Why B1 and B2 Licensed Aircraft Engineers Are Still the Most In-Demand Aviation Professionals
The Unshakeable Demand for Licensed Engineers
Delivering safe, reliable air travel depends on many moving parts, but few are more critical than the work of licensed engineers. As the aviation sector regains momentum and MRO activity intensifies, the roles of B1 and B2 engineers have come under renewed focus. These are not just technical positions; they’re the ones responsible for certifying airworthiness, closing maintenance findings, and ensuring that aircraft return to service within regulatory and operational limits.
At the same time, the landscape around them is shifting. A combination of demographic pressure, regulatory complexity, and rising fleet demands is driving a sharp increase in both the value and visibility of licensed engineers across the industry.
This article explores why B1 and B2 engineers remain central to aviation recruitment in 2025. We’ll examine the distinct pressures shaping each discipline, the reasons behind continued demand, and the resourcing challenges now facing employers across the UK and Europe.
The Forces Behind the Demand for Licensed Engineers
While B1 and B2 engineers each play distinct roles, they’re both being pulled into the same growing vortex of workforce pressure. Across the UK and European MRO landscape, operators are finding that access to qualified, compliant aircraft maintenance engineers is increasingly determining whether fleets stay in the air or stuck in the hangar.
The Pressure from Base Maintenance Cycles
One of the most immediate sources of demand comes from the return of scheduled base maintenance. With operators working through deferred C-checks, cabin refits, structural inspections, and compliance audits, the need for licensed engineers has surged. These checks often involve a mix of routine and deep-cycle scheduled maintenance tasks; everything from inspecting fuel systems to assessing the integrity of aircraft structure and must be completed to the highest regulatory standards. The result is a growing backlog that many teams are struggling to clear.
Unlike line maintenance, base work cannot be completed quickly. It relies on experienced B1 and B2 engineers who can certify work in line with strict regulations, conduct inspections with minimal margin for error, manage multiple systems in parallel, and maintain documentation integrity throughout the process. For most MRO providers, maintaining throughput is no longer a planning challenge; it’s a staffing one.
A Shrinking Talent Pipeline
Training programmes for licensed engineers are struggling to meet the industry’s needs. Whether mechanical or avionics-focused, most Part 66 pathways are oversubscribed, underfunded, or misaligned with operational realities. In some cases, employers are competing not just for qualified talent, but for training slots themselves.
At the same time, the average age of the engineering workforce continues to rise. Many experienced engineers are nearing retirement, and fewer early-career professionals are choosing licensing routes over less regulated alternatives. The result is a growing capability gap that affects both frontline and planning teams.
Read more about the forces shaping aviation jobs.
Compliance at the Centre of Every Hire
In aviation, you don’t just need people; you need the right people, with the right paperwork. That includes current type ratings, license certificates, regulatory qualifications, and the industry experience to step into safety-critical environments with minimal ramp-up. Both B1 and B2 engineers face high onboarding friction, especially in cross-border placements where licence recognition and visa requirements remain fragmented post-Brexit.
For employers, this adds risk and delay to every vacancy. For candidates, however, it reinforces their value. Those with recent approvals, multi-type experience, and up-to-date technical knowledge are commanding stronger offers, faster placements, and more flexibility than ever before. Their ability to contribute immediately, without extended lead times, makes them a scarce and strategic asset in the hiring market.
Spotlight on B1 Licensed Engineers
The Mechanical Challenge Behind Every Release to Service
B1 engineers hold the responsibility for certifying the airworthiness of an aircraft’s mechanical systems; everything from the airframe and hydraulics to powerplant components and flight control linkages. In base maintenance environments, their role is not just operational; it’s structural. Without B1 sign-off, the aircraft does not return to service.
As fleets age and airframe life is extended, the demand for experienced B1s has grown significantly. Aircraft structure inspections, fatigue repairs, and modification programmes all fall squarely within their remit. These engineers perform detailed maintenance checks, often involving disassembly of critical systems and assessments of power plants and support equipment. While B2 engineers are increasingly focused on the digital side of aviation, B1s are dealing with the physical wear and tear of machines in long-term service. And as some operators hold onto older aircraft to cover delayed deliveries, the pressure on mechanical engineering teams continues to mount.
Type Ratings and the Training Lag
A persistent obstacle in B1 licensed recruitment is the type rating bottleneck. While both B1 and B2 engineers require formal licensing, B1s are often expected to hold multiple type approvals; particularly for mixed fleets that include older aircraft models like the Airbus A320ceo or Boeing 737NG. These certifications are mandatory for performing regulated maintenance work, but access to approved training remains limited.
Type training is expensive, difficult to schedule, and increasingly oversubscribed. Engineers with the right experience are often blocked from roles due to missing paperwork, not capability. And with certification tied to specific airframes, even highly skilled professionals are sidelined during critical maintenance checks. For employers, this translates to grounded aircraft and lost revenue. For engineers, it’s a frustrating gap between qualification and utilisation.
Physical Demands and Scheduling Complexity
B1 engineers face unique pressures when it comes to shift coverage and task execution. Many procedures demand certified personnel with the qualifications to carry out regulated inspections, coordinate team-based tasks, and validate the completion of safety-critical work. These aren’t jobs that can be reassigned to technicians without the appropriate licensing; every action must be traceable and certifiable.
Whether it’s signing off after troubleshooting hydraulic systems, overseeing engine-related checks, or supervising post-repair testing, B1 engineers are expected to manage the demands of both compliance and throughput. And when availability drops, even briefly- scheduled maintenance windows start to slip. For planners, that gap can translate directly into lost hours and grounded aircraft.
Spotlight on B2 Licensed Engineers
The Systems That Keep Modern Fleets Flying
B2 engineers are responsible for certifying an aircraft’s avionics and electrical systems; everything from flight deck instrumentation to power distribution and autopilot functionality. In modern aircraft, these systems are deeply integrated and software-dependent, making the B2 role increasingly central to both safety and operational efficiency.
As fleets evolve, so does the complexity of what B2 engineers must manage. New-generation aircraft rely heavily on digital diagnostics, fly-by-wire systems, and real-time performance monitoring tools. Maintaining, troubleshooting, and certifying these systems requires a high degree of technical fluency and the certification to back it up.
The Push for Cross-Disciplinary Skills
A growing challenge in the B2 space is the shift toward hybrid technical roles. As avionics systems converge with mechanical interfaces, many employers are seeking candidates who can work across both domains, or at least collaborate seamlessly with B1 colleagues. This has raised the bar for what’s expected of a B2 engineer, particularly in line maintenance and fleet support environments.
However, upskilling into hybrid or dual-certified roles isn’t always straightforward. Cross-training pathways can be unclear, and licensing frameworks can make it difficult for B2s to expand into B1 competencies without starting from scratch. As a result, many B2 engineers find themselves highly specialised, but constrained by certification limits that don’t reflect their broader technical ability.
Keeping Pace with Digital Change
B2 engineers are also under unique pressure to keep pace with rapid digital developments. Unlike B1 roles, which remain grounded in physical systems, the avionics environment is in a near-constant state of evolution. Software updates, new system interfaces, and diagnostic tools are introduced frequently, often with minimal time for familiarisation.
For licensed B2s, this means staying current isn’t just about type ratings, it’s about staying fluent in new protocols, data-driven maintenance approaches, and digital troubleshooting processes. The ability to adapt quickly and confidently has become a key differentiator in hiring, especially for operators with newer fleets or mixed-generation aircraft.
Licensed Engineer Jobs: Why It’s a Candidate’s Market
The hiring landscape in 2025 has shifted decisively in favour of licensed engineers. Whether B1 or B2, professionals with current type ratings and recent experience are finding themselves in high demand and often with multiple options on the table.
In many regions, the number of open roles now far exceeds the number of engineers available to fill them. Time-to-hire is stretching for employers, not because they can’t attract applicants, but because they’re competing for a small pool of compliant, certified talent. For engineers, this means greater flexibility in role selection, improved contract terms, and stronger negotiating power.
Contract roles remain particularly attractive for engineers with niche approvals or legacy fleet experience. These individuals are being called upon to support specific aircraft types, tackle backlogs, or fill immediate gaps in maintenance cycles. Meanwhile, permanent roles are increasingly structured around retention incentives, offering relocation support, licence renewal funding, or bespoke shift patterns to secure the right candidates.
For B1s, the draw often lies in the volume and urgency of base maintenance programmes, especially where legacy aircraft require multi-type approvals. For B2s, the value is driven by technical complexity, particularly in newer-generation fleets, where avionics expertise underpins system reliability and flight safety.
In short, engineers who are current, compliant, and confident in fast-paced environments are in a stronger position than at any point in recent memory. The opportunity is there- not just to find a job, but to choose one that aligns with individual priorities, progression goals, and working preferences.
The Employer’s Reality
For employers across the aviation industry, the challenge isn’t simply about headcount- it’s about securing licensed engineers who can hit the ground running in regulated environments. B1 and B2 vacancies are no longer routine resourcing issues; they’re operational risk factors that can delay return-to-service schedules, stretch compliance teams, and compromise delivery commitments.
Hiring friction is now a constant. Type-specific approvals are difficult to match at speed, and cross-border placements are complicated by fragmented recognition of licences post-Brexit. Even when a suitable candidate is found, onboarding timelines are extended by documentation checks, training requirements, and, in many cases, slow-moving internal processes not built for current demand levels.
In response, many employers are rethinking their hiring models. Some are shifting toward blended workforces, using a combination of core staff and short-term contractors to manage peaks in workload. Others are focusing on forward-planned recruitment cycles tied to maintenance schedules, rather than reacting to attrition or demand spikes in real time.
But even the best-laid plans are constrained by supply. Without access to engineers who are current, certified, and available, delivery timelines are jeopardised. And in aviation, delayed delivery doesn’t just mean inconvenience- it can mean grounded aircraft, missed revenue, and reputational impact.
Why Chevron Is Built for This Market
At a time when licensed engineers are in short supply and operational pressures are rising, employers need more than just a recruitment agency—they need a partner who understands the industry’s pace, complexity, and compliance demands.
Chevron specialises in aviation hiring because we’ve built our team around it. From B1s supporting legacy fleets to B2s ready to step into next-gen avionics environments, we know how to source, qualify, and deploy the engineers who keep aircraft in service and on schedule.
We don’t just react to hiring needs—we help you plan for them. Whether you’re managing base maintenance peaks, filling certification gaps, or building a more flexible workforce model, our team provides strategic, hands-on support every step of the way.
If you’re a licensed engineer, we’ll connect you with opportunities that fit—technically, logistically, and culturally. If you’re hiring, we’ll make sure your team stays compliant, capable, and confident.
Let’s get it done properly, and without delay.
Hiring for Compliance-Critical Roles?
If you're looking to strengthen your engineering workforce, we can help you plan ahead; not just fill a gap. Whether you're managing deferred checks, expanding base maintenance, or preparing for the next fleet cycle, our team understands what it takes to source and retain licensed professionals with the right type coverage and availability.
Let’s build a hiring strategy that keeps your fleet moving—and keeps compliance at the core.
Are you a Licensed Engineer Looking for Your Next Move?
Whether you're a B1 or B2 engineer, your experience is in demand. From short-term contract work to longer-term roles with development opportunities, we’ll help you find the right fit; on your terms, with the clarity and support you’d expect from a team that knows the industry inside out.
Explore new opportunities, or tell us what you’re looking for. We’ll take it from there.
FAQ: Licensed Aircraft Engineers in 2025
1. How much does a B1 engineer get paid?
In 2025, salaries for B1 licence holders have risen sharply in response to industry-wide shortages and increasing demand for qualified maintenance personnel. In the UK and across Europe, permanent roles now typically offer between £50,000 and £70,000, with high-demand positions reaching £90,000, especially for those approved on multiple aircraft types.
The biggest uplift is seen in base maintenance and scheduled servicing environments, where delays can ground aircraft and significantly impact operational revenue. To secure talent, many companies are now offering relocation incentives, retention bonuses, and priority onboarding for individuals with recent approvals and current endorsements.
Contract professionals also benefit from the uplift, with day rates frequently ranging between £350 and £550, depending on aircraft type, urgency, and the individual's authorisation scope. Those licensed on older Airbus, Boeing, or Embraer models, where training availability is limited often command a premium.
In short, this is a seller’s market for skilled certifying staff. Maintenance personnel with recent experience, active type ratings, and the ability to step into safety-critical roles with minimal lead time are negotiating better pay, improved shifts, and more flexible terms than at any point in the past decade.
2. How long does it take to become a licensed aircraft maintenance engineer?
Becoming a licensed aircraft maintenance engineer isn’t quick; it’s a structured, multi-stage process that prioritises safety, technical depth, and compliance. For most candidates, it takes between 2.5 and five years, depending on their background and route to licensing.
The most common pathway includes:
Completing an approved Part-66 training programme (either full-time at an academy or part-time while working)
Passing 13+ modular exams covering everything from materials and maintenance practices to human factors and aircraft systems
Logging hands-on experience in real-world environments; typically 2 years for graduates of approved courses, and up to 5 years for those taking an alternative route
Candidates must also demonstrate proficiency in inspections, troubleshooting, system testing, and use of specialist equipment. Once training is complete, they receive license certificates authorising them to certify specific work scopes, including scheduled maintenance and return-to-service decisions.
3. What’s the difference between a licensed engineer and a technician?
The difference between a licensed aircraft engineer and a technician comes down to legal authority, training depth, and operational responsibility. While both play vital roles in keeping aircraft airworthy, only licensed engineers are authorised to certify work, complete compliance documentation, and sign off on return-to-service decisions following maintenance or inspection.
A technician may be highly skilled and experienced, but they cannot legally perform or approve safety-critical actions without direct oversight. They assist in executing maintenance tasks; such as component replacement, system troubleshooting, and fault isolation, but must work under the supervision of a licensed individual. In short, technicians are essential to the workflow but not empowered to take final responsibility for the aircraft’s airworthiness.
Licensed engineers, by contrast, are required to hold a recognised aircraft maintenance licence, typically a B1 (mechanical) or B2 (avionics/electrical) approval. Achieving this status involves passing extensive Part-66 examinations, completing regulated training, and logging thousands of hours of practical experience under supervision. Only after receiving formal certification can they operate independently and take responsibility for inspections, sign-offs, and full systems checks.
In many organisations, technicians serve as a vital talent pipeline; some go on to pursue their qualifications and eventually obtain full licensure. However, until that point, their contributions are always carried out under delegated authority. This distinction is not just procedural; it’s regulatory. When it comes to components, safety systems, and the legal accountability tied to returning an aircraft to service, only a licensed engineer can sign the line.
4. Do B2 engineers work on engines or just electrical systems?
B2 engineers are licensed to certify an aircraft’s avionics and electrical systems, but not its engines or power plants. Their work covers everything from cockpit instrumentation and communication systems to power distribution, autopilot, and cabin electronics. These systems are essential for safe flight operations and require regular testing, troubleshooting, and calibration using specialised equipment.
Unlike B1 engineers, B2 licence holders are not authorised to certify engine-related components, fuel systems, or mechanical systems. Power plants and propulsion-related tasks fall under the B1 category. However, B2 engineers often work closely with B1 colleagues, especially on aircraft where electrical systems and mechanical components are integrated—such as in fly-by-wire aircraft or digitally controlled actuators.
Modern aircraft increasingly rely on software-based diagnostics and high-volume data processing. This makes electrical troubleshooting and avionics maintenance central to keeping fleets operational. B2 engineers must stay current with evolving system architectures and often support real-time inspection and performance monitoring tasks. Their role requires deep technical skills, precise certification, and up-to-date qualifications specific to each aircraft type.
While engines are not within the B2 scope, the reliability of nearly every other system—from navigation to lighting—depends on their expertise. The growing complexity of electrical systems continues to raise the demand for skilled B2 engineers in both line maintenance and base maintenance operations.
5. What kind of maintenance tasks can a B1 engineer certify?
A B1 engineer is licensed to certify a wide range of maintenance tasks on an aircraft’s mechanical and structural systems. Their authority covers the airframe, landing gear, hydraulics, fuel systems, flight control mechanisms, and power plants. These are critical areas where regulatory oversight is strict, and only certified personnel can sign off work.
In base maintenance settings, a B1 engineer may be responsible for:
Disassembling major components for access or inspection
Performing visual and NDT inspections of the aircraft structure
Diagnosing and repairing faults in control surfaces or hydraulic systems
Carrying out maintenance checks following hard landings or unscheduled events
Working on combustion turbines and piston engines, particularly in older or mixed fleets
Verifying the integrity of systems post-repair and ensuring readiness for return to service
In addition to executing tasks, B1 engineers are held legally accountable for the outcome. They must ensure all work is completed to regulatory standards and properly documented. This includes confirming airworthiness through physical inspection, function testing, and verifying that all affected components meet compliance thresholds.
To carry out these responsibilities, a B1 must maintain current qualifications, including a valid aircraft maintenance licence, approved type ratings, and hands-on experience with specific aircraft types. Their work is foundational to keeping aircraft operational, compliant, and safe to fly.
6. Why are engineers with type ratings in such high demand?
Type ratings are aircraft-specific certifications that authorise engineers to perform and sign off on maintenance for designated models, such as the A320neo, Boeing 737 MAX, or Embraer E-Jet. Without a valid type approval, an engineer cannot legally certify tasks or return an aircraft to service. These credentials are essential for regulatory compliance and immediate operational readiness.
In today’s fleet environment, where airlines operate a mix of legacy and next-generation aircraft, engineers with multiple type ratings are especially valuable. Their ability to step into a role without delay reduces training time, accelerates maintenance workflows, and minimises downtime, making them a strategic asset during peak demand periods.
Operators also face bottlenecks in training availability, which limits how quickly new engineers can be certified on additional aircraft types. This means that those with recent approvals, up-to-date qualifications, and experience across multiple systems; electrical, avionics, and mechanical- are not just in demand; they’re essential to keeping schedules on track and fleets airworthy.
7. Can you hold both B1 and B2 licences?
Yes, engineers can hold both B1 and B2 licences, but achieving dual certification requires time, commitment, and a structured approach. Candidates must complete all relevant Part-66 exams, meet experience thresholds; often up to five years, and hold valid type ratings for each licence category they wish to exercise.
Because B1 and B2 cover different areas; mechanical systems and power plants for B1, versus avionics and electrical systems for B2; dual-qualified professionals are exceptionally versatile. They can certify a wider range of components, reduce team dependency, and increase their appeal for roles that require crossover skills.
However, the path is rigorous. Engineers must invest in additional training, maintain regulatory currency for both licences, and stay up to date with each platform’s compliance documentation. Some employers offer support or fast-track development plans for technicians or engineers aiming to become dual-certified, but it remains a demanding and high-responsibility career choice.