How to Fill Out FAA Form 8610-2 (w/Examples) + FAQs

In the world of aviation maintenance, demand for new mechanics is soaring: over 9,000 new A&P mechanics were certified last year, yet the U.S. still faces a projected shortfall of 25,000 mechanics by 2028. If you’re aiming to join these ranks, one of your first hurdles is mastering the paperwork – and that starts with FAA Form 8610-2. This official application is your ticket to the FAA mechanic certificate process. Below, we’ll break down exactly what Form 8610-2 is and how to fill it out without confusion, so you can focus on launching your aviation career.

Why read on? Here are five big benefits you’ll gain from this guide:

• ⏱️ Skip the delays – Fill out your 8610-2 correctly the first time and avoid costly, months-long certification delays.
• 🤝 Impress the FAA examiners – Present a flawless application that earns trust from your FSDO inspector and DME, smoothing your oral and practical exams.
• 🚫 Avoid common pitfalls – Learn the top mistakes others make on this form and how to sidestep them easily.
• 📜 Master the rules – Understand the FAA regulations (Part 65, etc.) behind the form so nothing catches you off guard legally or procedurally.
• 🧰 All scenarios covered – Whether you’re a Part 147 grad, military vet, or experienced tech, get tailored step-by-step guidance for your path to certification.

Step-by-Step: How to Fill Out FAA Form 8610-2 (Quick Start Guide)

FAA Form 8610-2 is the official application for an FAA Mechanic’s Certificate (Airframe and/or Powerplant) – essentially your A&P license – as well as for Parachute Rigger certificates. In simple terms, it’s a two-page form where you input your personal details, eligibility path, and desired ratings, and then an authorized FAA official approves it. Filling out the 8610-2 correctly is crucial: it’s your authorization to take the required exams and the record that you met all prerequisites.

The form connects you with the FAA’s certification process – you’ll typically work with your local Flight Standards District Office (FSDO) or an FAA inspector to get it signed, and later a Designated Mechanic Examiner (DME) will complete it with your test results. Don’t worry, the language on the form may seem technical, but we’ll break it down into clear steps below. By following these steps, you’ll properly fill out the form and understand each part, setting yourself up for success in the certification journey. Let’s get started:

1. Obtain the form: Download the latest FAA Form 8610-2 PDF from the FAA website or pick up a copy at your local FSDO. (If you print it, plan to print two copies – the form is designed to have a duplicate so one copy stays with the FAA and one is for you and your examiner.)

2. Indicate the application type (Top Section): At the very top of the form, you’ll see boxes to check for Original Issuance, Added Rating, or Other. For your first A&P mechanic application, check Original Issuance. (Use “Added Rating” only if you already hold one rating and are adding the other, and use “Other” for administrative changes like a name change or correction.) Next, mark the Certificate Type and Ratings you’re seeking – for example, Mechanic – Airframe & Powerplant if you are going for both. Line through (draw a line through) any rating listed that you are not applying for. (Example: If you only want an Airframe certificate, line through “Powerplant” so it’s clear.)

3. Fill in your personal information (Section I): This section asks for your identifying details, similar to a job application. Provide your full legal name (last, first, middle – match your ID exactly), date of birth, and place of birth. You’ll also fill in physical characteristics used for ID on the certificate: height (in inches), weight (in pounds), hair color, eye color, and sex. Next, enter your citizenship – if you’re a U.S. citizen, check USA; if not, check “Other” and write your country. (If you have dual citizenship, list one and note the other in the Remarks section with proof.) Provide your residential address in block J1 (this cannot be left blank – it’s needed for FAA records).

If your mailing address is different, fill that in block J2 (or mark “Same as J1” if applicable). Tip: Use a stable mailing address because that’s what will print on your certificate. Finally, answer the background questions: Do you hold any other FAA airman certificates? (e.g. pilot, drone, etc – if yes, list the type and number), Have you ever had a certificate suspended or revoked? (yes/no), Do you read, speak, and understand English? (must be “Yes” for mechanics per §65.71), and Have you ever been convicted of drug or substance charges? (yes/no – if yes, provide the date of final conviction). Answer honestly – falsification is illegal and can disqualify you (the FAA will cross-check these, and lying is grounds for denial under 14 CFR 65.20).

4. Specify your basis of eligibility (Section II or III): This is the heart of the form where you show how you qualify to become a mechanic. There are a few paths, so fill out the parts that apply to you:

• Path A – Civilian Experience (14 CFR §65.77): If you gained your mechanic experience on the job (not through a school or military), check the box for “Mechanic – By Experience.” You’ll need to document your work background in Section III (Record of Experience). In the table provided, list each period of relevant employment or experience maintaining aircraft: include the dates (from/to), employer name and location, and a brief description of the type of work you performed (e.g. “Aircraft maintenance technician – worked on Cessna single-engine aircraft, 18 months” or “Repair and overhaul of airframe systems at XYZ Repair Station, 20 months”). Use additional sheets if you need more space, and be thorough – you must show at least 18 months experience for Airframe or Powerplant alone, or 30 months for both. Be prepared to show proof like logbooks, employer letters, or training records when you meet the FAA – we’ll cover that below.
• Path B – Military Experience: If you acquired your skills in the military, check “Mechanic – Military” and complete the military-specific blocks (B1–B3). You’ll enter your branch of service, military occupational specialty (MOS) or job code, and the period of service. If you have a military Certificate of Eligibility (COE) from the Joint Services Aviation Maintenance Technician Certification Council (JSAMTCC), fill in those details in blocks B4–B6 (school/course name, completion date, and the COE number). Essentially, you’re documenting that your military training and roles equate to the civilian experience requirements. Attach a copy of your JSAMTCC certificate or any official documentation as needed. (Military veterans often have extensive training records – don’t hesitate to include them or use the Remarks section if needed to clarify your experience.)
• Path C – Aviation Maintenance School Graduate: If you graduated from an FAA-approved Part 147 Aviation Maintenance Technician School (AMTS), check the box for “AMTS Graduate” and fill out blocks C1–C6. You’ll indicate whether you’re applying as a Graduate or under §65.80 (the latter is a special case where a student nearing graduation can test early – your school will tell you if that applies; otherwise you’re a normal graduate). Provide your school’s name and certificate number, its location, the specific curriculum you completed (Airframe, Powerplant, or combined A&P program), and your graduation date. Importantly, an authorized school official must sign block C8 and date C9 to certify you completed the course (or met §65.80 requirements). If you’re a student, coordinate with your school’s admin – they usually help fill this section out when you finish your program.
• Path D – Parachute Rigger: If you’re applying for a Parachute Rigger certificate instead of mechanic, check this box. You’ll need to indicate the class of rigger (Senior or Master) and provide documentation of your parachute packing/maintenance experience in Section III (for Master Rigger, the FAA requires at least 3 years of experience). Most of this guide focuses on mechanics (A&P), but the form process is similar for parachute riggers.

(Note: If you hold a foreign aviation mechanic license and seek an FAA certificate based on it, you’ll typically fall under the experience path – the FAA will evaluate your foreign credentials as evidence of practical experience per 14 CFR 65.77. Check “Mechanic – By Experience” and be prepared to present your foreign license and work evidence to the inspector.)

5. Attach any required documentation (Attachments box and Remarks): On the form, there’s a section to indicate attachments. Check this and list in the Remarks section any extra documents you’re including. For example, attach copies of your military COE, discharge papers (DD-214), or employment letters verifying your civilian experience. Part 147 graduates usually won’t need extra documents beyond the school official’s signature (your diploma serves as proof of training), but if your name changed since graduation or you have any special situations, you might note it here. The Remarks section can also be used for clarifications (e.g., dual citizenship info as mentioned, or to continue any entries from the experience table if you ran out of space).

6. Do not sign until instructed (Section IV – Applicant’s Certification): Section IV is where you, the applicant, sign and date the form, attesting that all the information is correct and that you’ve received the required privacy and Pilot’s Bill of Rights notices. Important: You must sign this in the presence of the authorized FAA official or examiner – don’t sign it at home in advance. Typically, you’ll bring the filled form to your FAA meeting (or DME test) and sign it when they direct you to. By signing, you also acknowledge that you understand this is an application for a federal certificate and that penalties exist for false statements (again, honesty is key).

7. Get an authorized official to sign off your application: Once you’ve completed your portions, the form isn’t valid until it’s reviewed and signed by the appropriate authority:

• If you’re an experience-based applicant or foreign applicant: Schedule an appointment at your local FSDO to meet with an FAA Airworthiness Safety Inspector (ASI). Bring your filled 8610-2, your proof of experience (logbooks, letters, etc.), and identification. The inspector will verify your identity (they’ll fill out the Applicant ID section with your driver’s license or passport details) and evaluate your qualifications. They may ask you some basic questions about your experience – think of it as an informal interview to ensure your background aligns with what you wrote. If all checks out, the FAA inspector will sign and date the FAA Endorsement section, approving you to proceed with the tests. (If there are deficiencies, they’ll explain what else you need – but if you followed the requirements, you should be fine.)
• If you’re a Part 147 school graduate: Good news – you do not need an FSDO sign-off on your 8610-2 to take the tests. Your school’s endorsement (signature in Section C) and your graduation certificate serve as your authorization. In practice, you can go straight to taking the FAA written exams once you have your graduation certificate. You will still submit the 8610-2 as part of your testing process: you’ll sign it when you start your oral & practical exam, and your DME will verify your school info. But you skip the trip to the FSDO because the FAA has already approved the school’s curriculum. (Make sure to keep your school certificate handy; the testing centers or examiners may ask to see it.)
• If you’re a military applicant with a JSAMTCC COE: Similar to the school grad, your Certificate of Eligibility means no FSDO visit is required up front. You still fill out the form (with your military details in Section B and attach your COE), but that COE itself is your authorization to test. You can proceed to the knowledge exams. When you meet your DME for the practical, you’ll present the completed 8610-2 and COE. The DME or inspector will sign off as needed during the exam process. (Some FSDOs will still review military paperwork if you walk in, but officially the COE spares you from needing an FAA interview for authorization.)

After the appropriate official signs your 8610-2, you’ll receive two signed copies (if it’s on paper) – one for the FAA’s file and one for you. Keep your copy safe; you’ll need it when you go for your exams. At this point, Form 8610-2 becomes your authorization to take the FAA Airman Knowledge Tests for General, Airframe, and/or Powerplant.

8. Proceed with your written tests and O&P exam: With a signed 8610-2 (or school/military sign-off), you’re eligible to tackle the mechanic exams. You must first pass the knowledge tests (written exams) for the ratings you seek. When you go to an FAA-authorized testing center, you’ll typically need to provide your FAA Tracking Number (FTN) (make sure you’ve registered in IACRA to get an FTN beforehand) and show proof of eligibility. If you have an 8610-2 signed by the FAA, that’s your proof – the testing center may ask to see it or at least have you attest you have authorization. (In some cases, the FSDO will enter your eligibility into the FAA’s system, especially if you use IACRA, so the test center might already know. But always carry your signed form or documents just in case.)

After you pass the writtens, you’ll arrange your Oral & Practical (O&P) exam with a DME. Bring your 8610-2 form and all applicable documents to the DME on test day. The DME will check your application, verify your identity again, and then conduct the O&P exam (a hands-on and oral questioning test). As you complete each section of the test (General, Airframe, Powerplant), the DME will mark the results on your 8610-2 in the corresponding section (they’ll indicate Pass/Fail and any codes for failed topics). If you pass all portions, the DME will sign the Authorized Representative or Examiner’s signature area on the form, which affirms you’ve met all requirements. You’ll then sign the applicant certification (if not already) to accept the temporary certificate.

9. Submit and receive your certificate: After a successful O&P, the DME will issue you a temporary mechanic certificate (paper printout) so you can immediately exercise your new privileges. The DME or FSDO will forward your 8610-2 and test results to the FAA Airmen Registry for processing. In a few weeks, you’ll receive your permanent plastic Airframe and/or Powerplant license in the mail. Congratulations – you’re now an FAA-certified mechanic! 🎉 (If for some reason you didn’t pass a portion of the tests, your 8610-2 is still valid for retesting. You have 24 months from the date you pass your first test to pass all the required tests. For example, once you pass any written exam, a two-year clock starts to finish the remaining written and practical tests for that rating. If the 24 months expire, you would need to reapply with a new 8610-2 sign-off to continue.)

Steer Clear of These Common 8610-2 Mistakes

Even a well-intentioned applicant can slip up on paperwork. Avoid these common mistakes on FAA Form 8610-2 to save yourself headaches:

• Incomplete or blank fields: It sounds basic, but double-check every field. One of the most frequent errors is leaving something blank – for example, not entering a height/weight, or forgetting to answer a yes/no question. Don’t skip any boxes. If a question truly doesn’t apply, mark it “N/A” or draw a line through the unused space, so the inspector knows you didn’t overlook it.
• Name mismatches: Ensure the name on your form exactly matches your legal ID and any FAA records. If you’ve changed your name (marriage, etc.), use the “Other” application type and note the change. A mismatch between your ID and application can halt your processing. It’s critical for background checks and for printing your certificate correctly.
• Wrong application basis: Be sure you check the correct eligibility path. Some applicants accidentally mark the wrong box (e.g. checking “Military” when they actually need to apply via civilian experience because they didn’t get a COE). This can confuse the reviewer. Tip: If you did both military and civilian work, or you are a school grad who also has experience, choose the primary basis you want to use. The FAA will evaluate all your experience, but your form should clearly align with one path.
• Missing signatures or dates: If you’re a student or 65.80 applicant, don’t forget the school official’s signature and date in Section C. Without it, the form isn’t valid as an authorization. Similarly, if you attach any affidavit or extra statement, you might need to sign those too. And of course, you must sign and date the applicant certification (Section IV) in front of the inspector or DME. An undated or unsigned application will be rejected – the FAA cannot accept an application that isn’t properly certified.
• Illegible entries: If filling by hand, write clearly in ink (black ink is preferred). Many forms get sent back because someone couldn’t read a scrawled phone number or address. Use block letters if your handwriting is rough. Remember, this form becomes a legal record – you want it neat. If your handwriting is truly a problem, consider using the fillable PDF version to type in your info before printing.
• Not bringing required proof: A perfectly filled 8610-2 won’t help if you show up to the FSDO empty-handed. A common mistake for experience applicants is failing to bring evidence of the required time. The inspector needs to see proof of your 18 or 30 months of work on aircraft. This could be employer letters, logbook entries, training certificates, or even pay stubs that span the time period. For military folks, bring your COE, service records, or training certificates. For Part 147 grads, bring your diploma/certificate of completion. Don’t assume the FAA will take your word for it – show documentation.
• Forgetting the 24-month rule: This isn’t a form entry mistake, but it’s a timeline mistake. Once your application is signed off, the clock starts when you pass your first test. Many applicants don’t realize they only have 24 months to pass all required tests (written, oral, practical) for that certificate. If you let that period lapse, your earlier test results expire and you’ll need a new 8610-2 authorization to start over. Avoid this by scheduling your exams in a timely manner – don’t wait a year after your sign-off to take the writtens! Make a plan to complete everything within two years (most people do it in a few months).
• Using outdated forms: The FAA periodically updates Form 8610-2 (the latest version has improved instructions and includes the Pilot’s Bill of Rights notice). Using an old edition of the form can lead to minor discrepancies or missing fields. Always use the current version from the FAA website. If you already have an older paper copy, check the lower left corner for the form edition date and verify it’s the latest. When in doubt, print a fresh one.

By sidestepping these pitfalls, you’ll present a clean, error-free application. FAA inspectors and DMEs appreciate applicants who take the paperwork seriously – it shows professionalism and attention to detail (qualities you’ll need as a certified mechanic!). Double-check everything on your 8610-2 before you submit it, and you’ll greatly increase your chances of a smooth, one-and-done approval.

Who Needs Form 8610-2? Real Examples for Mechanics & Repairmen

FAA Form 8610-2 is primarily for aspiring aircraft mechanics, but it comes into play in several scenarios. Let’s look at a few real-world use cases to see how different applicants use this form (or its counterparts) on the road to certification:

• Aviation Maintenance Student (Part 147 School): Scenario: Jamie is about to graduate from an FAA-approved aircraft maintenance program. They’ve completed all coursework for the Airframe and Powerplant ratings. Use of 8610-2: Before Jamie can take the FAA exams, their school will help fill out Form 8610-2. The school’s authorized official signs it to certify Jamie’s training. Jamie doesn’t need an FSDO signature – the signed graduation certificate is enough. Jamie then takes the written tests and brings the form to the DME for the O&P. Outcome: Jamie passes the exams, the DME signs off the form, and Jamie gets certified as an A&P mechanic.
• Military-to-Civilian Transition: Scenario: Alex has 8 years of aircraft maintenance experience in the Air Force. They worked on military helicopters and have a JSAMTCC Certificate of Eligibility for civilian A&P testing. Use of 8610-2: Alex fills out Form 8610-2 citing military service (including branch, rank, MOS). Because of the COE, Alex doesn’t need a pre-approval at the FSDO. They attach a copy of the COE to the form. Alex proceeds directly to take the FAA knowledge tests. Later, Alex meets a DME for the O&P exam, showing the completed 8610-2 and military documents. Outcome: After passing, the DME signs the form. Alex becomes an FAA-certified mechanic, translating military experience into a civilian credential.
• Experienced Civilian (Part 65 applicant): Scenario: Sam has been working at a local airport repair shop for 3 years, gaining hands-on experience instead of attending school. Use of 8610-2: Sam fills out the form indicating the basis as civilian experience. They meticulously list 36 months of work in Section III (covering both airframe and powerplant tasks). Sam makes an appointment at the FSDO, bringing logbook entries and a letter from their employer confirming the work and duration. An FAA inspector reviews and, impressed with the thorough documentation, signs Sam’s 8610-2 to authorize testing. Sam passes the three written exams over the next couple of months, then takes the O&P with a DME (using the same 8610-2 form for results). Outcome: Sam successfully earns the A&P certificate. The 8610-2 served as proof of eligibility and tracked the entire process from authorization to completion.
• Repairman Certificate Applicant: Scenario: Lee works for a repair station specializing in avionics, and their employer wants to get them an FAA Repairman Certificate for the specific job role. Use of 8610-2: Trick question – they don’t use 8610-2! Repairman certificates require a different form (FAA Form 8610-3) and a separate process. Lee’s employer will nominate them, and they’ll apply through the FSDO with that repairman application. Why it matters: We mention this because sometimes folks confuse the mechanic (A&P) process with repairman. Repairmen are Part 65 certifications too, but are limited to specific duties and require employment sponsorship. No written or practical exams are needed, but FAA vetting and forms are still required. So if you’re pursuing a repairman certificate (e.g. for a Light-Sport Aircraft manufacturer or a repair station), remember you’ll be dealing with 8610-3 instead, and likely an interview with an inspector.

As you can see, Form 8610-2 most commonly applies to mechanic (A&P) candidates, whether they come from schools, military, or on-the-job backgrounds. The form ensures everyone documents their qualifications in a standard way. Below is a quick comparison of how three common applicant types handle the 8610-2 process:

Applicant Scenario	How to Handle FAA Form 8610-2
Part 147 School Graduate	Fill out personal and school info on 8610-2. Have your school’s authorized official sign the form (verifying your completion). No FSDO visit needed. Use the signed form plus your graduation certificate to take knowledge tests. Then bring it to the DME for your O&P exam.
Military Trained Mechanic	Fill out 8610-2 with your military service details (branch, MOS, etc.). Attach your JSAMTCC Certificate of Eligibility (COE) or evidence of training. No FSDO visit needed if you have a COE. Proceed to FAA tests, then present the form and COE to your DME at the O&P exam for final sign-off.
Civilian Experience (Part 65)	Complete 8610-2 with detailed record of your work experience (employers, dates, duties). Schedule an appointment at your local FSDO. Bring proof of your 18–30 months experience. An FAA inspector will review and sign your 8610-2 if satisfied. With that sign-off, take your written exams, then use the form when you test with the DME for your O&P.

Each path converges at the same point: a signed 8610-2 and successful completion of exams lead to an FAA mechanic certificate. By understanding your route and following the requirements, you ensure that Form 8610-2 works for you as a stepping stone, not a stumbling block.

(One more scenario to note: If you already hold an A&P certificate and are pursuing an Inspection Authorization (I.A.), you won’t use 8610-2 – instead, you’d use Form 8610-1 for the I.A application. The I.A. is a separate authorization for experienced mechanics, requiring at least 3 years as a certificated mechanic and a special test. It’s beyond the scope of this guide, but keep it in mind for your future career development!)

The Law Behind the Form: Regulations and Rules Impacting 8610-2

Why does the FAA make you fill out a form and jump through these hoops? The answer lies in the legal foundations of aviation certification. FAA Form 8610-2 isn’t just bureaucratic busywork – it’s a tool to enforce the regulations that keep our skies safe. Here’s how federal (and even state) laws tie into the process:

• 14 CFR Part 65 – Certification of Airmen Other Than Flight Crewmembers: This is the primary regulation governing mechanics, repairmen, and others like parachute riggers. Subpart D of Part 65 (sections 65.71–65.95) lays out the rules for mechanic certificates. For example, it specifies eligibility requirements: minimum age 18, ability to read/speak English (§65.71), necessary experience or training (§65.77), and passing of all tests within 24 months (§65.71(a)(2)). When you fill out 8610-2, you are essentially declaring that you meet these regulations. The form’s questions about English proficiency, prior certificates, and suspensions/revocations directly stem from Part 65 rules (e.g., §65.11 and §65.12 deal with certificate denial in certain cases). Bottom line: Part 65 is the rulebook, and 8610-2 is how you show you’ve followed it.
• Proof of experience or training (the law requires it): Part 65 (§65.77) says an applicant must present satisfactory evidence of the required experience. That’s why the FAA inspector won’t sign your form until they’re convinced you have the experience hours or the right training credentials. If you’re using a military or school certificate, those are recognized by the FAA under policy agreements (e.g., the FAA trusts a Part 147 school’s curriculum or the JSAMTCC’s vetting). Those policies are rooted in law too – 49 U.S. Code gives the FAA authority to accept military training towards civil certificates. On the other hand, if you can’t prove your experience, the law bars the FAA from just “taking your word for it.” Hence, the interview and evidence requirement at the FSDO.
• The Pilot’s Bill of Rights & Investigation Notice: You might notice that along with Form 8610-2 comes a Written Notification of Investigation (thanks to the Pilot’s Bill of Rights legislation). By law, whenever you apply for a certificate and the FAA might investigate your qualifications, they must notify you of your rights. The Privacy Act statement is also included, informing you how your data will be used. When you sign the application, you’re acknowledging these notices. These legal requirements ensure transparency – the FAA can’t secretly penalize you or use your info outside of certification purposes without letting you know. It’s a consumer protection layer added to the process in recent years.
• False statements and penalties: As mentioned, 14 CFR 65.20 (and broader laws like 18 U.S.C. §1001) make it a federal offense to knowingly falsify or forge any application or certificate. What does that mean for you? Simply that everything you put on 8610-2 must be truthful and verifiable. If someone is tempted to, say, invent a fictitious work history to meet the 30-month requirement, they risk not only denial of the certificate but also permanent revocation of any FAA certificates and potential legal prosecution. The form has you certify that all statements are true; that signature carries the weight of law.
  • The FAA takes fraud seriously – they’ve taken action against applicants who lied (and mechanics who sign off false records). The safest path: be honest and accurate, even if your experience is borderline. The FAA inspector might allow certain things or suggest ways to gain what you lack, but if you lie, you’re done.
• State IDs and personal information: While certification is federal, you’ll often use state-issued identification (like a driver’s license) for the Applicant ID section. The FAA requires a government photo ID check to prevent imposters. This is one place state laws indirectly matter: for instance, if your state ID name doesn’t match because of a recent marriage/divorce name change not updated yet, you could hit a snag. Always ensure your IDs and legal documents are up to date to avoid a state record mismatch.
  • Also, if you have any state or federal criminal convictions (especially drug-related), note that 14 CFR 65.12 empowers the FAA to deny or suspend a certificate for up to a year after a narcotics conviction. That’s why the form asks about drug convictions – the FAA complies with federal law that aims to keep airmen free of drug-related offenses. So, if you unfortunately have a conviction, you might have to wait until the eligibility period passes. This is a legal hurdle outside the form itself, but it’s something the form surfaces through that yes/no question.
• Changing your certificate details: Once you are certified, certain changes (like legal name changes, citizenship changes, or gender designation changes) require notifying the FAA. In fact, 14 CFR 65.21 mandates mechanics to update the FAA with address changes, and §65.16 covers name changes (which require documentation). How do you do that? You actually use FAA Form 8610-2 (or the appropriate airman application) again, marking the “Other” box and specifying the change (e.g., “Change of Name” or “Change of Nationality”).
  • This is another legal use of the form – it’s not only for initial issuance, but also how you comply with the law to update your certificate. For example, if you got married and changed your last name, you’d fill out a new 8610-2, check “Other,” write “Name change from ___ to ___” in the space, and submit it with a copy of your marriage certificate or court order. The FAA will issue you an updated mechanic certificate.

In summary, FAA Form 8610-2 is deeply rooted in the regulations. It might feel like a lot of paperwork, but each line on that form has a purpose in the eyes of the law. It ensures you meet age, language, and experience requirements; it documents that you haven’t run afoul of rules that would bar you from certification; and it provides a trail that the FAA can audit or reference to maintain the integrity of the mechanic certification process. By understanding the “why” behind each part of the form, you’re not only filling it out correctly – you’re also appreciating the safety and legal standards that have made aviation as safe as it is. Think of it this way: every mechanic who signs that form is agreeing to uphold FAA standards, and that’s a big reason aviation trusts its certified mechanics with complex machines and lives. So as you complete your 8610-2, know that you’re stepping into a regulated but rewarding profession, with rules that back up the responsibilities you’re about to take on.

Pros and Cons of the FAA 8610-2 Process

Every step in the FAA mechanic certification journey has its upsides and downsides. Here’s a quick look at the pros and cons of using FAA Form 8610-2 and the associated process to get your A&P certificate:

Pros	Cons
Official & Structured: Provides a clear, step-by-step path vetted by the FAA, so you know you’re meeting all requirements before investing in exams.	Time-Consuming Appointments: Often requires an in-person visit to a FSDO (for experience applicants), which can mean scheduling delays or travel if you’re far from an office.
Built-in Guidance: The latest form includes instructions and your FAA inspector/DME will guide you through any tricky parts – ensuring errors are caught before your certification is processed.	Paperwork Pitfalls: Filling forms can be confusing for first-timers. A small mistake (missing info or box checked wrong) can cause paperwork to be rejected, adding frustration.
Eligibility Assurance: When your 8610-2 is signed, you have proof of eligibility that testing centers and examiners recognize. This prevents you from wasting time taking tests you aren’t qualified for.	Bureaucratic Feel: The process can feel bureaucratic – multiple signatures, duplicate copies, and formal endorsements. It’s not as quick as simply signing up online for a test; you must satisfy the FAA’s verification steps.
Personal Interaction: Meeting an FAA inspector or DME allows you to ask questions, get advice, and build rapport. It’s a chance to ensure you understand the next steps (and sometimes get career tips!).	Nervous Interviews: That same in-person meeting can be nerve-wracking. Applicants often worry about being “grilled” by the FAA. (In reality, it’s usually cordial, but it’s still an interview that some might find stressful.)
Digital Option Available: If paperwork isn’t your thing, IACRA (online application) is an alternative. It reduces handwriting errors and can speed up data entry. (You’ll still have to meet an examiner/inspector to sign electronically.)	Must Finish in 24 Months: Once you start by getting your form signed and pass a test, you’re on the clock. The 24-month window to finish all exams can pressure some applicants, especially those juggling full-time jobs or deployments.

Overall, the 8610-2 process is thorough for good reason – it protects you and the industry by making sure every new mechanic is properly vetted and qualified. The cons are mostly about the time and diligence required, but considering the stakes (your career and safety), it’s a reasonable trade-off. Many applicants find that the “red tape” is manageable, especially if you come prepared and informed (which this guide ensures you are!). The pros – like having a clear roadmap and FAA support – ultimately help you reach your goal of certification with confidence.

(One extra “pro” once you’re certified: having gone through this process, you’ll be familiar with FAA forms and procedures – a useful skill as you advance in aviation. Down the line, whether you’re filling out an 8610-1 for an Inspection Authorization or simply logging maintenance records, your experience with 8610-2 will have taught you the importance of accuracy and compliance.)

Key Players & Terms in the Mechanic Certification Journey

Getting your mechanic certificate means interacting with a whole ecosystem of organizations, regulations, and acronyms. Let’s decode some key terms and entities you’ll encounter (and how they connect to FAA Form 8610-2 and your certification path):

• FAA (Federal Aviation Administration): The U.S. government agency that oversees all civil aviation. They set the rules (like Part 65) and issue your certificate. Form 8610-2 is an FAA form, and when you submit it, you’re dealing directly with the FAA (usually through a local representative). Think of the FAA as the “big boss” ensuring you meet national standards.
• FSDO (Flight Standards District Office): These are the FAA’s field offices spread around the country. An FSDO is where FAA Aviation Safety Inspectors work. Your local FSDO is your go-to place for submitting Form 8610-2 if you need an in-person review (experience and foreign applicants will go here). FSDOs also handle pilot certs, repair station oversight, etc., but for you, it’s where an inspector will approve your mechanic application. You can find your nearest FSDO via the FAA website. Pro tip: always call ahead for an appointment – walk-ins are not always accepted, as inspectors might be out in the field.
• ASI (Aviation Safety Inspector): This is the title of the FAA personnel at the FSDO who reviews and signs your 8610-2. Specifically, you’ll see an Airworthiness ASI (since mechanics fall under airworthiness). They typically have years of maintenance experience themselves. The ASI’s job is to verify applicants meet requirements and to conduct tests or inspections as needed. When you meet them, they’re essentially the gatekeeper who lets you move on to testing. They’ll also be the one to contact if you have questions or issues with your application. Remember, they’re not your adversary – they’re there to help ensure everything is correct. Be polite, professional, and honest with them; it goes a long way.
• DME (Designated Mechanic Examiner): A DME is a private individual, authorized by the FAA to conduct mechanic oral & practical exams. They are experienced A&P mechanics (often with Inspection Authorization and industry expertise) who have been appointed to test new applicants. Once you’ve passed your written exams, you’ll schedule your O&P with a DME. They act on behalf of the FAA during the test. On the 8610-2, the DME will sign in the examiner’s section and enter your test results. They essentially close out the process by recommending you for certification if you pass. Connection to FSDO: DMEs report to the FSDO that manages them – the FAA oversees their activities. Sometimes, if you’re in a remote area without a nearby FSDO, a DME might be your first point of contact; they can help coordinate with the FAA to get your application processed (especially with IACRA, where a DME can digitally sign off your experience in some cases).
• Part 65: This refers to Title 14 of the Code of Federal Regulations (CFR), Part 65. It’s essentially the rulebook for mechanics, repairmen, parachute riggers, and dispatchers. When we say “Part 65 applicant,” we generally mean someone certifying under those rules (often shorthand for experience-based mechanics, since pilots are Part 61, etc.). Part 65 is broken into subparts: A (general requirements), D (mechanics), E (repairmen), F (parachute riggers), and others (B for air traffic controllers, C for dispatchers, etc.).
  • Knowing Part 65 is critical – it’s where you find what you need to be eligible, what tests to take, and even what privileges and limitations your certificate will have. This guide has cited a few sections: §65.77 (experience), §65.75 (the tests you must pass), §65.79 (skill requirements, which translate to the practical test), §65.80 (student pre-testing permissions), etc. As a future mechanic, being familiar with Part 65 and related FAA Orders or Advisory Circulars will make you more informed and prepared.
• A&P Certificate: Short for Airframe and Powerplant certificate, this is the mechanic’s license you’re after. It’s one certificate with two ratings (Airframe and Powerplant). You can be certified with either or both ratings. An A&P mechanic can inspect, repair, and maintain aircraft structures (airframe) and engines (powerplant) and approve them for return to service (in most cases). The A&P is often a gateway to jobs with airlines, repair stations, general aviation maintenance shops, and more. It’s also a stepping stone to further credentials. Important: the A&P is a technician’s certificate, not a mechanic’s “license” in the driver’s license sense – it doesn’t expire (except if surrendered, suspended, or revoked), and you don’t “renew” it annually. However, you must stay active to exercise all privileges (like the 24-month activity requirement to use an Inspection Authorization, etc.). When filling 8610-2, you specify if you’re going for Airframe, Powerplant, or both – hence those are the “ratings” on the certificate.
• I.A. (Inspection Authorization): Often mentioned in the same breath as A&P, the Inspection Authorization is an additional qualification A&P holders can earn. It allows a mechanic to perform and sign off on annual inspections, major repairs/alterations, and other advanced duties that a standard A&P cannot do alone. The I.A. is obtained by having your A&P for at least 3 years, being actively working, and then passing a written exam (and renewal requirements every two years). While it’s not directly related to the initial 8610-2, we bring it up because many mechanics pursue it after a few years in the field. It uses Form 8610-1 to apply.
  • Why it matters now: if you’re reading up on FAA forms and certification, you might stumble on “8610-1” or “I.A.” – just remember, that’s a later step in a mechanic’s career, not something you worry about until you have your A&P and some experience. But it’s good to know what it is, as you might hear your mentors or coworkers mention it.
• AMT School (Part 147 School): These are the Aviation Maintenance Technician schools governed by 14 CFR Part 147. We referenced them as a path to eligibility. Part 147 schools undergo FAA approval and teach a curriculum that aligns with the Airman Certification Standards (ACS) for mechanics. Graduating from one means you’ve covered the requisite knowledge and skills, and thus you’re allowed to take the tests without further experience. In the context of 8610-2, a Part 147 graduate’s key interaction is that a school official signs the form instead of an FAA inspector. The school essentially vouches that “this student completed our program and is ready for testing.” Part 147 and Part 65 interact: Part 65.77 says “or present a certificate of graduation from a Part 147 school” as an alternative to experience – hence the two paths.
  • As an applicant, if you’re still in school, be proactive in understanding when and how the school provides your paperwork. Some schools hold events with an FAA inspector visiting to sign all graduating students’ forms (though with the new rules, that’s not needed, they might still invite FAA to talk). Others simply give you the signed 8610-2 along with your diploma. Either way, your school is a key entity in the process if you go this route.
• Airman Knowledge Test (AKT) & Airman Certification Standards (ACS): While not “entities,” these terms will pop up as you move from the form to the exams. The AKT is just the FAA jargon for the written exams. When you register, you’ll use your FTN (FAA Tracking Number) which you got via IACRA or the FAA’s system. The form instructs you to get an FTN before testing – this number will appear on your test results and eventually on your certificate. The ACS are the standards that describe the knowledge and skills you’ll be tested on (replaced the older Practical Test Standards).
  • For example, there’s an ACS for General, Airframe, and Powerplant. Knowing this doesn’t change how you fill 8610-2, but it’s part of the semantic web of mechanic certification. Your DME will refer to ACS codes if you miss something. If you see codes on your 8610-2 or test reports (like “AMG 1.A.K2” etc.), that’s referencing a specific task in the ACS.
• Repairman Certificate: We touched on this earlier, but to clarify in the terms list: a Repairman is a certificated person under Part 65 who is not a mechanic but has special authorization for certain tasks. Two common types: Repairman (Experimental Aircraft Builder) – for individuals who built their own homebuilt aircraft, allowing them to do its annual condition inspections; and Repairman (Repair Station) – for technicians employed at FAA-certified repair stations, where a specific skill (like avionics repair) is authorized.
  • Repairmen certificates are limited to specific duties or a specific aircraft and are only valid as long as the person is employed in that role or owns that aircraft. The reason repairmen matter here is to avoid confusion: sometimes an employer might say “we’ll get you an FAA repairman certificate” as an alternative if you don’t have an A&P. It’s not interchangeable with an A&P – it’s narrower. And again, it uses Form 8610-3, not 8610-2. As a career consideration: if you plan to work broadly in aviation maintenance, an A&P is far more portable and valuable. Repairman makes sense in niche cases.

Evidence You Need & Comparing Certification Paths

One size doesn’t fit all in the journey to becoming a certified mechanic. Let’s compare the different paths to certification and what kind of evidence or documentation each requires. This will highlight how FAA Form 8610-2 is used slightly differently in each case, and how other certification types (like repairman or foreign conversions) stack up:

• Path 1: Graduate from a Part 147 AMT School – Evidence required: your certificate of completion (diploma) from the school. The FAA trusts that this diploma means you’ve covered all necessary training. On 8610-2, the school official’s signature and the graduation date serve as the evidence. No work experience documentation is needed because the curriculum itself is deemed equivalent to the experience requirement.
  • Process comparison: This is generally the smoothest path – you exit school, fill the form, and go straight to tests. It’s structured and relatively quick (assuming ~2 years of school). The downside is the time and cost spent in school, but you benefit from formal education and often a high first-time pass rate on tests (since schools prepare you well).
• Path 2: Civilian On-the-Job Experience (the “65.77” path) – Evidence required: Proof of at least 18 months (for A or P) or 30 months (for A&P) of practical experience in aircraft maintenance. This can be a mix of documentation: letters from employers, detailed logbooks signed by supervisors or A&Ps, employment records, tax documents showing you worked in maintenance, or even sworn affidavits from people who can attest to your work. Quality matters over quantity – an inspector will look at whether the experience was relevant (e.g., fixing cars doesn’t count, it needs to be aircraft). On 8610-2, you list the experience, but the backup proof must be shown in person. Process comparison: This route can be equally effective but is more variable.
  • Some people accumulate experience in as little as 18 months (if going for one rating) or 30 (for both) and go get signed off – great if you have easy access to aircraft work. Others might take years to get sufficient experience, especially if they can only work part-time or on limited systems. The advantage is you’re earning money and real-world skills as you go, without school tuition. The challenge is ensuring your experience is comprehensive enough to pass the tests (studying on your own is a must). Also, convincing an inspector you truly have the depth of experience can be a bit like a job interview – you need to be prepared to discuss what you’ve done.
• Path 3: Military Experience – Evidence required: your military training records and service documentation. The ultimate evidence is the JSAMTCC Certificate of Eligibility for those who go through that program (it’s essentially a golden ticket saying “this vet meets FAA requirements”). If you don’t have a COE, you can still apply with your raw military records – the inspector will compare your MOS duties and training to the civilian requirements. Often, the maintenance officer’s logbook sign-offs, performance reports, and training certificates will be used as proof. On 8610-2, you note the military details, but you should bring things like your DD-214 (discharge paper), any certificates from tech school (e.g., Army Aviation Logistics School, Navy’s A School, etc.), and letters from supervisors if possible.
  • Process comparison: The military path is typically very well-regarded; the FAA knows the quality of military maintenance training. With a COE, it’s arguably the fastest – you might finish your service, get the COE, and immediately go for testing. Without a COE, you might have to do a bit more explanation at the FSDO, but it’s still usually smoother than a pure civilian path because your experience is documented in a structured way. The key advantage is breadth of experience – military techs often work on a variety of systems and large teams, which can give a great knowledge base for the tests.
  • The challenge can be translating military terms to civilian terms (different equipment, maybe less experience on small general aviation planes if you worked only on fighters or big transports). But many study guides exist to help bridge any knowledge gaps.
• Path 4: Foreign License Holder – Evidence required: your foreign mechanic/engineer license, and proof of your experience under that license (FAA requires at least 6 months of actual work in the scope of that license, per §65.77). For example, if you were an EASA B1.1 licensed engineer or held a Canadian AME license, you’d bring those credentials and any work records. The FAA will evaluate if the foreign license and your work meet U.S. standards. On 8610-2, you’d still fill the experience section (perhaps listing your foreign employment), and likely mark “Mechanic – By Experience.”
  • Process comparison: This is a special subset of the experience path. The benefit is you already have structured training and possibly passed tough exams abroad, so you might just need to learn the FAA-specific regulations and procedures to pass their exams. The challenge is convincing the FAA that your experience is equivalent – sometimes foreign-trained folks have to explain differences in terminology or practice.
  • There might also be immigration considerations (the FAA issues certificates to non-U.S. citizens too, but you must provide identity and eligibility like anyone else). Generally, if you hold a well-recognized license (like from EASA, Canada, UK, etc.), the FSDO inspectors have some guidance on how to process you. Just be ready to show detailed evidence of what you’ve done.
• Path 5: Repairman Certificate – Evidence required: You need a letter of recommendation from your employer (or in the case of an experimental amateur-built aircraft, an affidavit and aircraft registration proving you built the plane). The employer letter should state that you are employed, what specific job you will perform, and that you are qualified to perform that function.
  • For example, a repair station might say “We request a repairman certificate for John Doe to function as an Instrument Repairman for XYZ Avionics, FAA Repair Station #12345. He has 5 years of experience in bench-testing and repairing navigation radios.” The FAA inspector will evaluate your background (they may ask for a resume or evidence of training in that specialty) and the need for the certificate. On Form 8610-3 (remember, repairman uses 8610-3), you fill similar info, and your employer signs as the recommender. Process comparison: This path is entirely separate from the mechanic cert.
  • It doesn’t require passing FAA mechanic tests. It’s usually quicker – you apply at FSDO, maybe have a short interview, and if approved, the certificate is issued. However, it’s limited in scope and valid only while you’re with that employer or owning that aircraft. If you leave the job or sell the plane, the certificate is no longer effective. Also, a repairman cert doesn’t let you work on just any aircraft – only the specific category or station privileges. The upside is, for those who don’t want to go through A&P exams and only need a narrow authority, it’s a viable route. But it’s not as broadly marketable as an A&P.
• Path 6: Additional Rating (Adding A or P later) – Evidence required: If you’re already a mechanic with one rating and you’re applying to get the other (say you have Airframe and now want Powerplant), you need to show evidence of the required experience for the new rating (18 months) or training equivalent. Perhaps you went back to school for the second rating, or you gained experience working on engines. You’d fill out a new 8610-2, check “Added Rating,” and go through a similar process with the FSDO or school. Process comparison: Adding a rating is usually easier because you’re already in the industry and understand the process. Many mechanics do this if they got a job that only needed one rating but later want the full A&P. Just remember, you’ll have to pass the written, oral, and practical for the added rating too.

Comparing the outcomes: In the end, whether you came via school, military, or experience, you earn the same A&P certificate (there’s no distinction on the card about how you got there). The knowledge and skill standard is equal for all – everyone must pass the same FAA exams. The paths differ in how you get authorization to take those exams. School gives you structured knowledge; experience gives you hands-on skills (but you must self-study more perhaps); military gives a bit of both with unique equipment exposure. Repairman is a different outcome altogether (a different certificate type) and is not an A&P. Some individuals choose repairman if they only ever want to work in a specific niche and their employer supports it – but many eventually still get an A&P for broader opportunities.

Evidence tips: Whatever path, keep a personal file of all relevant documents – don’t toss anything! If you ever have to reapply or apply for something else, those proofs come in handy. For example, say you let 24 months lapse and have to get a new sign-off – having all your previous experience letters or your old signed 8610-2 can make the renewal easier. Or if you move jobs and need to show another FSDO your background, having copies of training certs or the original 8610-2 is useful. For military folks, once you leave service, it can be harder to get documents, so secure them while you’re in. For students, keep copies of transcripts and course outlines if possible (just in case of any question).

In comparing certification paths, there’s no “best” for everyone – it depends on your situation (time, money, opportunities). But there is a best approach: be thorough and proactive with your evidence and paperwork. The FAA’s job is to ensure you’ve earned the right to be a certified mechanic, and if you hand them a well-organized packet (complete form, neat attachments, clear evidence), you make their job easier. That often translates to a quicker approval for you. The extra effort to gather and present strong evidence is worth it – it’s literally the evidence of your hard work and ticket to the exams.

FAQs – Quick Answers to Common 8610-2 Questions

You’re not the first (or last) person to navigate the FAA mechanic certification maze. Here are answers to some frequently asked questions, drawn from real applicants on forums and discussions. Each answer starts with a “Yes” or “No” for quick scanning, followed by a brief explanation:

• Q: Do I need FAA Form 8610-2 if I graduated from a Part 147 school?
  A: No. Part 147 graduates don’t need an FAA inspector’s sign-off on 8610-2; your graduation certificate itself authorizes you to test. (You will still complete the form and have your school sign it, but you can go straight to the exams without a FSDO visit.)
• Q: Does an 8610-2 authorization ever expire?
  A: No. A signed 8610-2 itself does not have an expiration date. However, once you pass your first test (written or practical), you have 24 months to pass all the remaining tests for that rating. Failing to do so means you’d need a new authorization (a new 8610-2 sign-off) before testing again. So, the form won’t expire sitting in your drawer, but the testing clock starts with your first exam pass.
• Q: I’ve heard I need two copies of Form 8610-2 – is that true?
  A: Yes. The form is designed as a duplicate. When you get it signed off, one copy stays with the FAA (at the FSDO or with your DME to send in) and one copy is for you. If you print the form from online, print and fill out two identical copies so there’s a spare. The examiner or inspector will stamp/sign both. You’ll carry your copy through to your O&P exam, and eventually it’s your record of passing (until your actual certificate arrives).
• Q: Can a Designated Mechanic Examiner sign my 8610-2 to authorize me for the tests?
  A: No. Only an FAA inspector (ASI) or an authorized school/military official can sign the initial authorization on an 8610-2. A DME’s role is to conduct the practical test and then sign the examiner’s portion after you complete the exam. They cannot give you eligibility to start testing – that must come from the FAA (unless you have a school or military sign-off as described). In short, you must be approved before you reach the DME. (One exception: for a student under §65.80, a DME might administer a test with coordination of FAA, but that’s a special case. Generally, DMEs don’t sign off experience or eligibility.)
• Q: Will the FSDO interview me when I go for my 8610-2?
  A: Yes. Expect a brief, informal interview with the FAA inspector. This is often called an “8610-2 oral,” but it’s not an exam like the DME will give you – it’s more of a verification. They may ask about your work history, what kind of tasks you’ve done, or quiz you on a few basic maintenance knowledge areas just to gauge that your application is legitimate. Don’t panic; as long as you were truthful and you meet the requirements, this chat is usually straightforward. The inspector mainly wants to ensure you’re prepared to take the FAA tests. Tip: Bring a logbook or notebook detailing some of your work – showing that you’ve been actively learning can impress them that you’re serious.
• Q: Can I fill out and submit Form 8610-2 online instead of using paper?
  A: Yes. The FAA’s IACRA system allows mechanic applications to be done electronically. You can create an application for a mechanic certificate on IACRA, input all the same information, and it will generate an electronic 8610-2 equivalent. Your recommending official (FAA inspector, DME, or school rep) can then sign it digitally. IACRA helps catch errors (it won’t let you submit with blanks, for example) and can speed up record transfer to the FAA. However, not all FSDOs/demes were using IACRA for mechanics until recently – it’s becoming more common. Always check with your FSDO or DME if they accept IACRA for mechanics. If you do use IACRA, you won’t need to bring a paper 8610-2 (though it’s wise to have a printed copy of the application summary). Many applicants still use paper out of habit or if instructed, but IACRA is a convenient alternative if available.
• Q: Is FAA Form 8610-2 used for a Repairman Certificate application?
  A: No. Repairman certificates use FAA Form 8610-3, a separate form tailored for repairman approvals. Form 8610-2 is exclusively for mechanic (A&P) and parachute rigger certificate applications. So if you’re seeking a repairman certificate (for example, to do inspections on your homebuilt aircraft or to work at a repair station), don’t use 8610-2 – the FSDO will provide the right form (8610-3) for that process.
• Q: I have a foreign aircraft maintenance license. Can I get an FAA A&P based on that?
  A: Yes. The FAA allows you to apply based on foreign credentials, but it’s not an automatic conversion. You will use your foreign license and experience as evidence under 14 CFR 65.77 (the experience pathway). An FAA inspector will verify your documents and experience. If they determine it meets the requirements, they’ll sign off your 8610-2 so you can take the tests. You’ll need to pass all the FAA mechanic exams (there is no direct reciprocity exam—unlike pilot certificates which sometimes have conversions, mechanics must test). The good news is your prior training will be valuable, but be ready to study U.S. regulations and practices. In summary: Yes, you can qualify with a foreign license, but you must still go through the authorization and testing process like any other applicant.
• Q: What if I fail a written or the practical exam? Do I need a new 8610-2?
  A: No – not immediately. Failing a test does not void your 8610-2 authorization. You can retake failed written exams in accordance with FAA re-test policies (usually 30 days or with additional training sign-off, and you’ll get a new test authorization from the testing center but your overall application remains valid). For the practical, if you fail a section, the DME will note it on the form, but you can schedule a retest for that section later. Your 8610-2 stays active during the 24-month window. However, if 24 months pass from your first passed test and you haven’t completed everything, or if you fail a test three times and need a fresh start, you’d then require a new 8610-2 sign-off. So, one or two failures won’t make you reapply, but don’t delay too long between attempts. Use the same form for retests; the DME will add to it as needed.
• Q: If I have both Airframe and Powerplant signed off but I decide to get one at a time, is that okay?
  A: Yes. Some applicants get authorization for both A and P but choose to tackle one rating’s exams at a time (perhaps focusing on Airframe first, then Powerplant). This is perfectly fine. Your single 8610-2 can cover both, and you can stagger the tests as you prefer, as long as you complete all within 24 months. Just be aware, your 24-month clock starts ticking after the first test of either rating. If you pass all Airframe tests, you don’t yet get a certificate until you also pass all Powerplant tests (if you applied for both on one application). The FAA will issue your mechanic certificate only when you’ve met all the requirements for whichever ratings were on the form. If you realize you only want to pursue one for now, it might be cleaner to apply for one (line through the other on the form). But it’s common to do one then the other – just keep track of your timeline.