Navy AME to Civilian: Aviation Safety Equipment Career Transition Guide (With Salary Data)

Bottom Line Up Front

Navy AMEs maintain life-or-death equipment—ejection seats, oxygen systems, parachutes, and survival gear. That's specialized technical knowledge that directly translates to high-demand civilian aviation roles. You've got hands-on experience with aircraft safety systems, explosive devices (CAD/PAD), technical inspections, and regulatory compliance. Realistic first-year civilian salaries range from $43,000-$67,000, with experienced professionals in life support systems hitting $85,000-$145,000 at defense contractors like Boeing, Lockheed Martin, and Northrop Grumman. Your biggest asset? FAA Parachute Rigger certification and clearance. Get those certs lined up and you're gold.

Let's address the elephant in the room

Every AME researching civilian jobs sees the same problem: most people have no idea what you actually do.

You tell someone you're an Aviation Structural Mechanic - Safety Equipment and they think you're changing tires on airplanes or something. They don't get it.

Here's what civilians miss: you maintain the equipment that keeps aircrew alive when everything goes wrong.

You didn't just "work on planes." You:

Inspected and maintained ejection seat systems with zero tolerance for error
Packed and rigged parachutes following strict FAA-equivalent procedures
Serviced oxygen systems (liquid and gaseous) that operate in extreme conditions
Handled explosive devices (CAD/PAD) safely and documented everything
Performed pre-flight, post-flight, and phase inspections on life support systems
Troubleshot complex pneumatic, hydraulic, and electrical systems
Followed technical manuals and maintained detailed maintenance records
Worked with composite materials, fabrics, and specialized safety equipment

That's precision technical work, regulatory compliance, attention to detail, and responsibility for human life. Defense contractors and commercial aviation need exactly those skills. You just need to get the right certifications and speak their language.

Best civilian career paths for Navy AME

Let's get specific. Here's where AMEs land jobs, with real salary data and what you need to make it happen.

FAA Parachute Rigger (most direct translation)

Civilian job titles:

Senior Parachute Rigger
Master Parachute Rigger
Parachute Packer / Inspector
Sport parachute rigger
Military/Government contract rigger

Salary ranges:

Entry-level rigger (sport parachutes): $38,000-$47,000
Senior Parachute Rigger: $45,000-$55,000
Master Parachute Rigger: $55,000-$72,000
Government contract rigger (DoD): $72,000-$96,000
Senior rigger with specialized ratings: $72,000-$124,000+

What translates directly:

Parachute inspection, packing, and rigging procedures
Understanding of FAA regulations (similar to NAVAIR instructions)
Attention to detail and zero-defect mentality
Technical documentation and record keeping
Understanding of fabrics, webbing, and composite materials
Quality control mindset

Certifications needed:

FAA Senior Parachute Rigger (required)—packed 20+ parachutes, pass written/oral/practical exams. Cost: $515 for exams plus 8-day course ($2,000-4,000)
FAA Master Parachute Rigger (for advancement)—3 years experience, 100+ parachutes packed. Higher pay grade.
Four rating types: seat, back, chest, lap (you'll want seat and back minimum)

Reality check: Sport parachute rigging pays less than you'd hope unless you're at a busy dropzone or working government contracts. The real money is in military contract work—rigging ejection seat parachutes, aircrew survival equipment, and specialized systems for DoD contracts.

Your Navy AME experience with ejection seats puts you way ahead. You already understand the systems. Getting FAA certified is mostly paperwork and proving competency.

Best for: AMEs who enjoyed the detailed inspection work and want to continue working with parachutes and life support equipment in a lower-stress environment than active duty.

Aircraft Life Support Equipment Technician (big defense money)

Civilian job titles:

Aviation Life Support Equipment Technician
Life Support Systems Specialist
Aircrew Life Support Technician
Flight Equipment Specialist
Survival Equipment Technician

Salary ranges:

Entry-level life support tech: $43,000-$55,000
Experienced technician (3-5 years): $55,000-$75,000
Government contractor (defense): $65,000-$95,000
Lockheed Martin / Boeing life support tech: $77,000-$145,000
Senior specialist on fighter programs (F-35, F/A-18): $95,000-$130,000

What translates directly: Everything. This is literally your job with a civilian paycheck.

Ejection seat maintenance and inspection
Oxygen mask and regulator servicing
G-suit maintenance and testing
Helmet systems (including HMD on F-35)
Survival equipment and flotation devices
Anti-exposure suits
Emergency locator beacons

Certifications needed:

Your Navy PR "A" School completion (Aircrew Life Support Equipment technician training)—Lockheed Martin and Boeing specifically call this out as a basic qualification
FAA Parachute Rigger (Senior minimum, Master preferred)
Security clearance (Secret minimum, TS/SCI for some programs)
First Aid/CPR

Reality check: This is where the money is if you stay in aviation. Defense contractors working on military aircraft programs need AMEs badly. They're maintaining the exact same equipment you worked on—F/A-18s, F-35s, EA-18Gs, helos.

Positions are at bases like Pax River (Maryland), Edwards AFB (California), NAS Lemoore (California), Eglin (Florida), and contractor facilities nationwide. You'll need an active clearance or be able to get one.

Work-life balance is better than active duty. No deployments, better pay, actual weekends off. But you're still working around flight schedules and may have some irregular hours.

Best for: AMEs who want to keep doing what they're good at for significantly better pay and fewer Navy BS requirements.

Commercial Aviation Maintenance Technician (A&P path)

Civilian job titles:

Aircraft Maintenance Technician (A&P)
Aviation Safety Equipment Mechanic
Cabin Safety Inspector
Aviation Mechanic - Life Support Systems
Airline Ground Equipment Specialist

Salary ranges:

Entry-level A&P mechanic: $47,000-$58,000
Experienced A&P (3-5 years): $65,000-$78,000
Regional airline mechanic: $55,000-$72,000
Major airline mechanic (United, Delta, American): $78,000-$95,000
Senior mechanic (10+ years): $85,000-$120,000

What translates directly:

Aircraft systems knowledge
Troubleshooting mechanical, pneumatic, electrical systems
Following technical manuals and regulations
Pre-flight and post-flight inspection procedures
Tool accountability and FOD awareness
Safety-first mindset

Certifications needed:

FAA Airframe & Powerplant (A&P) license—the gold standard for civilian aircraft mechanics. Requires 18-24 months of approved schooling OR 30 months practical experience (military experience counts). Cost: $10,000-20,000 for school if you can't use military experience. GI Bill covers it.
FAA written, oral, and practical exams—approximately $1,200-1,500 total for all tests

Reality check: A&P license opens every door in aviation maintenance. It's the union card. Your AME background gives you a head start—you already understand aircraft systems, you just need to learn powerplant (engines) and get more general airframe knowledge.

Airlines, regional carriers, cargo companies (FedEx, UPS), corporate aviation, and MRO (maintenance repair overhaul) facilities all hire A&P mechanics constantly. Baby boomers are retiring. Demand is high.

Downside: shift work, nights, weekends, holidays. Upside: airline benefits (free flights), union protection, overtime opportunities, clear pay scales.

Best for: AMEs who want long-term career stability in commercial aviation with strong earning potential and don't mind getting broader aircraft maintenance experience.

Quality Control Inspector / Safety Compliance Specialist

Civilian job titles:

Aviation Quality Control Inspector
Safety Equipment Inspector (QA/QC)
Airworthiness Inspector
FAA Designated Airworthiness Representative (DAR)
Manufacturing Quality Inspector (aerospace)

Salary ranges:

Entry-level QC inspector: $48,000-$60,000
Experienced QC/QA inspector: $60,000-$78,000
Senior inspector (aviation/aerospace): $75,000-$95,000
FAA DAR (independent): $85,000-$130,000
Quality Manager (aerospace): $90,000-$115,000

What translates directly:

Inspection procedures and documentation
Understanding of technical manuals and regulations
Attention to detail and zero-defect requirements
Identifying deficiencies and non-conformances
Technical writing and report generation
Safety culture and accountability

Certifications needed:

ASQ Certified Quality Inspector (CQI)—Cost: $438 for ASQ members, $638 for non-members, plus study materials
FAA A&P license (helpful but not always required)
ISO 9001 or AS9100 training (aerospace quality standards)—$500-1,500
Designated Airworthiness Representative (DAR) certification (advanced)—requires 8+ years experience, FAA approval

Reality check: QC/QA is less hands-on wrenching, more paperwork and inspection. You're the person who signs off that work was done correctly. It's responsibility without getting your hands dirty.

Defense contractors, aircraft manufacturers (Boeing, Gulfstream, Textron), and MRO facilities need quality inspectors. Your AME background—where one mistake kills a pilot—makes you naturally suited for this role.

Less physical than turning wrenches. More stable hours. Office time mixed with hangar time. Good career progression into management.

Best for: AMEs who are detail-oriented, enjoy the inspection side of the job, and want to transition toward management without leaving aviation.

Defense Contractor Technical Instructor / Field Service Rep

Civilian job titles:

Life Support Systems Instructor
Technical Trainer - Aviation Safety Equipment
Field Service Representative
Customer Support Engineer
Technical Documentation Specialist

Salary ranges:

Entry-level technical instructor: $55,000-$68,000
Experienced instructor/trainer: $68,000-$85,000
Field Service Representative (with travel): $70,000-$95,000
Senior instructor on military contracts: $85,000-$110,000
Program manager / lead instructor: $95,000-$125,000

What translates directly:

Subject matter expertise in life support equipment
Training junior technicians (like you did with junior AMEs)
Technical writing and curriculum development
Public speaking and classroom instruction
Understanding of training pipelines and qualification standards
Customer service mindset

Certifications needed:

FAA Parachute Rigger certification (credibility)
Your military training records (proof of instructor qualification if you have it)
Public speaking / instructional design courses (helpful but not required)
Security clearance (for military training contracts)

Reality check: Companies that build life support equipment, ejection seats, survival systems need people who can train military customers how to use and maintain the gear. You've been on the receiving end—you know what good training looks like.

Positions like this at companies like Martin-Baker (ejection seats), SURVITEC (survival equipment), and defense contractors working NAVSEA/NAVAIR contracts.

Lots of travel if you're a field service rep. You'll go TDY to bases and carriers to train personnel or troubleshoot equipment issues. If you liked going TAD, you'll like this. If you hated it, avoid field service roles.

Best for: AMEs who trained junior sailors, enjoy teaching, and want to leverage technical expertise without getting stuck turning wrenches forever.

Federal Aviation Administration (FAA) Inspector

Civilian job titles:

FAA Aviation Safety Inspector (Airworthiness)
FAA Manufacturing Inspector
FAA Cabin Safety Inspector
Aviation Safety Inspector - Operations

Salary ranges:

FAA Inspector (FG-12 entry): $72,000-$93,000
FAA Inspector (FG-13): $86,000-$111,000
Senior Inspector (FG-14): $101,000-$131,000
Supervisory Inspector (FG-15): $119,000-$154,000

What translates directly:

Inspection procedures and documentation
Regulatory compliance mindset
Understanding of airworthiness standards
Technical knowledge of aircraft systems
Attention to detail

Certifications needed:

FAA A&P license (required for most airworthiness inspector positions)
3+ years of practical aircraft maintenance experience (you've got this)
Bachelor's degree (preferred but not always required)
US Citizenship (required)

Reality check: FAA inspector is the ultimate "I'm the authority" job in aviation. You're the person who decides if an aircraft or repair station meets federal standards.

Excellent federal benefits, pension, job security. Work-life balance is good. Downside: pay tops out lower than senior contractor roles, and the hiring process is slow (6-12 months).

Veteran preference applies. Your military experience counts toward time-in-service for federal pay scale.

You'll need an A&P, but once you're in, it's one of the most respected positions in aviation. You're basically a federal aviation cop.

Best for: AMEs who want job security, federal benefits, and the authority that comes with being an FAA inspector.

Skills translation table (for your resume)

Stop writing "AME" on civilian resumes. HR doesn't know what that means. Here's the translation:

Military Skill	Civilian Translation
Ejection seat maintenance	Maintained and inspected aircraft emergency egress systems with zero-defect standards
Parachute packing and rigging	Packed and inspected personnel parachutes per FAA-equivalent regulations
Oxygen system maintenance	Serviced and tested gaseous/liquid oxygen systems for high-altitude operations
CAD/PAD handling	Handled explosive devices following strict safety protocols and documentation requirements
Pre-flight / post-flight inspections	Conducted detailed safety inspections per technical manuals and airworthiness directives
Life support equipment maintenance	Maintained survival equipment including oxygen masks, G-suits, anti-exposure suits, flotation devices
Technical manual compliance	Executed maintenance procedures following technical publications with 100% accuracy
Discrepancy documentation	Generated detailed maintenance action forms and corrective action reports
Tool control and FOD prevention	Maintained accountability for tools and equipment; enforced foreign object damage prevention

Use active verbs: Maintained, Inspected, Tested, Serviced, Documented, Certified, Troubleshot.

Use numbers: "Inspected 200+ ejection seat systems," "Maintained zero safety incidents over 4 years," "Qualified on 15+ aircraft types."

Drop the acronyms. No one knows what IMRL, MAF, or NALCOMIS means. Spell it out or rephrase.

Certifications that actually matter

Here's what's worth your time and GI Bill benefits:

High priority (get these first):

FAA Senior Parachute Rigger - Your most direct civilian certification. Opens doors to contract work and proves competency to employers. Cost: $2,500-5,000 total (8-day course + exams). Time: 2-3 weeks. Value: Required for most parachute-related civilian jobs. Use GI Bill if possible.

FAA A&P License (Airframe & Powerplant) - The gold standard for aircraft maintenance. Opens every aviation maintenance door. Cost: $0-20,000 depending on how you leverage military experience. Use your military docs to challenge the experience requirement, take prep course, pass exams. Time: 3-6 months if using military experience route. Value: Industry standard certification.

First Aid/CPR/AED Certification - Basic but expected in aviation safety roles. Cost: $50-150. Time: 1 day. Value: Checkbox item for most applications.

Medium priority (if it fits your path):

FAA Master Parachute Rigger - Advanced rigger cert after 3 years. Cost: $1,000-2,000 for additional ratings. Value: Higher pay grade, more specialized work.

ASQ Certified Quality Inspector (CQI) - If you're going the QC/QA route. Cost: $500-800 (cert + study materials). Time: 2-3 months study. Value: Industry-recognized quality credential.

Associate's degree in Aviation Maintenance Technology - If you don't have college credits. Cost: $0 with GI Bill. Time: 2 years. Value: Helps with FAA inspector positions and management track.

AS9100 / ISO 9001 Quality Management training - For aerospace quality positions. Cost: $500-1,500. Time: 3-5 days. Value: Required for many aerospace QC roles.

Low priority (nice to have, not critical):

Composite Repair Technician certification - If you're going into composite airframe work. Cost: $2,000-4,000. Time: 1-2 weeks.

NDT (Non-Destructive Testing) certifications - Level I/II certifications in various methods. Cost: $1,000-3,000 per method. Value: Specialized inspection work, higher pay.

The skills gap (what you need to learn)

Let's be real. There are things you'll need to learn or adjust.

Business writing vs. military writing: Civilian maintenance logs and reports are different than MAFs and VIDS. Less acronyms, more plain English. Take a technical writing course online.

Customer service mindset: In the Navy, the pilot isn't a "customer"—they're just the guy whose ejection seat you're inspecting. Civilian side, especially contractor work, you're serving clients. Adjust your communication style. Be professional, not just technically correct.

Broader systems knowledge: Navy AME is specialized. Civilian aviation roles often require broader knowledge. If you're pursuing A&P, you'll learn engines and general airframe. That's the point of the certification.

Software proficiency: Modern maintenance tracking uses computerized systems. If you only know NALCOMIS and basic MS Office, take a free course in Excel, maintenance software (SAP, Oracle, etc.), or database basics.

Civilian regulations vs. NAVAIR instructions: You know how to follow technical pubs. Civilian side uses FAA regulations, FARs, and manufacturer manuals. Similar mindset, different numbering system. You'll adjust quickly.

Real AME success stories

Tyler, 27, former AME (E-5) → Life Support Equipment Technician at Lockheed Martin

After 6 years maintaining ejection seats on F/A-18s, Tyler got out and used his GI Bill to knock out his FAA Senior Parachute Rigger cert. Applied to Lockheed Martin's F-35 program at Pax River. Started at $82,000, now makes $95,000 after 2 years. Same work he did in the Navy, better pay, no duty sections. Kept his clearance active which helped land the job.

Rachel, 29, former AME → FAA A&P Mechanic at Southwest Airlines

Rachel did 5 years as an AME, got her A&P license using military experience toward the requirements, took a 3-month prep course, passed all exams. Got hired by Southwest at $62,000 starting. Now makes $78,000 after 3 years with airline benefits (free flights for her family). Works nights but has consistent schedule and overtime opportunities. Planning to move into lead mechanic role next year.

Marcus, 31, former AME → Quality Assurance Inspector at Boeing

Marcus did 8 years, made E-6, got out and used his detailed inspection background to land a QA inspector position at Boeing in Renton, WA. Got his CQI certification and leveraged his ejection seat and safety equipment background. Started at $71,000, now makes $88,000 as a senior inspector. Less physical work than being on the line, better hours, and he's on track for QA management.

Action plan: your first 90 days out

Here's what to actually do when you transition:

Month 1: Documentation and assessment

Get your DD-214, keep 10 copies, upload digital version
Request your training jackets and maintenance records from PERSCOM (proof of experience for FAA)
Document every aircraft type you were qualified on
Apply for VA benefits if eligible
Set up LinkedIn profile highlighting life support equipment experience
Research FAA A&P vs. Parachute Rigger certification paths
Identify 5 companies you want to work for (Boeing, Lockheed, Northrop, airlines, MROs)

Month 2: Certifications and networking

Enroll in FAA Senior Parachute Rigger course OR start A&P prep (pick one to start)
Update resume using skills translation table above
Connect with AME veterans on LinkedIn in your target companies
Apply to 10+ positions per week
Attend veteran job fairs and aviation career events
Get First Aid/CPR certification (quick easy box to check)
Contact defense contractor recruiters (many specialize in cleared aviation technicians)

Month 3: Applications and interviews

Complete first certification (Parachute Rigger or A&P prep)
Tailor resume for each application (use keywords from job posting)
Practice interview answers: technical questions about ejection seats, oxygen systems, safety procedures
Follow up on applications with phone calls or LinkedIn messages
Join veteran groups at target companies (Boeing Veterans Network, Lockheed Veteran ERG)
Consider contract/temporary work if direct hire isn't happening yet (gets you in the door)

Bottom line for Navy AME

Your AME experience is specialized, technical, and high-value in civilian aviation.

You've proven you can work on systems where failure means death. You understand regulatory compliance, detailed inspections, and technical documentation. Defense contractors, airlines, and aerospace companies need exactly that skillset.

First-year civilian income of $43K-67K is realistic for entry roles. With the right certifications (FAA Parachute Rigger or A&P), experienced professionals hit $75K-95K within 3-5 years. Defense contractor work on military programs pays $85K-145K for senior positions.

Your two fastest paths:

Get FAA Parachute Rigger cert, apply to defense contractors for life support equipment technician roles
Get FAA A&P license, apply to airlines or MROs for broader aviation maintenance career

Both paths work. Both pay well. Pick the one that matches what you enjoyed most about being an AME.

Don't let anyone tell you your skills are "too specialized" or "only military." They're wrong. You're trained on equipment most civilians will never touch, and that's exactly what makes you valuable.

Ready to translate your AME experience into a civilian career? Use the career planning tools at Military Transition Toolkit to map your skills, track certifications, and find aviation companies hiring veterans.

Bottom Line Up Front

Let's address the elephant in the room

Every AME researching civilian jobs sees the same problem: most people have no idea what you actually do.

You tell someone you're an Aviation Structural Mechanic - Safety Equipment and they think you're changing tires on airplanes or something. They don't get it.

Here's what civilians miss: you maintain the equipment that keeps aircrew alive when everything goes wrong.

You didn't just "work on planes." You:

Inspected and maintained ejection seat systems with zero tolerance for error
Packed and rigged parachutes following strict FAA-equivalent procedures
Serviced oxygen systems (liquid and gaseous) that operate in extreme conditions
Handled explosive devices (CAD/PAD) safely and documented everything
Performed pre-flight, post-flight, and phase inspections on life support systems
Troubleshot complex pneumatic, hydraulic, and electrical systems
Followed technical manuals and maintained detailed maintenance records
Worked with composite materials, fabrics, and specialized safety equipment

Best civilian career paths for Navy AME

Let's get specific. Here's where AMEs land jobs, with real salary data and what you need to make it happen.

FAA Parachute Rigger (most direct translation)

Civilian job titles:

Senior Parachute Rigger
Master Parachute Rigger
Parachute Packer / Inspector
Sport parachute rigger
Military/Government contract rigger

Salary ranges:

Entry-level rigger (sport parachutes): $38,000-$47,000
Senior Parachute Rigger: $45,000-$55,000
Master Parachute Rigger: $55,000-$72,000
Government contract rigger (DoD): $72,000-$96,000
Senior rigger with specialized ratings: $72,000-$124,000+

What translates directly:

Parachute inspection, packing, and rigging procedures
Understanding of FAA regulations (similar to NAVAIR instructions)
Attention to detail and zero-defect mentality
Technical documentation and record keeping
Understanding of fabrics, webbing, and composite materials
Quality control mindset

Certifications needed:

FAA Senior Parachute Rigger (required)—packed 20+ parachutes, pass written/oral/practical exams. Cost: $515 for exams plus 8-day course ($2,000-4,000)
FAA Master Parachute Rigger (for advancement)—3 years experience, 100+ parachutes packed. Higher pay grade.
Four rating types: seat, back, chest, lap (you'll want seat and back minimum)

Your Navy AME experience with ejection seats puts you way ahead. You already understand the systems. Getting FAA certified is mostly paperwork and proving competency.

Best for: AMEs who enjoyed the detailed inspection work and want to continue working with parachutes and life support equipment in a lower-stress environment than active duty.

Aircraft Life Support Equipment Technician (big defense money)

Civilian job titles:

Aviation Life Support Equipment Technician
Life Support Systems Specialist
Aircrew Life Support Technician
Flight Equipment Specialist
Survival Equipment Technician

Salary ranges:

Entry-level life support tech: $43,000-$55,000
Experienced technician (3-5 years): $55,000-$75,000
Government contractor (defense): $65,000-$95,000
Lockheed Martin / Boeing life support tech: $77,000-$145,000
Senior specialist on fighter programs (F-35, F/A-18): $95,000-$130,000

What translates directly: Everything. This is literally your job with a civilian paycheck.

Ejection seat maintenance and inspection
Oxygen mask and regulator servicing
G-suit maintenance and testing
Helmet systems (including HMD on F-35)
Survival equipment and flotation devices
Anti-exposure suits
Emergency locator beacons

Certifications needed:

Your Navy PR "A" School completion (Aircrew Life Support Equipment technician training)—Lockheed Martin and Boeing specifically call this out as a basic qualification
FAA Parachute Rigger (Senior minimum, Master preferred)
Security clearance (Secret minimum, TS/SCI for some programs)
First Aid/CPR

Work-life balance is better than active duty. No deployments, better pay, actual weekends off. But you're still working around flight schedules and may have some irregular hours.

Best for: AMEs who want to keep doing what they're good at for significantly better pay and fewer Navy BS requirements.

Commercial Aviation Maintenance Technician (A&P path)

Civilian job titles:

Aircraft Maintenance Technician (A&P)
Aviation Safety Equipment Mechanic
Cabin Safety Inspector
Aviation Mechanic - Life Support Systems
Airline Ground Equipment Specialist

Salary ranges:

Entry-level A&P mechanic: $47,000-$58,000
Experienced A&P (3-5 years): $65,000-$78,000
Regional airline mechanic: $55,000-$72,000
Major airline mechanic (United, Delta, American): $78,000-$95,000
Senior mechanic (10+ years): $85,000-$120,000

What translates directly:

Aircraft systems knowledge
Troubleshooting mechanical, pneumatic, electrical systems
Following technical manuals and regulations
Pre-flight and post-flight inspection procedures
Tool accountability and FOD awareness
Safety-first mindset

Certifications needed:

FAA Airframe & Powerplant (A&P) license—the gold standard for civilian aircraft mechanics. Requires 18-24 months of approved schooling OR 30 months practical experience (military experience counts). Cost: $10,000-20,000 for school if you can't use military experience. GI Bill covers it.
FAA written, oral, and practical exams—approximately $1,200-1,500 total for all tests

Downside: shift work, nights, weekends, holidays. Upside: airline benefits (free flights), union protection, overtime opportunities, clear pay scales.

Best for: AMEs who want long-term career stability in commercial aviation with strong earning potential and don't mind getting broader aircraft maintenance experience.

Quality Control Inspector / Safety Compliance Specialist

Civilian job titles:

Aviation Quality Control Inspector
Safety Equipment Inspector (QA/QC)
Airworthiness Inspector
FAA Designated Airworthiness Representative (DAR)
Manufacturing Quality Inspector (aerospace)

Salary ranges:

Entry-level QC inspector: $48,000-$60,000
Experienced QC/QA inspector: $60,000-$78,000
Senior inspector (aviation/aerospace): $75,000-$95,000
FAA DAR (independent): $85,000-$130,000
Quality Manager (aerospace): $90,000-$115,000

What translates directly:

Inspection procedures and documentation
Understanding of technical manuals and regulations
Attention to detail and zero-defect requirements
Identifying deficiencies and non-conformances
Technical writing and report generation
Safety culture and accountability

Certifications needed:

ASQ Certified Quality Inspector (CQI)—Cost: $438 for ASQ members, $638 for non-members, plus study materials
FAA A&P license (helpful but not always required)
ISO 9001 or AS9100 training (aerospace quality standards)—$500-1,500
Designated Airworthiness Representative (DAR) certification (advanced)—requires 8+ years experience, FAA approval

Reality check: QC/QA is less hands-on wrenching, more paperwork and inspection. You're the person who signs off that work was done correctly. It's responsibility without getting your hands dirty.

Less physical than turning wrenches. More stable hours. Office time mixed with hangar time. Good career progression into management.

Best for: AMEs who are detail-oriented, enjoy the inspection side of the job, and want to transition toward management without leaving aviation.

Defense Contractor Technical Instructor / Field Service Rep

Civilian job titles:

Life Support Systems Instructor
Technical Trainer - Aviation Safety Equipment
Field Service Representative
Customer Support Engineer
Technical Documentation Specialist

Salary ranges:

Entry-level technical instructor: $55,000-$68,000
Experienced instructor/trainer: $68,000-$85,000
Field Service Representative (with travel): $70,000-$95,000
Senior instructor on military contracts: $85,000-$110,000
Program manager / lead instructor: $95,000-$125,000

What translates directly:

Subject matter expertise in life support equipment
Training junior technicians (like you did with junior AMEs)
Technical writing and curriculum development
Public speaking and classroom instruction
Understanding of training pipelines and qualification standards
Customer service mindset

Certifications needed:

FAA Parachute Rigger certification (credibility)
Your military training records (proof of instructor qualification if you have it)
Public speaking / instructional design courses (helpful but not required)
Security clearance (for military training contracts)

Positions like this at companies like Martin-Baker (ejection seats), SURVITEC (survival equipment), and defense contractors working NAVSEA/NAVAIR contracts.

Best for: AMEs who trained junior sailors, enjoy teaching, and want to leverage technical expertise without getting stuck turning wrenches forever.

Federal Aviation Administration (FAA) Inspector

Civilian job titles:

FAA Aviation Safety Inspector (Airworthiness)
FAA Manufacturing Inspector
FAA Cabin Safety Inspector
Aviation Safety Inspector - Operations

Salary ranges:

FAA Inspector (FG-12 entry): $72,000-$93,000
FAA Inspector (FG-13): $86,000-$111,000
Senior Inspector (FG-14): $101,000-$131,000
Supervisory Inspector (FG-15): $119,000-$154,000

What translates directly:

Inspection procedures and documentation
Regulatory compliance mindset
Understanding of airworthiness standards
Technical knowledge of aircraft systems
Attention to detail

Certifications needed:

FAA A&P license (required for most airworthiness inspector positions)
3+ years of practical aircraft maintenance experience (you've got this)
Bachelor's degree (preferred but not always required)
US Citizenship (required)

Reality check: FAA inspector is the ultimate "I'm the authority" job in aviation. You're the person who decides if an aircraft or repair station meets federal standards.

Excellent federal benefits, pension, job security. Work-life balance is good. Downside: pay tops out lower than senior contractor roles, and the hiring process is slow (6-12 months).

Veteran preference applies. Your military experience counts toward time-in-service for federal pay scale.

You'll need an A&P, but once you're in, it's one of the most respected positions in aviation. You're basically a federal aviation cop.

Best for: AMEs who want job security, federal benefits, and the authority that comes with being an FAA inspector.

Skills translation table (for your resume)

Stop writing "AME" on civilian resumes. HR doesn't know what that means. Here's the translation:

Military Skill	Civilian Translation
Ejection seat maintenance	Maintained and inspected aircraft emergency egress systems with zero-defect standards
Parachute packing and rigging	Packed and inspected personnel parachutes per FAA-equivalent regulations
Oxygen system maintenance	Serviced and tested gaseous/liquid oxygen systems for high-altitude operations
CAD/PAD handling	Handled explosive devices following strict safety protocols and documentation requirements
Pre-flight / post-flight inspections	Conducted detailed safety inspections per technical manuals and airworthiness directives
Life support equipment maintenance	Maintained survival equipment including oxygen masks, G-suits, anti-exposure suits, flotation devices
Technical manual compliance	Executed maintenance procedures following technical publications with 100% accuracy
Discrepancy documentation	Generated detailed maintenance action forms and corrective action reports
Tool control and FOD prevention	Maintained accountability for tools and equipment; enforced foreign object damage prevention

Use active verbs: Maintained, Inspected, Tested, Serviced, Documented, Certified, Troubleshot.

Use numbers: "Inspected 200+ ejection seat systems," "Maintained zero safety incidents over 4 years," "Qualified on 15+ aircraft types."

Drop the acronyms. No one knows what IMRL, MAF, or NALCOMIS means. Spell it out or rephrase.

Certifications that actually matter

Here's what's worth your time and GI Bill benefits:

High priority (get these first):

First Aid/CPR/AED Certification - Basic but expected in aviation safety roles. Cost: $50-150. Time: 1 day. Value: Checkbox item for most applications.

Medium priority (if it fits your path):

FAA Master Parachute Rigger - Advanced rigger cert after 3 years. Cost: $1,000-2,000 for additional ratings. Value: Higher pay grade, more specialized work.

ASQ Certified Quality Inspector (CQI) - If you're going the QC/QA route. Cost: $500-800 (cert + study materials). Time: 2-3 months study. Value: Industry-recognized quality credential.

Associate's degree in Aviation Maintenance Technology - If you don't have college credits. Cost: $0 with GI Bill. Time: 2 years. Value: Helps with FAA inspector positions and management track.

AS9100 / ISO 9001 Quality Management training - For aerospace quality positions. Cost: $500-1,500. Time: 3-5 days. Value: Required for many aerospace QC roles.

Low priority (nice to have, not critical):

Composite Repair Technician certification - If you're going into composite airframe work. Cost: $2,000-4,000. Time: 1-2 weeks.

NDT (Non-Destructive Testing) certifications - Level I/II certifications in various methods. Cost: $1,000-3,000 per method. Value: Specialized inspection work, higher pay.

The skills gap (what you need to learn)

Let's be real. There are things you'll need to learn or adjust.

Business writing vs. military writing: Civilian maintenance logs and reports are different than MAFs and VIDS. Less acronyms, more plain English. Take a technical writing course online.

Real AME success stories

Tyler, 27, former AME (E-5) → Life Support Equipment Technician at Lockheed Martin

Rachel, 29, former AME → FAA A&P Mechanic at Southwest Airlines

Marcus, 31, former AME → Quality Assurance Inspector at Boeing

Action plan: your first 90 days out

Here's what to actually do when you transition:

Month 1: Documentation and assessment

Get your DD-214, keep 10 copies, upload digital version
Request your training jackets and maintenance records from PERSCOM (proof of experience for FAA)
Document every aircraft type you were qualified on
Apply for VA benefits if eligible
Set up LinkedIn profile highlighting life support equipment experience
Research FAA A&P vs. Parachute Rigger certification paths
Identify 5 companies you want to work for (Boeing, Lockheed, Northrop, airlines, MROs)

Month 2: Certifications and networking

Enroll in FAA Senior Parachute Rigger course OR start A&P prep (pick one to start)
Update resume using skills translation table above
Connect with AME veterans on LinkedIn in your target companies
Apply to 10+ positions per week
Attend veteran job fairs and aviation career events
Get First Aid/CPR certification (quick easy box to check)
Contact defense contractor recruiters (many specialize in cleared aviation technicians)

Month 3: Applications and interviews

Complete first certification (Parachute Rigger or A&P prep)
Tailor resume for each application (use keywords from job posting)
Practice interview answers: technical questions about ejection seats, oxygen systems, safety procedures
Follow up on applications with phone calls or LinkedIn messages
Join veteran groups at target companies (Boeing Veterans Network, Lockheed Veteran ERG)
Consider contract/temporary work if direct hire isn't happening yet (gets you in the door)

Bottom line for Navy AME

Your AME experience is specialized, technical, and high-value in civilian aviation.

Your two fastest paths:

Get FAA Parachute Rigger cert, apply to defense contractors for life support equipment technician roles
Get FAA A&P license, apply to airlines or MROs for broader aviation maintenance career

Both paths work. Both pay well. Pick the one that matches what you enjoyed most about being an AME.

Don't let anyone tell you your skills are "too specialized" or "only military." They're wrong. You're trained on equipment most civilians will never touch, and that's exactly what makes you valuable.