A hangar runs on three layers: the mechanics and technicians who do the work, the support staff who plan, tool and inspect, and the certifying staff who sign the release. The Philippines supplies all three, and the law treats them differently — a release can be signed only by a Part-66 licence holder, and a Philippine licence is not converted into one. This page sets out how an MRO is staffed from the Philippines with that distinction built in.
Mechanics and technicians carry out maintenance under the organisation's procedures; support staff plan, control tools and parts, and inspect; certifying staff — holders of an EASA Part-66 licence in the relevant category (A for line-maintenance certification of minor tasks, B1 mechanical, B2 avionics, C base-maintenance release) or the national equivalent outside EASA states — certify the release to service. A Part-145 organisation needs all three in ratio; illustratively, base maintenance runs one certifying engineer to six to ten mechanics, line maintenance by aircraft type and station. The Philippines supplies mechanics and technicians in volume and certifying staff where they already hold the licence.
The Civil Aviation Authority of the Philippines licenses aircraft maintenance technicians to Philippine and ICAO standards, and Philippine MROs — Lufthansa Technik Philippines in Manila, SIA Engineering Philippines in Clark — work to EASA and FAA approvals. The CAAP licence itself is not converted into an EASA Part-66 licence: the national competent authority in the destination examines the Part-66 basic-knowledge modules and the required experience, and type ratings follow. Many Filipino technicians have already done this through Part-147 organisations in the Gulf and Asia and hold EASA licences from previous employers; they are the first candidates we present for certifying roles. For the rest, the licensing plan — modules outstanding, examination dates, experience logging — is dated into the programme and the technician works as a mechanic meanwhile.
Malta's MRO hangars recruit on the single permit, with the Specialist Employee Initiative (15 working days) for licensed engineers at €30,000 or more; Lithuania's Kaunas MRO cluster on the national permit within the annual quota; the UAE's Abu Dhabi and Dubai MROs on MoHRE skill-level permits with employer accreditation at the MWO; Germany through recognition of the technician qualification or the experience route; Australia for aircraft maintenance engineers on the Core Skills list after a skills assessment. The country guides give the detail; we confirm the route per role before sourcing.
At our Makati facilities maintenance candidates work a task-card exercise to your documentation, a structures or avionics practical where the role needs it, and a documentation and human-factors interview; licences, modules and type training are verified against the issuing authority. Your maintenance manager watches live and interviews the same day. Candidates are briefed on the hangar, the shift pattern, the climate and the net pay before any offer.
Recruitment runs through our own DMW-licensed agency, Prime Search Manpower Agency Inc. in Makati (licence DMW-027-LB-11182024): your company is accredited at the Migrant Workers Office for the destination, the job order is registered with the DMW, and every worker leaves Manila with a verified contract, medical clearance, pre-departure orientation and an Overseas Employment Certificate. Recruitment follows the employer-pays principle: no technician pays for an interview, a test or a place on a shortlist. Your company is the employer from day one; we never employ or lease the workers.
Everything here is subject to the destination's immigration route, its aviation and defence regulators, export-control and security law, and Philippine DMW rules.
Only if they hold a Part-66 licence in the relevant category issued by a national competent authority (or your national equivalent outside EASA). Filipino technicians with Gulf- or Asia-issued EASA licences exist and are presented first; others work as mechanics while completing the modules and experience.
No. The modules and experience are examined by the national authority; Part-147 organisations provide the training. We plan the licensing path into the programme.
Malta, Lithuania, the UAE and Saudi Arabia on their routes; Germany through recognition or the experience route; Australia for aircraft maintenance engineers on the Core Skills list.
Task-card exercise to your documentation, structures or avionics practical, documentation and human-factors interview, licence and module verification — at Makati, with your maintenance manager live.
General information for employers, not legal or migration advice. Rules change; we re-verify before each hire.