2 hours ago) and read 4754 times:
Well, unless you go to work for an American company, on N reg aircraft, then an A and P is just about useless in Europe. It may help you get a job as an unlicensed mechanic but thats about it. You have to start from scratch and take your EASA exams.
It is the same the other way round. Going from Europe to the US you have to sit all the exams for the A and P. The EASA licence gives no exemptions.
The best place to look for work is with a large US airline. American and United have their own staff at LHR and want A and P mechanics, but a lot of US airlines are handled by local airlines in Europe.
HAWK21M From India, joined Jan 2001, 31702 posts, RR: 56
Reply 2, posted (6 years 8 months 2 weeks 2 days 20 hours ago) and read 4741 times:
Though not directly related but to mention...The DGCA Licencing system has adopted CAR145 & is soon to adopt CAR 147 & CAR66,this will enable EASA recognizing the ICAO Type II licence out here.
CanadianNorth From Canada, joined Aug 2002, 3395 posts, RR: 9
Reply 5, posted (6 years 8 months 1 week 6 days 13 hours ago) and read 4636 times:
Sorry for going slightly off topic, but this thread got me wondering...
If the American A&P license doesn't really mean anything over in Europe, does the same go for a Canadian AME license?
From what I understand, someone with the Canadian AME license can also hold an A&P license simply by showing up writing the appropriate tests. Would Europe be something like this as well, or would it be starting from scratch (as in classes and/or an apprenticeship of some kind as if you never had a license)?