All aircraft technicians/engineers at some point in their career had to face one big decision: Being a B1 or B2 license holder. The B1 vs B2 license choice shapes the systems you master, the work you do every shift and the jobs you are hired for.
In context:
B1 = mechanical. Airframe, engines, mechanical and related electrical systems.
B2 = avionics. Electrical, electronic, communication, navigation and instrument systems.
Both require passing the EASA basic knowledge exams from the 17-module syllabus, practical experience, and a type rating to certify on a specific aircraft.
Both are EASA Part 66 licenses, both let you certify maintenance and release aircraft to service, and neither is "better". The right one is the one that fits how you like to work.
One can hold both licenses, and many engineers add the second one later.
What is EASA Part 66, and why does it matter?
EASA Part 66 is the European Union Aviation Safety Agency standard for licensing aircraft maintenance engineers. In simple terms, it decides who is allowed to sign off maintenance work and release an aircraft back into service. Without that signature, an aircraft does not fly.
The main license categories include A, B1, B2 and C. Category A allows limited certification of minor scheduled line maintenance. B1 and B2 are the two routes most engineers take to become full certifying staff on commercial aircraft, and Category C sits above them for base maintenance on large aircraft.
Part 66 matters well beyond Europe. Many national authorities model their own licensing with it as a benchmark. That is why an EASA-aligned education travels well, locally and internationally.
What is a B1 license? (mechanical)
A B1 license covers maintenance on aircraft structure, powerplant, and mechanical and electrical systems. If an engine needs changing, a landing gear leg needs servicing or a hydraulic system has a leak, this is the license that signs it off.
B1 has four sub-categories, depending on the type of aircraft:
B1.1: aeroplane with turbine engines
B1.2: aeroplane with piston engines
B1.3: helicopters with turbine engines
B1.4: helicopters with piston engines
Engineers aiming for airline and commercial jet work usually choose B1.1, because most commercial jets are turbine aeroplanes. The piston and helicopter paths suit general aviation, charter and utility operators. A B1 holder can also certify some simple avionics tasks that are tied to the mechanical systems they work on.
What B1 engineers typically do:
Engine inspections, borescope checks and component changes
Airframe structural inspections and repairs, including corrosion, composites and fasteners
Landing gear, brakes, wheels and tyres
Hydraulic, fuel, air-conditioning and pneumatic systems
Troubleshooting mechanical defects and releasing the aircraft to service
What is a B2 license? (avionics)
A B2 license covers avionic and electrical systems. If the autopilot misbehaves, a navigation display flickers or a communication radio fails, a B2 engineer finds the fault and fixes it.
Unlike B1, B2 has no aeroplane or helicopter sub-categories. It applies across aircraft types, and what you can certify on is tied to the type ratings on your license. B2 training swaps the mechanical modules for the avionics-focused Modules 13 and 14.
What B2 engineers typically do:
Communication, navigation and surveillance systems
Autoflight (autopilot), flight instruments and cockpit displays
Electrical power generation and distribution
Wiring inspection and repair (EWIS), connectors and harnesses
Data buses and integrated modular avionics
Fault isolation using schematics, test equipment and built-in test functions
B1 vs B2: side-by-side comparison
Main focus: B1 covers airframe, powerplant, and mechanical and related electrical systems. B2 covers electrical, electronic, communication, navigation and instrument systems.
Sub-categories: B1 has four (B1.1, B1.2, B1.3 and B1.4). B2 has none and applies across aircraft types.
Category-specific modules: B1 takes Modules 11 or 12, 15, 16 and 17, depending on sub-category. B2 takes Modules 13 and 14.
Shared modules: Both take Modules 1 to 10: mathematics, physics, electrical and electronic fundamentals, digital techniques, materials and hardware, maintenance practices, aerodynamics, human factors and legislation.
Typical work: B1 handles engine and component changes, structural repair, landing gear, hydraulics, and fuel and air systems. B2 handles fault-finding on navigation, communication, autopilot and instruments, plus wiring and data networks.
Working style: B1 is hands-on, physical and tool-intensive. B2 is diagnostic and analytical, with more schematics and test equipment.
What you certify: B1 certifies mechanical maintenance plus some simple avionics tasks. B2 certifies avionics and electrical maintenance.
Next steps: For both, the path runs through type ratings, then Category C, then lead and management roles.
A day in the life: B1 vs B2
Job titles only tell you so much, so here are two illustrative shifts.
A B1 shift
You start a night shift on the line. The tech log shows a recurring oil-pressure indication on one engine. You inspect the engine, check the oil system, replace a faulty seal, carry out the required checks and a test run, complete the paperwork and release the aircraft in time for the morning departure.
A B2 shift
A pilot has reported an intermittent navigation display fault. You pull the fault history, trace the problem through wiring and connectors, find a chafed harness, repair it, test the system and certify it serviceable before the next flight.
Which one should you choose? Three questions to ask yourself
1. What kind of problem do you enjoy solving?
If you like physical, visible problems such as a worn component, a leak or a crack, B1 will feel natural. If you prefer problems you cannot see, such as a signal that drops, a sensor that gives false readings or a data bus that will not communicate, B2 will.
2. How do you prefer to work?
B1 involves more physical work with tools and heavy components. B2 involves more reading of schematics, using test equipment and logical fault isolation. Both involve a bit of each, but the balance is different.
3. Where do you want to be in five years?
Both paths lead to type ratings, Category C and maintenance management. Think about the aircraft you want to work on (jets, turboprops or helicopters), the employers you are targeting, and whether you might add the second category later.
Choose B1 if you: enjoy mechanical systems and engines, like hands-on physical work, want to work on airframes and powerplants, and are aiming at airline line and base maintenance.
Choose B2 if you: enjoy electronics and wiring, like fault-finding and logical troubleshooting, are interested in modern digital avionics, and want to specialize in the systems that make aircraft "smart".
Still unsure? Talk to an AviaCentric advisor https://aviacentric.com/contact and we will help you match your strengths to the right path before you commit.
Career paths and job prospects
Both licenses open the same kinds of doors. Licensed engineers are needed wherever aircraft are maintained:
Airlines, for line and base maintenance
Maintenance, repair and overhaul (MRO) organizations
Helicopter, charter and business-jet operators
Cargo and regional operators
Continuing airworthiness and technical services teams
Quality, safety, training and consultancy roles
The typical career ladder
Trainee or mechanic: learning the aircraft and building logbook experience.
B1 or B2 licence: you pass your exams, gain the required experience and become certifying staff.
Type ratings: endorsements for the specific aircraft you maintain.
Category C: certification for base maintenance on large aircraft, which requires a B1 or B2 licence and experience as certifying staff.
Leadership: lead engineer, planning, technical services, quality or management.
Demand in Kenya and East Africa
(Which airlines, MROs and operators in Kenya and the region hire B1 and B2 engineers, and which aircraft types do they fly? Are there partner employers or recent job adverts we can reference?)
B1 vs B2 salary: what can you expect?
Salary is the question we hear most. The honest answer is that pay depends less on the letter on your licence and more on a handful of factors:
Your employer and its size
The aircraft types you are rated on
Your experience and certifying responsibility
Shift patterns and allowances
Location, including local contracts versus international roles
Whether you hold both B1 and B2
Can you hold both B1 and B2?
Yes. Many engineers start with one category and add the other later, and dual-licence holders can work across mechanical and avionics tasks. Modules 1 to 10 are common to both, so some of your knowledge carries over. You will still need to sit the category-specific modules and meet the experience requirements for the additional category, including recent experience.
How do you qualify? The path to a Part 66 license
The route is the same in outline for B1 and B2:
Choose your category. B1 (and the sub-category that fits your aircraft) or B2.
Pass the EASA basic knowledge exams for your category. Training through an approved Part 147 organization prepares you for them.
Receive your Certificate of Recognition. An approved Part 147 organization issues it after you pass. It must not be older than ten years when you apply for your license.
Gain practical experience and file your logbook. The length depends on your category and on whether you completed approved training. (Either 2 years, 3 years or 5 years)
Apply for your license. The license itself is issued by a competent authority, not by the training organization. For an initial license, at least one year of your experience must be recent.
Add type ratings so you can certify on specific aircraft types.
You do not need a degree for Part 66. You qualify through exams and practical experience, and approved training reduces the experience you need.
B1 and B2 in Kenya and East Africa
Kenya gives you two related routes. The first is the KCAA aircraft maintenance engineer license, which follows the EASA Part 66 structure and categories. The second is a full EASA Part 66 pathway, which gives you the internationally recognized standard if you want to work on EASA-regulated aircraft or abroad.
With AviaCentric, the EASA Part 66 B1/B2 exams are held physically at an approved location in Kenya, facilitated by an approved examiner and invigilator. You can qualify without leaving the country for your exams. We deliver training with approved Part 147 partner institutions, and you finish with a Certificate of Recognition that supports your license application.
Three myths about choosing B1 or B2
Myth 1: "B1 is real engineering and B2 is the easy option." Neither is easier. B2 demands strong electrical and electronic theory, and fault-finding on complex systems is as demanding as any mechanical job.
Myth 2: "B2 means sitting at a computer all day." B2 engineers work on the aircraft: in avionics bays, on the flight deck and along wiring runs. Laptops and test sets are tools, not the whole job.
Myth 3: "You are locked in forever." You can add the other category later. Plenty of engineers start with one license, build experience, and then broaden their scope.
How AviaCentric gets you from decision to license
We prepare you for the whole journey, not just the exam. Our seven guided steps cover application, study materials, online pre-class coaching, live module-by-module tutoring, examination, certification, and logbook filing with licence application support. You can choose between two packages:
Full Premium Package: updated study materials, pre-class coaching, live tutoring (online or physical), priority one-to-one consultations, exams, certification, and logbook and licensing support.
Exams Only: updated study materials, pre-class coaching and revisions, exams, certification and logbook guidance, without instructor tutoring.
See the full syllabus and process on our EASA Part 66 B1/B2 training page (aviacentric.com/easa-part-66), or read about our licensing process consultancy (aviacentric.com/consultancy/licensing-processes) if you already hold a licence from another authority.
Frequently asked questions
Is B1 or B2 harder?
Neither is objectively harder. Both share Modules 1 to 10. B1 adds mechanical content on engines and structures, while B2 adds more electronics and systems theory. Which feels harder depends on your background and strengths.
Which pays more, B1 or B2?
Pay depends on the employer, aircraft type, experience and location more than on the category alone. See the salary section above.
Can a B1 engineer do avionics work?
A B1 holder can certify some simple avionics tasks linked to mechanical systems. Full avionics certification requires a B2 license.
Can I get an EASA licence while living in Kenya?
Yes. You can train and sit your exams in Kenya with AviaCentric, then apply for your license once you meet the experience requirements.
Do I need a degree to get a B1 or B2 license?
No. Part 66 is based on passing the basic knowledge exams and gaining practical experience. Completing approved training reduces the experience required.
What is a Certificate of Recognition?
It is a certificate from an approved Part 147 organization confirming that you passed the basic knowledge exams for your category. You use it when applying for your license, and it must not be older than ten years at that time.
What is a type rating?
A type rating is an endorsement on your license for a specific aircraft type or group. To certify maintenance on an aircraft, a B1 or B2 engineer generally needs the relevant rating on their license, plus authorization from the maintenance organization they work for.
How long does it take to do a B1 or B2 license course?
At AviaCentric we have a custom based program that allows our candidates to do the course in a period of between two to five months depending on the option taken.
Is an EASA license recognized outside Europe?
Part 66 is widely used as an international benchmark, but recognition varies by authority and employer. Check the requirements for the country you want to work in, and ask us if you need guidance.
Next Steps:
Ready for the next step? Apply now (aviacentric.com/enroll), talk to an advisor (aviacentric.com/contact), call, message or WhatsApp on +254 117 447 335.
