If you turned wrenches on aircraft in uniform, you already have one of the most transferable skill sets in the veteran workforce. The FAA treats aviation maintenance as a regulated trade, not a vibes-based job market. Your logbook entries, your qual cards, your training records — those are the raw material for a civilian career that pays well and actually respects what you did.

The 8852 designation is a Marine Corps Aircraft Maintenance Officer MOS, but the civilian path I'm walking you through applies to a much bigger crew: Army 15-series MOS (15B, 15G, 15T, 15U and up), Navy ADs, AMs, AEs, AMEs and AVs, Air Force 2A series, and Coast Guard AMTs. The gear changes. The regulations you worked under change. But on the civilian side, the game is the same: you're either going to chase an FAA Airframe and Powerplant certificate, use your clearance and aviation background to go federal or defense contractor, or use your experience as a bridge into aviation-adjacent roles. This article lays out each of those paths with the actual requirements and numbers, not a motivational pep talk.

I built Best Military Resume after spending a year and a half applying for government jobs after separating from the Navy, getting zero callbacks, and finally figuring out what the system actually rewarded. 17,500+ veterans and military spouses later, aviation maintainers are one of the groups I see move fastest — when they know which credential to chase first.

What Does the 8852 Aircraft Mechanic Path Look Like in the Military?

8852 is the Marine Corps MOS for Aircraft Maintenance Officer, which means if you're searching that term you're probably either an officer managing maintenance control, or an enlisted maintainer trying to understand how your O-side counterpart's career translates. Both audiences end up at the same civilian crossroads.

On the enlisted side, the Marine Corps feeder MOSs into aircraft maintenance include 6000-series jobs: airframes (6033), powerplants (6043 for fixed-wing, 6048 for helo), hydraulics, avionics, and so on. The Army runs the 15-series for everything from UH-60 Black Hawk mechanics (15T) to AH-64 Apache techs (15Y) to the 15G airframe repairer. Navy aviation structural mechanics (AM), aviation machinist's mates (AD), and aviation electronics technicians (AT/AE) cover the fixed-wing and rotary-wing fleet. Air Force 2A0X1, 2A3X3, 2A5X1 and their sub-specialties cover everything from F-16 avionics to C-17 crew chief work.

What every one of these jobs has in common on the civilian side: you were working under a Maintenance Instruction Manual (MIM), MIL-STD tech data, and a quality assurance system that tracked every screw you touched. That's the discipline the FAA wants. The question is whether you can prove it on paper.

How Does Military Aviation Maintenance Experience Count Toward the FAA A&P?

The FAA Airframe and Powerplant (A&P) certificate is the single most valuable credential for any military aviation maintainer going civilian. It's your ticket into airline MRO work, business aviation, general aviation shops, helicopter EMS, and a pile of DoD civilian and contractor jobs that require it.

There are two main ways to earn it:

• Part 147 A&P school — an FAA-approved maintenance technician school (typically 18–24 months full-time). The GI Bill covers these at approved institutions, and many veterans use this route if their military records don't cleanly document airframe and powerplant experience.
• 14 CFR Part 65 experience pathway — if you can document 18 months of practical experience on airframes, 18 months on powerplants, or 30 months concurrent on both, the FAA can authorize you to sit for the written, oral, and practical exams without going to Part 147 school.

The Joint Service Aviation Maintenance Technician Certification Council (JSAMTCC) coordinates with the FAA on how military experience maps to Part 65. Each branch has its own memorandum of understanding. The cleanest path: pull your training records, AIMS/OOMA/NALCOMIS printouts, qual cards, and evaluations that show the specific airframe and powerplant work you performed. The FSDO (Flight Standards District Office) will want to see the hours and the systems you worked on.

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What Civilian Career Paths Actually Pay for Aviation Maintainers?

There's no single "civilian aircraft mechanic" job. There are four distinct lanes, and they pay very differently.

Airline and MRO (Maintenance, Repair, Overhaul)

Major airlines (Delta, United, American, Southwest, Alaska) hire A&P mechanics directly for line maintenance and heavy check work. MRO shops like AAR, StandardAero, ST Engineering, and HAECO service airline fleets under contract. Starting pay for a line maintenance A&P at a major carrier typically lands in the mid-to-upper five figures, with top-of-scale mechanics at seniority-heavy airlines pulling into six figures with overtime and shift differential. Regional carriers and MRO shops start lower but move faster on hiring.

Defense Contractors

Lockheed Martin, Boeing, Northrop Grumman, Sikorsky, Bell, L3Harris, and dozens of smaller primes hire former military maintainers to work on the same platforms you flew or maintained. If you were a 15T and you apply to a Sikorsky facility working on H-60 variants, you are their ideal candidate. Active clearances are a huge advantage here — keep yours current during your transition.

Federal Civilian (DoD, FAA, NASA, DHS)

DoD civilian depots (Corpus Christi Army Depot, NAS Jacksonville FRC, Tinker AFB, Hill AFB, Ogden ALC) hire GS-level aircraft mechanics under the 8852 federal job series. The Federal Aviation Administration hires aviation safety inspectors. The Coast Guard runs aviation maintenance at civilian billets. Federal salaries run on the GS scale with locality pay, and veterans' preference plus your security clearance make you extremely competitive.

Business Aviation, Helicopter EMS, and General Aviation

Corporate flight departments (FlexJet, NetJets, Wheels Up, fractional operators), helicopter EMS operators (Air Methods, PHI Air Medical, Metro Aviation), and FBOs around the country all need A&Ps. Pay varies more here but the quality of life can be significantly better than airline line maintenance.

BLS data also shows the top 10% of aircraft mechanics earning well over six figures, mostly concentrated at major airlines, defense primes, and niche business aviation operators. Pay is highly geographic — the Northeast corridor, Dallas–Fort Worth, Atlanta, Phoenix, and Seattle pay above the national median, while rural GA airports pay well below it.

Which Certifications Matter Besides the A&P?

The A&P opens the door. These credentials widen it.

Inspection Authorization (IA). Available after three years of active A&P work. Lets you sign off annual and major repair inspections on general aviation aircraft. Big income boost for anyone going into GA or business aviation.

FCC General Radiotelephone Operator License (GROL). Required for avionics work on transmitting equipment. If you were Navy AE, AT, or Air Force 2A5X2, this is a fast credential you can knock out in a weekend.

Type-specific training. Boeing 737, Airbus A320, Pratt & Whitney F135, GE CF6 type courses. Airlines and contractors often pay for these after hire, but arriving with one (especially on a platform you already know from service) is a resume differentiator.

Non-Destructive Testing (NDT) / Non-Destructive Inspection (NDI). NAS 410 Level I and II certifications for eddy current, ultrasonic, magnetic particle, liquid penetrant, and radiographic testing. Heavily used in MRO and defense contractor work.

OSHA 30 and Human Factors. Not certifications you think of first, but many airline and MRO hiring managers look for them. Cheap, fast, worth the checkmark on your resume.

If you didn't earn your A&P while in — and many active duty maintainers don't, because the service doesn't send you to Part 147 school — the GI Bill can fund it at an approved institution. Check the WEAMS search at the VA site for Part 147 schools that accept Chapter 33. Many two-year community college A&P programs are fully covered, and you can pair the GI Bill with BAH for cost of living. Pair that with the full GI Bill certifications list to see which other aviation credentials your benefits cover.

How Do You Translate Your Military Maintenance Resume for Civilian Employers?

This is where most veterans get stuck. Your evals and fitreps are written in a language that rewards volume and scope. Civilian aviation hiring managers want specificity: the platform, the system, the type of work, the outcome. Rewrite every bullet around the airframe/engine/avionics system and what you actually accomplished.

Rules for rewriting aviation bullets:

• Name the platform. F-16, H-60, C-130, V-22. Don't say "assigned aircraft." Nobody on the civilian side is guessing.
• Name the system. Powerplant, airframe, hydraulics, avionics, environmental. Use the same language the A&P test uses.
• Quantify. Flight hours supported, work packages completed, discrepancies identified, turnaround times, mission capable rates. Hiring managers in this industry respect real numbers.
• Name the outcome. Mission capable rate improvement, safety record, audit results, cost avoidance from catching discrepancies early. Tie your work to a measurable result, not just effort.
• Drop the acronyms. T/M/S, MIM, NALCOMIS, AIMS, OOMA should be spelled out or swapped for the civilian equivalent (maintenance tracking system, work package, tech data). Hiring managers outside DoD aren't decoding service-specific shorthand.

For a deeper dive on translating military bullets into civilian language, check out our military skills for resume translation guide.

What About Federal Aviation Jobs?

Federal is often the overlooked path for aviation maintainers, and it shouldn't be. The GS-8852 series (Aircraft Mechanic) runs from GS-08 up through WG-10 and beyond on the Wage Grade scale. Here are the federal job series worth watching on USAJOBS:

• WG-8852 Aircraft Mechanic — Wage Grade, hands-on maintenance at DoD depots and installations
• WG-8862 Aircraft Attending — Ground support and aircraft handling
• GS-1825 Aviation Safety Inspector — FAA regulatory, requires extensive A&P experience
• GS-0856 Electronics Technician — Avionics-heavy work at depots
• GS-0802 Engineering Technician — Technical support roles on aviation programs
• GS-1910 Quality Assurance — QA at DoD maintenance facilities
• GS-0301 Miscellaneous Administration — Maintenance control and program management
• GS-0340 Program Manager — Higher-level maintenance program oversight
• GS-1150 Industrial Specialist — Depot production and logistics
• GS-0018 Safety and Occupational Health Specialist — Aviation safety programs

Veterans' Preference plus a security clearance gets you into the interview on a lot of these postings. The federal application process is its own beast — your federal resume needs to be 2 pages with specific formatting that matches the job announcement's specialized experience requirements word for word. Check our federal resume builder for the format that actually works for the GS system.

When Should You Start Transitioning?

The aviation maintenance job market rewards people who plan their transition, not people who wait until terminal leave to start looking. A&P certification, if you're going the Part 65 route, needs FSDO scheduling, a written exam, and an oral and practical exam — that whole process can run 3 to 6 months once you start. If you're going Part 147 school on the GI Bill, that's 18 to 24 months before you can even test.

If you're not sure where you are in your timeline, our 12-month ETS transition timeline maps out what to do month by month from 12 months out through terminal leave.

Is an Active Security Clearance Worth Keeping for Aviation Maintenance?

Short answer: yes, especially if you're targeting defense contractors or DoD civilian jobs on classified programs. A current Secret or TS/SCI clearance is worth real money in the aviation maintenance defense sector. Lockheed Martin, Sikorsky, Boeing, Northrop, and the MRO shops that handle classified platforms will pay a premium for cleared mechanics.

Your clearance doesn't "expire" the moment you leave service, but it goes inactive after a grace period (typically 24 months for Secret, shorter for TS). If you separate and don't land a cleared job within that window, the clearance goes dormant and you're back to sponsorship. The fix: line up your cleared job before you separate, or at least within the first year after. Our guide on DoD security clearance status after separation walks through how the timeline actually works.

What If You Want to Leave Aviation Entirely?

Some military maintainers are done with aviation by the time they get out. Fair. The good news: the skills you built translate to plenty of other paths that aren't on a flight line.

• Heavy equipment / diesel mechanic — Caterpillar, John Deere, and commercial trucking companies hire former aviation mechanics regularly.
• Manufacturing maintenance technician — Automotive plants, aerospace manufacturers, food processing. Same troubleshooting mindset, different product.
• Wind turbine technician — High-growth field, lots of mechanical and electrical troubleshooting, heavy veteran hiring.
• Trades pivots — Welding, HVAC, electrical, and plumbing all value the discipline and technical aptitude that aviation maintainers build. See our guide on Helmets to Hardhats trade apprenticeships guide.
• Federal law enforcement / customs — Technical aviation background is a plus for DHS, CBP, and related roles. See our customs officer veteran guide.
• Teaching aviation maintenance — Part 147 schools need instructors. Community colleges hire veterans with A&P and industry experience. The Troops to Teachers path applies here too.

For a broader view of how aviation-capable MOSs compare across all the branches, our best Army MOS civilian careers guide has the crosswalk breakdown, and our highest paying civilian careers for veterans guide covers where aviation ranks on the pay scale.

What to Do Next

Pick your lane and start moving. If you want to stay in aviation, the A&P is the single highest-ROI credential you can chase — whether that's via Part 65 experience submission or Part 147 school on the GI Bill. If you're targeting defense contractors or DoD civilian, your clearance and platform experience are your biggest advantage; keep the clearance active and tailor every resume to the specialized experience language in the job announcement.

The maintenance skills you built in uniform are in demand. The reason veterans stall on this transition is not the skills, it's the paperwork: records, certifications, and a resume that actually reads like civilian aviation writing. Pull your records, chase your A&P, and write your resume in the language of the industry you're applying to.

BMR's military-to-civilian jobs tool maps your MOS, rating, or AFSC directly to civilian aviation roles with salary ranges, O*NET data, and federal equivalents. Start there, then use our resume builder to translate your maintenance experience into the specific language airlines, defense primes, and federal hiring managers look for.