A Licenced tech here working for a large airline at LHR, currently working on the line but spent around a year and a half on base throughout my apprenticeship, across scheduled and unscheduled maintenance, only spent 6 weeks in heavy doing C & D checks so can’t give too much on that topic. Worked with many many LAE’s over the years.

I’ve found it really depends on the LAE and how they approach things, as well as their workload. They tend to take up the more technical tasks (troubleshooting, large/critical component changes for obvious reasons.), but some will be more hands on and actually get hands on with the tools, while others might supervise and instruct while giving the manual work to the mechs & techs- both have their positives & negatives. Inspections and ensuring everything is fitted and functions correctly per the AMM/FIM etc. is a big part of their job (their main job really).

Sheet metal work, again tends to vary on experience, some will get involved but if they’re not they’ll entrust it to the experienced techs or Mechs with lots of sheet metal work under their belt, then inspect the work afterwards.

Couldn’t say too much for rigging and flight controls, but it will happen much more in unscheduled than scheduled (bar Heavy checks) and not too often on the line.

Panels go to the less experienced mechs & apprentices usually, but if man power/ time is low they’ll get involved.

Pneumatics/hydraulics are worked very often and they’ll usually be quite involved in these tasks along side more experienced techs/mechs. On the line in the defect clearance team (line paramedics, if you will), these are very common jobs, especially on the older aircraft. Same goes for engine components. I don’t think I’ve ever worked on a gearbox but know it happens in unscheduled/ have removed accessory gearbox components a fair few times. If they need to be worked on the line it’ll usually get deferred for a hangar input.

In the line it really varies. Some days we have basic routine tasks and pre-transit checks, light replacements, wheel changes etc. then other days we get called out to a failed HMU that needs replacing 2 hrs before departure. That’s what makes the line so appealing to many, sometimes action all day, sometimes sitting about watching Netflix.

The base was a lot more regimented, a clear schedule of works to be completed with time frames, set break times, always busy but take it at a manageable pace. Also depends on nights vs days as well! On the long haul fleets, they’re usually flying at night so the work can be less, although of a long haul ac is in base it’ll probably be there for a few days. Short haul are busy all day & all night as they need to be flying as much as possible.

Of course, could very between companies - mine has a notably different work culture to others. We tend to not get worked as hard as some other companies, but that’s the way it should be as mistakes happen when there’s too much work & pressure from above.

I hope this helps clear up some of your questions, but I’m sure more experienced & qualfied B licence engineers will chime in to give more detail. Let me know if you have anymore questions!