The aviation maintenance industry stands at a critical crossroads. Over the next decade, the mass retirement of experienced B1 and B2 engineers threatens to decimate the workforce precisely when demand for skilled labour is soaring. Yet, the pipeline of junior engineers entering the field is alarmingly thin and the barriers to progression have never been higher. 

The Junior Engineer’s Dilemma: Caught in a Catch-22 

Younger Category A engineers and mechanics find themselves trapped. To become a licensed B1 engineer, they must complete funded On-the-Job Training (OJT) and earn a type rating. But funding for this essential progression is scarce. Companies, focused on cost-cutting, rarely invest in training, pushing juniors to self-fund expensive OJT or type ratings, an unrealistic ask for most. 

Many juniors share their frustration: despite holding qualifications, they cannot secure the vital experience that opens the door to a B1 License. They face rejection due to “lack of experience,” yet gaining that experience requires access to OJT they cannot find or afford. The industry risks losing these motivated young engineers before they even start. 

The Ex-Military Bottleneck: Experience Ignored 

Paradoxically, a large pool of highly experienced ex-military aircraft engineers struggles to break into civilian roles. Many have decades of hands-on experience on platforms like the Panavia Tornado, Lockheed C-130 Hercules and the Eurofighter Typhoon, yet are forced to restart the EASA Part-66 licensing process from scratch. Full theoretical exams, redundant training modules, and stringent OJT requirements treat these veterans like novices, disregarding their proven expertise. 

This inefficiency is maddening both for the engineers and the industry that desperately needs their skills. Recent agreements between the UK CAA and military organisations promise some relief, but final requirements and streamlined paths remain unclear, leaving many ex-military techs in limbo. 

The Older Generation Perspective: “Earn Your Stripes” 

On the other side, many seasoned engineers hold firmly to the belief that becoming a B1 engineer is not a right but a privilege earned through time-served experience. “You have to put in the hours,” they say. “Six months chasing logbook signatures is not enough; true competence comes from long, varied hands-on exposure.” 

There is scepticism about fast-tracking junior engineers or diluting training standards. Safety is paramount, they remind us, and half-baked qualifications risk lives. For them, the industry’s current woes are the result of shortcuts and entitlement mentalities rather than systemic failures. 

A Culture Clash with Economic Realities 

Beneath these viewpoints lies a deep cultural and economic tension. Some argue the scarcity of engineers actually benefits senior contractors by driving up their rates, a scarcity carefully preserved by limiting training opportunities. Employers, meanwhile, face pressure to keep costs low and often avoid investing in apprenticeships or progression programs. As with so many industries, pay rises are restricted, while engineers’ salaries stagnate despite rising living costs. 

Adding to the complexity is the complex regulatory environment. EASA’s over-regulation and fragmented national implementations mean even the most experienced engineers must repeatedly prove competence through exams and training modules. The SOJT system, meant to develop competency, has become a bureaucratic box-ticking exercise, prioritising paperwork over real learning. This “stamp chasing” dilutes the quality of training and frustrates all parties. 

The Dangerous Status Quo 

This cocktail of factors has serious safety implications. Some regulators have suspended engineer endorsements due to procedural non-compliance, further reducing manpower and increasing workload on the remaining staff. Overstressed engineers facing chronic understaffing are a recipe for maintenance errors and potential incidents. 

Meanwhile, the promise of entry level airline programs offers a glimmer of hope for structured career pathways, but with modest starting salaries and long waits for advancement. Many training providers aggressively market aviation as an exciting career, glossing over the harsh realities of progression challenges and financial burdens. 

Solutions: What Needs to Change, And Fast 

If we are to avert a looming collapse, bold action is required: 

• Mandatory OJT quotas for Part-145 organisations tied to their approval renewals would force companies benefiting from licensed labour to contribute to training the next generation. 

• Government-backed funding or tax incentives for Cat A-to-B1 progression programmes could ease the financial burden on juniors and make training a shared responsibility. 

• A national OJT registry managed by aviation authorities would provide transparency, enabling candidates to find training placements and preventing “wandering” engineers. 

• Flexible, modular OJT programs allowing training across multiple facilities could maximise resource use and broaden exposure. 

• Recognition of legacy EASA and military training would fast-track experienced personnel without compromising safety. 

• Regulatory pragmatism is crucial. The SOJT process needs refocusing on real competency over paperwork, and redundant exam requirements for experienced engineers should be eliminated. 

• Phased certification authorisations issued by quality managers after practical assessments could enable gradual progression towards full B1/B2 status. 

Final Thoughts 

The aviation engineering profession is the backbone of flight safety. The path to B1 and B2 licensing must balance rigour with opportunity. We cannot afford to cling to outdated “rite of passage” mentalities nor allow cost-cutting to choke the pipeline. Without decisive change, the retirement wave will leave a talent vacuum threatening safety and operational resilience. 

It is time for the industry; engineers old and new, regulators, employers, and governments to come together and build pathways that recognise experience, fund progression, and ensure that the next generation of engineers is not only capable but confident and supported. 

The future of aviation depends on it.