moyens acceptables de conformite et guides pour la partie-66

MOYENS ACCEPTABLES DE CONFORMITE
ET
GUIDES POUR LA PARTIE-66
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Objet de la nouvelle édition :
Cette nouvelle édition incorpore :
EVOLUTION DU FASCICULE
CE DOCUMENT EST REEDITE
IL ANNULE ET REMPLACE L’EDITION PRECEDENTE
- le concept du CDCCL dans la Partie-66 (EASA Decision 2007-003),
- les conditions de renouvellement de la licence Partie-66 et les critères d’expérience
(EASA Decision 2007-018),
- la liste des types aéronefs en vigueur publiée par l’AESA (EASA Decision 2008-003).
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SOMMAIRE
1 Objet Page 1
2. Domaine d’application Page 1
3. Références Page 1
4. Définitions Page 1
5. Généralités Page 1
ANNEXE I Acceptable Means of Compliance to Part-66 Page A1/1
ANNEXE II APPENDIX I to AMC - Aircraft Type ratings for Part-66
aircraft maintenance licence
ANNEXE III APPENDIX II to AMC - Aircraft Type practical experience
list of tasks
Page A2/1
Page A3/1
ANNEXE IV Appendix IV to AMC – Fuel Tank Safety Training Page A4/1
ANNEXE V Guidance Material to Part-66 Page A5/1
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1. OBJET
L'objet de ce fascicule est de diffuser les moyens acceptables de conformité et guides relatifs
à l'annexe IV du règlement (CE) n° 2042/2003 de la commission européenne du 20 novembre
2003 (Partie 66).
Ces AMC ont été publiés en version anglaise par décision n° 2003/19/RM du 28 novembre
2003 du Directeur de l'Agence Européenne de Sécurité Aérienne (AESA).
2. DOMAINE D’APPLICATION
Ce fascicule s'applique à tous les organismes d'entretien agréés ou postulant à un agrément
pour effectuer des tâches d'entretien sur des aéronefs, des moteurs et des équipements
d'aéronefs suivant le règlement Partie 66.
Il décrit des moyens permettant de démontrer la conformité de l'atelier d'entretien à la
Partie 66.
3. REFERENCES
- Annexe IV du règlement (CE) n° 2042/2003 de la commission du 20 novembre 2003 relatif
au maintien de la navigabilité des aéronefs et des produits, pièces et équipements
aéronautiques, et relatif à l'agrément des organismes et des personnels participant à ces
tâches.
- R-40-10 éd. 1 rév. 0 : Textes réglementaires (CE) n° 2042/2003 du 20/11/03.
- ED Decision 2007/003/R du 13 mars 2007.
- ED Decision 2007/018/R du 18 décembre 2007.
- ED Decision 2008/003/R du 11 juillet 2008.
Ce fascicule a reçu l'accord de la DGAC par lettre n° 083966/DCS/NO/AGR du 05/11/2008.
4. DEFINITIONS
AMC Acceptable Means of Compliance
CDCCL Critical Design Control Configuration Limitations
EASA European Aviation Safety Agency
FTS Fuel Tank Safety
GM Guidance Material
MCQ Multiple choice question (MCQ)
OJT On-Job-Training
5. GENERALITES
Les AMC et GM développés dans les annexes 1 à 5 ci-après, sont pour l'instant publiés en
anglais, en attendant une traduction dans toutes les langues de l'Union européenne.
Ils ne constituent pas un moyen unique de démontrer la conformité à la Partie 66. D'autres
moyens peuvent être acceptés par la DGAC, à condition qu'ils conduisent à un niveau
équivalent de sécurité.
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SECTION A
ANNEXE I
ACCEPTABLE MEANS OF COMPLIANCE TO PART-66
AMC 66.A.10 Application
1. Maintenance experience should be written up in a manner that the reader has a reasonable
understanding of where, when and what maintenance constitutes the experience. A task by task
account is not necessary but at the same time a bland statement "X years maintenance experience
completed" is not acceptable. A log book of maintenance experience is desirable and some
competent authorities may require such log book to be kept. It is acceptable to cross refer in the
EASA Form 19 to other documents containing information on maintenance.
2. Applicants claiming the maximum reduction in 66.A.30(a) total experience based upon having
successfully completed 147.A.200 approved basic training, should include the Part-147 certificate
of recognition for approved basic training.
3. Applicants claiming reduction in 66.A.30(a) total experience based upon having successfully
completed technical training in an organisation or institute recognised by the competent authority
as a competent organisation or institute, should include the relevant certificate of successful
completion of training.
AMC 66.A.20(a) Privileges
The following definition of line and base maintenance should apply:
Line maintenance is any maintenance that is carried out before flight to ensure that the aircraft is fit
for the intended flight. It may include:
- trouble shooting;
- defect rectification;
- component replacement with use of external test equipment if required. Component
replacement may include components such as engines and propellers;
- scheduled maintenance and/or checks including visual inspections that will detect obvious
unsatisfactory conditions/discrepancies but do not require extensive in depth inspection. It
may also include internal structure, systems and powerplant items which are visible
through quick opening access panels/doors;
- minor repairs and modifications which do not require extensive disassembly and can be
accomplished by simple means;
- for temporary or occasional cases (Airworthiness Directives, hereinafter AD ; Service
Bulletins, hereinafter SB) the quality manager may accept base maintenance tasks to be
performed by a line maintenance organisation provided all requirements are fulfilled. The
Member State will prescribe the conditions under which these tasks may be performed.
Maintenance tasks falling outside these criteria are considered to be base maintenance.
Note: Aircraft maintained in accordance with "progressive" type programmes need to be
individually assessed in relation to this paragraph. In principle, the decision to allow some
"progressive" checks to be carried out is determined by the assessment that all tasks within
the particular check can be carried out safely to the required standards at the designated
line maintenance station.
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AMC 66.A.20(b)2 Privileges.
The 6 months maintenance experience in 2 years should be understood as consisting of two
elements, duration and nature of the experience. The minimum to meet the requirements for these
elements may vary depending on the size and complexity of the aircraft and type of operation and
maintenance.
1. Duration:
Within an approved maintenance organization:
- 6 months continuous employment within the same organisation; or
- 6 months split up into different blocks, employed within the same or in different organisations.
The 6 months period can be replaced by 100 days of maintenance experience in accordance
with the privileges, whether they have been performed within an approved organisation or as
independent certifying staff according to M.A.801(b)2 or as a combination here of.
When certifying staff maintains and releases aircraft in accordance with M.A.801(b)2, in certain
circumstances this number of days may even be reduced by 50% when agreed in advance by
the competent authority. These circumstances consider the cases where the holder of a Part-66
licence happens to be the owner of an aircraft and carries out maintenance on his own aircraft,
or where a licence holder maintains an aircraft operated for low utilization, that does not allow
the licence holder to accumulate the required experience. This reduction should not be
combined with the 20% reduction permitted when carrying out technical support, or
maintenance planning, continuing airworthiness management or engineering activities. To avoid
a too long period without experience, the working days should be spread over the intended 6
months period.
2. Nature of the experience:
Depending on the category of the aircraft maintenance licence, the following activities are
considered relevant for maintenance experience:
- Servicing;
- Inspection;
- Operational and functional testing;
- Trouble-shooting;
- Repairing;
- Modifying;
- Changing component;
- Supervising these activities;
- Releasing aircraft to service.
For category A certifying staff, the experience should include exercising the privileges, by means of
performing tasks related to the authorization on at least one aircraft type for each licence
subcategory. This means tasks as mentioned in AMC 145.A.30(g), including servicing, component
changes and simple defect rectifications.
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For category B1 and B2, for every aircraft included in the authorization the experience should be
on that particular aircraft or on a similar aircraft within the same licence subcategory. Two aircraft
can be considered as similar when they have similar technology, construction and comparable
systems, which means equally equipped with the following (as applicable to the licence category):
a) Propulsion systems (piston or turboprop or turbofan or turboshaft or jet-engine or push
propellers); and
b) Flight control systems (only mechanical controls or hydro-mechanically powered controls or
electro-mechanically powered controls); and
c) Avionic systems (analog systems or digital systems); and
d) Structure (manufactured of metal or composite or wood).
As an alternative to the above:
- In the case of B1 licence endorsed with group ratings (either manufacturer group or full
group) as defined in 66.A.45(g) the holder may show experience on at least one aircraft type
per group and per aircraft structure (metal, composite, wood).
- In the case of a B2 licence endorsed with group ratings (either manufacturer group or full
group) as defined in 66.A.45(g) the holder may show experience on at least one aircraft type
per group.
For category C, the experience should cover at least one of the aircraft types endorsed on the
authorization.
For a combination of categories, the experience should include some activities of the nature shown
in paragraph 2 in each category.
A maximum of 20% of the experience duration required may be replaced by the following relevant
activities on an aircraft type of similar technology, construction and with comparable systems:
- Aircraft maintenance related training as an instructor/assessor or as a student;
- Maintenance technical support/engineering;
- Maintenance management/planning.
The experience should be documented in an individual log book or in any other recording system
(which may be an automated one) containing the following data:
a) Date;
b) Aircraft type;
c) Aircraft identification i.e. registration;
d) ATA chapter (optional);
e) Operation performed i.e. 100 FH check, MLG wheel change, engine oil check and
complement, SB embodiment, trouble shooting, structural repair, STC embodiment…;
f) Type of maintenance i.e. base, line;
g) Type of activity i.e. perform, supervise, release;
h) Category used A, B1, B2 or C.
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Remark: as per article 5 of regulation 2042/2003, this experience requirement does not apply to:
- Certifying staff issuing a certificate of release of aircraft as per M.A.607(b);
- Pilot-owner certifying tasks according to M.A.803; and
- Certifying staff according to 145.A30(j) and Appendix IV of Part-145.
AMC 66.A.25 Basic knowledge requirements
1. For an applicant being a person qualified by holding an academic degree in a aeronautical,
mechanical or electronic discipline from a recognised university or other higher educational
institute the need for any examination will depend upon the course taken in relation to
Appendix I to Part-66.
2. Knowledge gained and examinations passed during previous experiences, for example, in
military aviation and civilian apprenticeships will be credited where the competent authority is
satisfied that such knowledge and examinations are equivalent to that required by Appendix I
to Part-66.
AMC 66.A.30(a) Experience requirements
1. For a category C applicant holding an academic degree the representative selection of tasks
should include the observation of hangar maintenance, maintenance planning, quality
assurance, record-keeping, approved spare parts control and engineering development.
2. While an applicant to a Part-66 category C licence may be qualified by having 3 years
experience as category B1 or B2 certifying staff only in line maintenance, it is however
recommended that any applicant to a category C holding a B1 or B2 licence demonstrate at
least 12 months experience as a B1 or B2 base maintenance support staff.
3. A skilled worker is a person who has successfully completed a course of training, acceptable
to the competent authority, involving the manufacture, repair, overhaul or inspection of
mechanical, electrical or electronic equipment. The training would include the use of tools and
measuring devices.
AMC 66.A.30(d) Experience requirements
To be considered as recent experience, at least 50% of the required 12 month experience should
be gained within the 12 month period prior to the date of application for the Part-66 aircraft
maintenance licence. The remainder of the experience should have been gained within the 7 year
period prior to application.
AMC 66.A.30(e) Experience requirements
1. For category A the additional experience of civil aircraft maintenance should be a minimum of
6 months. For category B1 or B2 the additional experience of civil aircraft maintenance should
be a minimum of 12 months.
2. Aircraft maintenance experience gained outside a civil aircraft maintenance environment can
include aircraft maintenance experience gained in armed forces, coast guards, police etc. or in
aircraft manufacturing.
AMC 66.A.45(a) Type/task training and ratings
1. For category A certifying staff specific training on each aircraft type will be required reflecting
the authorised task(s) as indicated under -66.A.20 (a) 1.
2. Appropriately approved Part-145 or Part-147 organisation means compliance with the
applicable paragraphs of AMC 66.A.45.
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AMC 66.A.45(d) Type/task training and ratings
1. The training should give adequate detailed theoretical knowledge of the aircraft, its main parts,
systems, equipment, interior and applicable components, including training in the systems in
use for technical manuals and maintenance procedures. The course should also take into
account the following :
(a) in service experience on the aircraft type ;
(b) feedback from in-service difficulties/occurrence reporting etc ;
(c) significant airworthiness directives and/or service bulletins ;
(d) known human factors issues associated with the particular aircraft type.
2. Theoretical training should be supported by training aids such as aircraft system components.
Ground simulator time, engine ground running and computer based training (CBT) etc may
also be utilised.
3. Theoretical and practical training should also take into account critical aspects such as Critical
Design Configuration Control Limitations.
EASA guidance is provided for training in Appendix IV to AMC to 66.A.45(d).
4. Knowledge is also recommended of relevant inspections and limitations as applicable to the
effects of environmental factors such as cold and hot climates, wind, moisture, etc.
5. The practical training must comprise a period of 4 months for applicants with no recent
recorded previous practical experience of aircraft of comparable construction and systems,
including the engines, but this can be reduced to a minimum of two weeks for applicant with
such previous experience.
6. A programme of structured on-job-training (OJT) may be prepared to satisfy the practical
training requirement.
Where the practical training element is conducted by or under the responsibility of the training
organisation under an Part-147 approval or a direct type course approval, it should be
considered as part of the approved course and as such, its acceptance by the competent
authority should be supported by a detailed syllabus showing its content and duration. The
individual practical training records should be designed in a manner that they demonstrate
compliance with the detailed practical training syllabus. Such records may take the form of an
individual training logbook. The logbook should be designed such that tasks may be
countersigned by the Part-147 school or other course provider.
Where the practical training element is conducted by a maintenance organisation approved
under Part-145, under its own responsibility, its acceptance by the competent authority should
be supported by a detailed syllabus showing its content and duration. The individual practical
training records should be designed in a manner that they demonstrate compliance with the
detailed practical training syllabus.
Alternatively, the practical training element may consist of a structured OJT programme. In this
case the maintenance organisation approved under Part-145 should provide applicants for a
type rating a logbook indicating a list of tasks to be performed under supervision. The logbook
should be designed such that tasks may be countersigned by the supervisor. The list of tasks
should be accepted either directly for each individual - depending on the individuals previous
experience, or indirectly through the acceptance of a procedure giving delegation to the
maintenance organisation.
In all cases the practical element should include an acceptable cross section of maintenance
tasks, which, in the case of a structured OJT, can be tailored to accommodate the operating
profile of the Part-145 organisation whilst also supplementing the theoretical course elements.
The means by which the practical element is supervised and the control of the standard should
be acceptable to the Member State. The duration of the practical type training element should
take into account significant differences between types and be acceptable to the Member
State. These differences will require considerably more practical training for certifying staff
who are not familiar with the new techniques and technologies. Some examples of differences
may include, but are not limited to, the following elements: Fly by wire, glass cockpit avionics,
significant structural differences, etc.
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7. Before grant of the aircraft type, the applicant should be able to:
(a) demonstrate by knowledge examination a detailed understanding of applicable systems,
their operation and maintenance ;
(b) ensure safe performance of maintenance, inspections and routine work according to the
maintenance manual and other relevant instructions and tasks, as appropriate, for the
type of aircraft, for example trouble shooting, repairs, adjustments, replacements, rigging
and functional checks such as engine run, etc, if required ;
(c) correctly use all technical literature and documentation for the aircraft ;
(d) correctly use specialist/special tooling and test equipment, perform removal and
replacement of components and modules unique to type, including any on-wing
maintenance activity.
8. The practical assessment should also ensure safe performance of maintenance, inspections
and routine work according to the maintenance manual and other relevant instructions and
tasks as appropriate for the type of aircraft, for example trouble shooting, repairs, adjustments
(rigging), replacements and functional / operational checks etc including engine operation
(ground running) if required.
AMC 66.A.45(e) Type/task training and ratings
Category C certifying staff may not carry out the duties of category B1 or B2, or equivalent within
base maintenance, unless they hold the relevant B1 or B2 category and have passed type training
corresponding to the relevant B1 or B2 category.
AMC 66.A.45(g) Type/task training and ratings
1. "Aircraft types representative of a group" means that :
- for the B1 category the aircraft type should include typical systems and engines relevant
to the group (e.g. retractable undercarriage, pressurisation, variable pitch propeller, etc.
for the single piston engine metal subgroup) and,
- for the B2 category the aircraft type should include complex avionics systems such as
radio coupled autopilot, EFIS (Electronic flight instrument system), flight guidance
systems, etc.
2. A "multiple engines" group automatically includes the corresponding "single engine" group.
AMC 66.A.45(h) Type/task training and ratings
1. Type experience should cover an acceptable cross section of tasks from Appendix II. For the
first aircraft type of each manufacturer group, at least 50% of the Appendix II tasks, as
applicable to the concerned aircraft type and licence category, should be performed. For the
second aircraft type of each manufacturer group, this should be reduced to 30%. For
subsequent aircraft types of each manufacturer group, this should be reduced to 20%.
2. Type experience should be demonstrated by the submission of records or logbook showing
the Appendix Il tasks performed by the applicant as specified by the competent authority.
AMC 66.A.70 Conversion provisions
Technical limitations will be deleted, as appropriate, when the person satisfactorily sits the relevant
conversion examination and gains relevant experience.
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SECTION B PROCEDURE FOR COMPETENT AUTHORITIES
AMC 66.B.100 Procedure for the issue of an aircraft maintenance licence by the competent
authority
1. Applicants claiming credit against the 66.A.30(a) total experience requirement by virtue of
66.A.30(d) non-civil aircraft maintenance experience, may only be granted such credit where
the Member State has recognised such non-civil aircraft maintenance experience. The
competent authority in recognising non-civil aircraft maintenance experience will have
specified who within the non-civil environment may make a statement that the applicant has
met relevant maintenance experience. The applicant should include a detailed statement of
such maintenance experience signed by the non-civil maintenance authority in accordance
with the conditions specified in the competent authority's letter of recognition.
2. The competent authority should check that the experience record satisfies above paragraphs
in terms of content and the countersigning signature.
AMC 66.B.105 Procedure for the issue of an aircraft maintenance licence via the Part-145
approved maintenance organisation
1. The maintenance organisation approved under Part 145 procedure must be included in the
organisation's exposition and audited by the Member State at least once in each 12 month
period.
2. Applicants claiming the maximum reduction in -66.A.30(a) total experience based upon having
successfully completed a 147.A.200 approved basic training course, should include the Part-
147 certificate of recognition for approved basic training.
3. Applicants claiming reduction in -66.A.30(a) total experience based upon having successfully
completed technical training in an organisation or institute recognised by the competent
authority as a competent organisation or institute, should include the relevant certificate of
successful completion of training.
4. Applicants claiming credit against the -66.A.30(a) total experience requirement by virtue of -
66.A.30(d) non-civil aircraft maintenance experience, may only claim such credit where the
competent authority has recognised such non-civil aircraft maintenance experience. The
competent authority in recognising non-civil aircraft maintenance experience will have
specified who within the non-civil environment may make a statement that the applicant has
met relevant maintenance experience. The applicant should include a detailed statement of
such maintenance experience signed by the non-civil maintenance authority in accordance
with the conditions specified in the competent authority letter of recognition.
5. The Part 145 organisation should check that the experience record has been countersigned by
the maintenance organisation approved under Part 145 except for the non-civil aircraft
maintenance experience specified above.
6. The maintenance organisation approved under Part 145 may keep the experience record of
applicants in a different form from that of application EASA Form 19 but such different form or
manner must be acceptable to the competent authority.
AMC 66.B.110 Procedure for the amendment of an aircraft maintenance licence to include
an additional basic category or subcategory
In the case of computer generated licences, the licence should be reissued.
AMC 66.B.115 Procedure for the amendment of an aircraft maintenance licence to include
an aircraft type or group
Where aircraft type training is covered by more than one course, for example airframe and engine
courses, the competent authority should ensure prior to the type rating endorsement that the
content of the courses fully covers the scope of the license category. In this case, it is important
that the interface is addressed.
In the case of differences training for a similar type, the competent authority should be satisfied
that the candidates previous qualification supplemented by the differences training is acceptable as
regards the type endorsement.
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Determination of compliance with the practical elements can be demonstrated by provision of the
detailed practical training records or logbook or, where available by an Part-147 training certificate
covering the practical training element.
AMC 66.B.100 to 115
Aircraft type endorsement should use the standard codes contained in Appendix I.
AMC 66.B.120
The competent authority should not carry out any investigation to ensure that the licence holder is
in current maintenance practice as this is not a condition for the renewal of a licence. Ensuring the
continued validity of the certification privileges is a matter for the approved Part-145 / Subpart-F
maintenance organization or the certifying staff in accordance with M.A.801(b)2 .
For the purpose of ensuring the continued validity of the certification privileges the competent
authority may, when periodically reviewing the organizations in accordance with 145.B.30 or
M.B.604, or during on the spot checks, request the licence holder for documentary evidence of
compliance with 66.A.20(b) when exercising certification privileges.
AMC 66.B.305 Conversion report for national qualifications
The scope of the national qualifications and the Part-66 licence should be compared on the basis
of a detailed analysis of the national and Part-66 basic qualification standards. The report should
identify where a difference between the two standards exists. The report should show where such
a difference would lead to a limitation on the Part-66 licence.
AMC 66.B.310 Conversion report for approved maintenance organisations authorisations
The scope of the approved maintenance organisation authorisation and the Part-66 licence should
be compared on the basis of a detailed analysis of the Organisations procedures defining the
scope of the authorisation, the scope of work of the organisation and the aircraft type qualifications
held by the individuals or groups or individuals. The report should identify where a difference
between the two scopes exists. The report should show where such a difference would lead to a
limitation on the Part-66 licence.
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ANNEXE II – APPENDIX I TO AMC
AIRCRAFT TYPE RATINGS
FOR PART-66 AIRCRAFT MAINTENANCE LICENCE
The following aircraft type ratings should be used to ensure a common standard throughout the
Member States.
The inclusion of an aircraft type in the license does not indicate that the aircraft type has been
granted a type certificate under Regulation (EC) No 1702/2003, this list being only intended for the
purpose of maintenance.
In order to keep this list current and type ratings consistent, where a Member State needs to issue
a type rating that is not included in this list, such information should be first passed on to the
Agency
1. Large aircraft (LA). Aeroplanes with a maximum take-off mass of more than 5700 kg,
requiring type training and individual type rating.
Aerospatiale (Nord) 262 (Turbomeca Bastan) Antonov AN28 (Glushenkov TVD-10V)
Aerospatiale SN-601 (PWC JT15D) Antonov AN32 (Ivchenko AI-20M)
Antonov AN38 (Honeywell TPE331)
Airbus A300 basic model (GE CF6) Antonov AN72 (Lotarev D-36)
Airbus A300 basic model (PW JT9D) Antonov AN124 (Lotarev D-18T)
Airbus A300-600 (GE CF6)
Airbus A300-600 (PW 4000) ATR 42-200/300 series (PWC PW120)
Airbus A300-600 (PW JT9D) ATR 72-100/200 series (PWC PW120)
Airbus A310 (GE CF6) ATR 42-400/500/72-212A (PWC PW120)
Airbus A310 (PW 4000)
Airbus A310 (PW JT9D) BAE Systems BAe 146/RJ (Honeywell ALF500 Series)
Airbus A318 (PW 6000) BAE Systems HS748 (RRD Dart)
Airbus A318/A319/A320/A321 (CFM56) BAE Systems ATP/Jetstream 61 (PWC PW120)
Airbus A319/A320/A321 (IAE V2500) BAE Systems Jetstream 31/32 (Honeywell TPE331)
Airbus A330 (GE CF6) BAE Systems Jetstream 41 (Honeywell TPE331)
Airbus A330 (PW 4000)
Airbus A330 (RR Trent 700) Boeing DC-8 (CFM56)
Airbus A340 (CFM56) Boeing DC-8 (PW JT3D)
Airbus A340 (RR Trent 500) Boeing DC-8 (PW JT4)
Airbus A380 (RR Trent 900) Boeing DC-8 (RR Conway)
Airbus A380 (EA GP7200) Boeing DC-9 (PW JT8D)
Airbus A300-600ST (GE CF6) Boeing MD-80 Series (PW JT8D)
Airbus UK (BAC) 1-11 (RRD Spey) Boeing MD-90 (IAE V2500)
Boeing DC-10/MD-10 (GE CF6)
Antonov AN12 (Ivchenko AI-20) Boeing DC-10 (PW JT9D)
Antonov AN22 (Kusnetsov NK-12MA) Boeing MD-11 (GE CF6)
Antonov AN24 (Ivchenko AI-24A) Boeing MD-11 (PW 4000)
Antonov AN26 (Ivchenko AI-24) Boeing 707/720 (PW JT3D)
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Boeing 717-200 (RRD BR715) (Bombardier) Learjet 45 (Honeywell TFE731)
Boeing 727 (PW JT8D) (Bombardier) Learjet 55 (Honeywell TFE731)
Boeing 727 (RRD Tay) (Bombardier) Learjet 60 (PWC PW305)
Boeing 737-100/200 (PW JT8D) Bombardier (Canadair) CL-215 (PW R2800)
Boeing 737-300/400/500 (CFM56) Bombardier (Canadair) CL-415 (PWC PW123)
Boeing 737-600/700/800/900 (CFM56)
Boeing 747SR (GE CF6) Casa C-212 (Honeywell TPE331)
Boeing 747-100 (RR RB211) Casa CN-235 (GE CT7)
Boeing 747-100/747SR (PW JT9D) EADS CASA C-295 (PWC PW127)
Boeing 747-200/300 (GE CF6)
Boeing 747-200/300 (PW JT9D) Cessna 525B (Williams FJ 44)
Boeing 747-200/300 (RR RB211) Cessna 550/560 (PWC PW530/535)
Boeing 747-400 (GE CF6) Cessna 550/560 (PWC JT15D)
Boeing 747-400 (PW 4000) Cessna 560XL/XLS (PWC PW545)
Boeing 747-400 (RR RB211) Cessna 650 (Honeywell TFE731)
Boeing 747SP (PW JT9D) Cessna 680 (PWC PW306)
Boeing 747SP (RR RB211) Cessna 750 (RR Corp AE3007C)
Boeing 757-200/300 (PW 2000)
Boeing 757-200/300 (RR RB211) Consolidated PBY-5A (PW R1830)
Boeing 767-200/300 (PW 4000)
Boeing 767-200/300 (PW JT9D) Kelowna (Convair) 440 (PW R2800)
Boeing 767-300 (RR RB211) Kelowna (Convair) 580 (RR Corp 501)
Boeing 767-200/300/400ER (GE CF6) Kelowna (Convair) 600/640 (RRD Dart)
Boeing 777-200/300 (GE 90)
Boeing 777-200/300 (PW 4000) Dassault Falcon 10/100 (Honeywell TFE731)
Boeing 777-200/300 (RR Trent 800) Dassault Falcon 20 (GE CF700)
Dassault Falcon 20-5 (Honeywell TFE731)
Bombardier BD-100-1A10 (Honeywell AS907) Dassault Falcon 50 (Honeywell TFE731)
Bombardier BD-700 Series (RRD BR710) Dassault Falcon 50EX (Honeywell TFE731)
Bombardier CL-600-1A11 (Honeywell ALF502) Dassault Falcon 200 (Honeywell ATF 3-6)
Bombardier CL-600-2A12/-2B16 (variant CL 601-
3A/3R) (GE CF34)
Dassault Falcon 900 (Honeywell TFE731)
Bombardier CL-600-2B16 (variant CL604) (GE CF34) Dassault Falcon 900C (Honeywell TFE731)
Bombardier CL-600-2B19 (GE CF34) Dassault Falcon 900EX (Honeywell TFE731)
Bombardier CL-600-2C10/-2D15/-2D24 (GE CF34) Dassault Falcon 900EX EASy/DX (Honeywell TFE731)
Bombardier DHC-8-100/200/300 (PWC PW 120) Dassault Falcon 2000 (CFE 738)
Bombardier DHC-8-400 (PWC PW150) Dassault Falcon 2000EX (PWC PW308)
(Bombardier) Learjet 24/25 (GE CJ610) Dassault Falcon 2000EX EASy/DX (PWC PW308)
(Bombardier) Learjet 31 (Honeywell TFE731) Dassault Falcon 7X (PWC PW307A)
(Bombardier) Learjet 35/36 (Honeywell TFE731)
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Dornier 228 (Honeywell TPE331) Ilyushin IL-14 (Shvetsov Ash-82T)
Dornier 328-100 (PWC PW119) Ilyushin IL-18 (Ivchenko AI-20M)
Dornier 328-300 (PWC PW306) Ilyushin IL-62 (Kuznetsov NK-8-4)
Ilyushin IL-62 (Soloviev D-30KU)
Embraer EMB-120 (PWC PW118) Ilyushin IL-76 (Soloviev D-30KP)
Embraer EMB-135/145 (RR Corp AE3007A) Ilyushin IL-86 (CFM56)
Embraer ERJ-170/190 (GE CF34) Ilyushin IL-86 (Kuznetsov NK-86)
M7 Aerospace (Fairchild) SA226/SA227 (Honeywell
TPE331)
Ilyushin IL-86 (Soloviev PS-90)
Ilyushin IL-96 (Soloviev PS-90A)
M7 Aerospace (Fairchild) SA227 Metro III (PWC PT6) Ilyushin IL-96MK (PW 2037)
Ilyushin IL-114 (Klimov TV7)
Fokker F27 / Fairchild F-27/FH-227 (RRD Dart) Ilyushin IL-114PC (PWC PW127)
Fokker F28 Series (RRD Spey)
Fokker 50/60 (PWC PW125/127) Aircraft Industries (Let) L-410/L-420 (Walter M601)
Fokker 70/100 (RRD Tay)
Gulfstream 100 / IAI 1125 / IAI Astra SPX (Honeywell
TFE731)
Lockheed 1329 (Honeywell TFE731)
Lockheed 1329 (PW JT12)
Gulfstream (IAI) G150 (Honeywell TFE731) Lockheed 18 (Wright Cyclone)
Gulfstream (IAI) 200/Galaxy (PWC PW306) Lockheed 188 (RR Corp 501)
Gulfstream G-159 (RRD Dart) Lockheed 382 (RR Corp 501)
Gulfstream G-1159 Series (RRD Spey) Lockheed L-1011 (RR RB211)
Gulfstream G-IV/G300/G400 (RRD Tay)
Gulfstream GIV-X/G450/G350 (RRD Tay) McD DC3 (PW R1830)
Gulfstream GV basic model (RRD BR710) McD DC-4 (PW R2000)
Gulfstream GV-SP/G500/G550 (RRD BR710) McD DC-6 (PW R2800)
(Hawker Beechcraft) BAe 125/ Series 700/800
(Honeywell TFE731)
McD DC-7 (Wright R3350)
(Hawker Beechcraft) BAe 125/ PZL M 28 (PWC PT6)
Series 750/800XP/850XP/900XP (Honeywell TFE731)
(Hawker Beechcraft) BAe 125 (RR Viper) Sabreliner (Rockwell ) NA-265 (Honeywell TFE731)
(Hawker Beechcraft) BAe 125 Series 1000 (PWC
PW305)
Sabreliner (Rockwell ) NA-265 (GE CF700)
(Hawker Beechcraft) Beech 300 Series (PWC PT6) Sabreliner (Rockwell ) NA-265 (PW JT12)
Hawker Beechcraft 400 / Mitsubishi MU-300 (PWC
JT15)
(Hawker Beechcraft) Beech 1900 (PWC PT6) Saab (SF) 340 (GE CT7)
IAI 1121/1123 (GE CJ610)
Saab 2000 (RR Corp AE2100)
IAI 1124 (Honeywell TFE731) Shorts SD3 Series-30/SD3-60 (PWC PT6)
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Tupolev TU 134 (Soloviev D-30-II) Yakovlev Yak-40 (Ivchenko AI-25)
Tupolev TU 154 (Kusnetsov NK-8) Yakovlev Yak-42 (Lotarev D-36)
Tupolev TU 154 (Soloviev D-30KU)
Tupolev TU 204 (Soloviev PS-90AT) Viking Air (De Havilland) DHC-7 (PWC PT6)
Tupolev TU 204 (RR RB211)
2. Aeroplanes of 5700kg and below, requiring type training and individual type rating (Atr).
Aero Ae-270 (PWC PT6) (Hawker Beechcraft) Beech 390 (Williams FJ44)
(Bombardier) Learjet 23 (GE CJ610) Mitsubishi MU-2B (Honeywell TPE331)
Cessna P337 (Continental) Piaggio P166 (Lycoming)
Cessna 425 (PWC PT6) Piaggio P180 Avanti/Avanti II (PWC PT6)
Cessna 441 (Honeywell TPE331)
Cessna 500 (PWC JT15D) Pilatus PC-12 (PWC PT6)
Cessna 501/551 (PWC JT15D)
Cessna 510 (PWC PW615) Piper PA-42 (Honeywell TPE331)
Cessna 525/525A (Williams FJ 44) Piper PA-42 (PWC PT6)
Piper PA-46-310P (Continental)
Dornier Seastar CD2 (PWC PT6) Piper PA-46-350P (Lycoming)
Eclipse EA500 (PWC PW610)
Embraer EMB-110 (PWC PT6)
Piper PA-46-500TP (PWC PT6)
Twin Commander
(Gulfstream/Rockwell/Aerocommander)
680/681/690/695 Series (Honeywell TPE331)
Embraer EMB-121 (PWC PT6) Reims F406 (PWC PT6)
Extra EA-400-500 (RR Corp 250) Socata TBM 700/850 (PWC PT6)
(Hawker Beechcraft) Beech 90 Series (PWC PT6) Viking Air (De Havilland) DHC-6 (PWC PT6)
(Hawker Beechcraft) Beech 200 Series (PWC PT6)
(Hawker Beechcraft) Beech 99/100 Series (PWC PT6) Vulcanair AP.68TP Series (RR Corp 250)
(Hawker Beechcraft) Beech B100 (Honeywell TPE331)
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3. Aeroplanes multiple turbine engines (AMTE) of 5700kg and below, eligible for type
examinations and manufacturer group ratings.
ASTA (GAF) (Nomad) N24A (RR Corp 250)
B-N Group (Britten-Norman) BN-2T (Islander) (RR
Corp 250)
Dornier DO 28D-6/128-6 (PWC PT6)
M7 Aerospace (Fairchild) SA26-AT (Honeywell
TPE331)
Piper PA-31T (PWC PT6)
Shorts SC7 Skyvan 3 Variant 100 (Honeywell TPE331)
4. Aeroplanes single turbine engine (ASTE) of 5700kg and below, eligible for type
examinations and group ratings.
Aermacchi SF260TP (RR Corp 250) Moravan Zlin Z-37T/137T (Walter M601)
Thrush (Ayres ) S2R-T Series (PWC PT6) PAC 750XL (PWC PT6)
Cessna (Soloy) 206/207 (RR Corp 250) Pilatus PC-6 (PWC PT6)
Cessna 208 Series (PWC PT6) Pilatus PC-6 (Turbomeca Astazou)
Cessna 210 (RR Corp 250) Pilatus PC-6 (Honeywell TPE331)
EADS PZL PZL-106 BT (Walter M601) Viking Air DHC-2 (PWC PT6)
EADS PZL PZL-106 BTU (PWC PT6) Viking Air DHC-3 (PWC PT6)
Grob G 520 (Honeywell TPE331)
Maule MX-7 (RR Corp 250)
5. Aeroplane multiple piston engines – metal structure (AMPE-MS), eligible for type
examinations and group ratings.
Aero Ae-45/145 (LOM)
Aircraft Industries (Let) L 200 Series (LOM)
B-N Group (Britten-Norman) BN2 Islander (Lycoming)
B-N Group (Britten-Norman) BN2A Trislander
(Lycoming)
Aerostar (Piper) PA-60 Series (Lycoming) Cessna 310/320 Series (Continental)
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Cessna 335 (Continental) (Hawker Beechcraft) Beech 76 (Lycoming)
Cessna 337 (Continental) (not pressurised) (Hawker Beechcraft) Beech 95 Series (Lycoming)
Cessna 340 (Continental)
Cessna 401/402 (Continental) Piper PA-23 Aztec (Lycoming)
Cessna 404 (Continental) Piper PA-30 (Lycoming)
Cessna 414 (Continental) Piper PA-31 (Lycoming)
Cessna 421 (Continental) Piper PA-31P (Lycoming)
Cessna T303 (Continental) Piper PA-34 (Lycoming)
Piper PA-34 (Continental)
EADS Socata (Grumman) GA-7 (Lycoming) Piper PA-39 (Lycoming)
General Avia F.20 (Lycoming)
(Hawker Beechcraft) Beech 55 (Continental)
(Hawker Beechcraft) Beech 58 (Continental)
(Hawker Beechcraft) Beech 58P (Continental)
(Hawker Beechcraft) Beech 60 (Lycoming)
Piper PA-44 Series (Lycoming)
STOL (Republic) UC-1 (Lycoming)
Twin Commander (Gulfstream/Rockwell/
Aerocommander) 685 (Continental)
Twin Commander (Gulfstream/Rockwell/
Aerocommander) 500 Series/680 Series (Lycoming)
(Hawker Beechcraft) Beech 65-80 (Lycoming) Vulcanair 68 P. Series (Lycoming)
6. Aeroplane single piston engine – metal structure (ASPE-MS), eligible for type
examinations and group ratings.
Aermacchi AL60 (Continental)
Aermacchi AL60 (Lycoming) ARV 1 Super 2 (Hewland)
Aermacchi SF260 Series (Lycoming)
Aero AT-3 (Rotax)
De Havilland Support Beagle B.121 series 1
(Continental)
De Havilland Support Beagle B.121 series 2/3
(Lycoming)
Aircraft Industries (Let) Z-37 (LOM) Bölkow BO 208 (Continental)
Antonov AN2 (Shvetsov)
Bölkow BO 209 (Lycoming)
Cessna 140 Series (Continental)
APEX (Robin) HR 100 series (Lycoming) Cessna 150 Series (Rotax)
APEX (Robin) HR 100 series (Continental) Cessna 150 Series (Continental)
APEX (Robin) R 1180 Series (Lycoming) Cessna 152 (Lycoming)
Alpha (APEX/Robin) HR 200/ R 2000 series
(Lycoming)
Cessna 170 Series (Continental)
APEX (Robin) R 3000 series (Lycoming) Cessna 172 Series (Lycoming)
Cessna 172 Series (Continental)
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Cessna 172 Series (Thielert) Maule M4 (Franklin)
Cessna 175 Series (Lycoming) Maule M5 (Lycoming)
Cessna 175 Series (Continental) Maule M5 (Franklin)
Cessna 177 Series (Lycoming) M5 (Continental)
Cessna 180 Series (Continental) Maule M6 (Lycoming)
Cessna 182 Series (Lycoming) Maule M7 Series (Lycoming)
Cessna 182 Series (Continental) Maule MX-7 (Lycoming)
Cessna 182 Series (SMA)
Cessna 185 Series (Continental) Meteor FL53 (Continental)
Cessna 188 (Continental) Meteor FL54 (Continental)
Cessna 195 (Jacobs) Meteor FL55 (Lycoming)
Cessna 206 Series (Continental)
Cessna 206 Series (Lycoming) Mooney M20B to M20S (Lycoming)
Cessna 207 Series (Continental) Mooney M20 (Continental)
Cessna 210/P210 Series (Continental)
Regal Air (Cessna) 305 Series (Continental) Moravan (Zlin) Z-42/142 (LOM)
Cessna 336 (Continental) Moravan (Zlin) Z-43 (LOM)
Sky International (Christen/Aviat) A-1 Husky
(Lycoming)
Moravan (Zlin) Z-50 (LOM)
Moravan (Zlin) Z-50L (Lycoming)
Moravan (Zlin) Z-126/226 (LOM)
Evektor EV-97 (Rotax) Moravan (Zlin) Z-143 L (Lycoming)
Fuji FA-200 Series (Lycoming) Moravan (Zlin) Z-326/526/726 (LOM)
Moravan (Zlin) Z-242 L (Lycoming)
General Avia F.22 (Lycoming) Moravan (Zlin) Z-526L (Lycoming)
Gippsland GA8 (Lycoming) Nardi FN333 (Continental)
(Hawker Beechcraft) Beech 23 Series (Lycoming) Partenavia P.64 (Lycoming)
(Hawker Beechcraft) Beech A23 (Continental) Partenavia P.66 (Lycoming)
(Hawker Beechcraft) Beech 24 Series (Lycoming)
(Hawker Beechcraft) Beech 33 Series (Continental) Piaggio P 149 D (Lycoming)
(Hawker Beechcraft) Beech 35 Series (Continental)
(Hawker Beechcraft) Beech 36 (Continental) Pilatus PC-6 (Lycoming)
IAROM IAR-46 (Rotax) Piper PA-22 Series (Lycoming)
Piper PA-24 Series (Lycoming)
Lavia (Piper) PA-25 Series (Lycoming) Piper PA-28 Series (Lycoming)
Piper PA-28 Series (Continental)
Maule M4 (Continental) Piper PA-28 Series (Thielert)
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Piper PA-32 Series (Lycoming) SOCATA (Morane Saulnier) Rallye 150 (Lycoming)
Piper PA-38 Series (Lycoming) SOCATA (Morane Saulnier) Rallye 180T (Lycoming)
Piper PA-46 (Continental) SOCATA (Morane Saulnier) Rallye 235E (Lycoming)
Piper PA-46 (Lycoming) SOCATA TB 9 (Lycoming)
SOCATA TB 10 (Lycoming)
PZL-101A Gawron (Ivchenko) SOCATA TB 20 (Lycoming)
PZL-104A Wilga (Ivchenko) SOCATA TB 21 (Lycoming)
PZL-104 Wilga Series (PZL) SOCATA TB 200 (Lycoming)
PZL M 18 (PZL)
PZL M 26 (Lycoming) Tecnam P92 (Rotax)
PZL-104 Wilga (Lycoming) Tecnam P96/P2002 (Rotax)
Sky Enterprises (Republic) RC-3 (Franklin) Tiger (Grumman/American) AA-1/-1A (Lycoming)
CPAC, Inc (Rockwell/Commander) 112 (Lycoming)
Tiger (Grumman/Amercian) AA-5/AG-5B (Lycoming)
CPAC, Inc (Rockwell/Commander) 114 (Lycoming) Thrush (Ayres) S2R (PW R-985)
Symphony OMF-100-160 (Lycoming) Yakovlev YAK-18T (Vedeneev)
Yakovlev YAK-50 (Vedeneev)
SIAI-Marchetti S.205/S.208 (Lycoming) Yakovlev YAK-52 (Vedeneev)
SIAI-Marchetti S205 (Franklin) Yakovlev YAK-55 (Vedeneev)
SOCATA (Morane Saulnier) MS 892/893 / PZL Koliber
(Lycoming)
SOCATA (Morane Saulnier) MS 894 / PZL Koliber
(Franklin)
Yakovlev YAK-12A/M (Ivchenko)
Viking Air (Bombardier) DHC-2 (PW R985)
SOCATA (Morane Saulnier) Rallye 100 (Continental) Viking Air (Bombardier) DHC-3 (PW R1340)
SOCATA (Morane Saulnier) Rallye 110ST (Lycoming)
7. Aeroplane multiple piston engines – wooden structure (AMPE-WS), eligible for type
examinations and group ratings.
There are currently no aircraft in this category.
8. Aeroplane single piston engine – wooden structure (ASPE-WS), eligible for type
examinations and group ratings.
Alexandria Aircraft (Bellanca) 17-30A (Continental) APEX (Robin) DR 400 series (Lycoming)
APEX (Robin) DR 400RP (Porsche)
APEX CAP 10 (Lycoming) APEX (Robin) DR 400RP (Thielert)
APEX (Robin) DR 300 series (Lycoming)
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Aviamilano P.19 (Continental) Mooney M20/M20A (Lycoming)
Bellanca (Champion) 7 Series (Continental) Partenavia P57 (Lycoming)
Bellanca (Champion) 7 Series (Lycoming)
Bellanca (Champion) 8 Series (Lycoming) Sky International (Pitts) S-1 Series (Lycoming)
Bölkow (Klemm) K1.107/F.207 (Continental)
Sky International (Pitts) S-2 Series (Lycoming)
Bölkow F.207(Lycoming) Slingsby T67A (Lycoming)
Nipper T-66 (STARK) Waco YMF (Jacobs)
9. Aeroplane multiple piston engines – composite structure (AMPE-CS), eligible for type
examinations and group ratings.
Diamond DA42 (Thielert)
10. Aeroplane single piston engine – composite structure (ASPE-CS), eligible for type
examinations and group ratings.
Aquila AT01 (Rotax)
Cirrus SR20 (Continental)
III Sky Arrow 650/710 (Rotax)
Cirrus SR22 (Continental) Issoire APM 20/30 (Rotax)
Diamond DA20/DV20 (Rotax) Liberty XL-2 (Continental)
Diamond DA20 (Continental)
Diamond DV22 (Rotax) Ruschmeyer R90-230RG (Lycoming)
Diamond DA40 (Lycoming)
Diamond DA40 D (Thielert) Sukhoi SU-29 (Vedeneev)
Sukhoi SU-31 (Vedeneev)
Aircraft Design (WD) D4 Fascination (Rotax) Sukhoi SU-26 (Vedeneev)
Extra EA-300 (Lycoming)
Sukhoi Su-29/31 (MGA)
Extra EA-400 (Continental) Slingsby T67B/T67C/T67M series (Lycoming)
Grob G115/120 Series (Lycoming)
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11. Multi-engine helicopters (MEH), requiring type training and individual type rating.
Agusta A109 Series (PWC PW206/207) Eurocopter EC 135 (PWC PW206)
Agusta A109 Series (RR Corp 250) Eurocopter EC 155 (Turbomeca Arriel 2)
Agusta A109 (Turbomeca Arriel 1) Eurocopter EC 225 (Turbomeca Makila 2A)
Agusta A109 Series (Turbomeca Arrius 2) Eurocopter MBB-BK 117 A/B (Honeywell LTS 101)
Eurocopter MBB-BK 117 C1 (Turbomeca Arriel 1)
Agusta AB139 / AW139 (PWC PT6) Eurocopter MBB-BK 117 C2 (Turbomeca Arriel 1)
Agusta/Westland EH-101 (GE CT700) Eurocopter SA 365 C Series (Turbomeca Arriel 1)
Agusta AS-61N (GE CT58)
Kamov KA-25 (Glushenkov GTD-3BM)
Bell 206LT (RR Corp 250) Kamov KA-27 (Isotov TV3)
Bell 212 / Agusta AB212 (PWC PT6) Kamov Ka 32 (Klimov)
Bell 214 (GE CT7) Kamov Ka-26D (Vedeneyev)
Bell 222 (RR Corp 250)
Bell 222 (Honeywell LTS 101) MD Helicopters MD900 (PWC PW206/207)
Bell 230 (RR Corp 250)
Mil Mi-6 (Soloviev D-25V)
Bell 412 / Agusta AB412 (PWC PT6) Mil Mi-8 (Isotov TV2)
Bell 427 (PWC PW207D) Mil Mi-10 (Soloviev D-25V)
Bell 430 (RR Corp 250) Mil Mi-17 (Isotov TV3)
Boeing 107-II (GE CT58)
Mil Mi-26 (Lotarev D-136)
Boeing 234 (Honeywell 5512) PZL-Swidnik W-3A/W-3AS (Rzeszow PZL-10W)
Eurocopter SA 330 (Turbomeca Turmo)
PZL Kania (RR Corp 250)
Eurocopter AS 332 L2 (Turbomeca Makila 1A2) Sikorsky S-61N (GE CT58)
Eurocopter AS 332C/C1/L/L1 (Turbomeca Makila 1A) Erickson (Sikorsky) S-64 (PW JFTD 12)
Eurocopter AS 355 (RR Corp 250) Sikorsky S-70 (GE T700)
Eurocopter AS 355 (Turbomeca Arrius 1) Sikorsky S-76A (RR Corp 250)
Eurocopter SA 365 N (Turbomeca Arriel 1) Sikorsky S-76A (Turbomeca Arriel 1)
Eurocopter SA 365 N1, AS 365 N2 (Turbomeca Arriel
1)
Sikorsky S-76B (PWC PT6)
Eurocopter AS 365 N3 (Turbomeca Arriel 2C) Sikorsky S-76C (Turbomeca Arriel 1)
Eurocopter BO 105 Series (RR Corp 250) Sikorsky S-76C (Turbomeca Arriel 2)
Eurocopter EC 135 (Turbomeca Arrius 2B) Sikorsky S-92A (GE CT7-8)
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12. Helicopters – Single turbine engine (HSTE), eligible for type examinations and group
ratings.
Agusta A119/ Agusta AW119MkII (PWC PT6) Eurocopter SA 319 (Turbomeca Astazou XIV)
Eurocopter SA 341 (Turbomeca Astazou)
Bell (Soloy) 47 (RR Corp 250) Eurocopter SA 342 J (Turbomeca Astazou XIV)
Bell 407 (RR Corp 250) Eurocopter SA 360 (Turbomeca Astazou XVIIIA)
Agusta AB204, AB205 / Bell 204, 205, 210 (Honeywell
T53)
Eurocopter SE 313 B (Turbomeca Artouste)
Agusta AB206 / Bell 206 (RR Corp 250) Eurocopter SA 316 B/SA 316 C (Turbomeca Artouste)
Enstrom 480 (RR Corp 250) Bell 214 (Honeywell T5508D)
Eurocopter AS 350 (Turbomeca Arriel 1) Kaman K-1200 (Honeywell T5317)
Eurocopter AS 350 (Turbomeca Arriel 2B)
Eurocopter AS 350 (Honeywell LTS 101) MD Helicopters (Hughes) 369 series (RR Corp 250)
Eurocopter EC 120 (Turbomeca Arrius 2F) MD Helicopters 600N (RR Corp 250)
Eurocopter EC 130 (Turbomeca Arriel 2B)
Eurocopter SA 315B (Turbomeca Artouste)
MD Helicopters 500N / NH500D / AMD500N (RR Corp
250)
Eurocopter SE 313/SA 318 (Turbomeca Astazou) Schweizer 269D (RR Corp 250)
13. Helicopters – Single piston engines (HSPE), eligible for type examinations and group
ratings.
Bell/Agusta/Westland 47 (Lycoming) Enstrom F-28/280 (Lycoming)
Bell 47 (Franklin)
Agusta AB-102 (PW S1H4) Schweizer (Hughes) 269 (Lycoming)
Brantly 305 (Lycoming) Robinson R22/R44 Series (Lycoming)
Brantly B2 (Lycoming)
SEI (Breda-Nardi) NH-300 Series (Lycoming)
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ANNEXE III – APPENDIX II TO AMC
AIRCRAFT TYPE PRACTICAL EXPERIENCE LIST OF TASKS
Time limits/Maintenance checks Connect ground power.
100 hour check (general aviation aircraft). Service toilet/water system
“B” or “C” check (transport category aircraft). Perform pre-flight/daily check
Review records for compliance with airworthiness
directives.
Review records for compliance with component life limits. Vibration and Noise Analysis
Procedure for Inspection following heavy landing. Analyse helicopter vibration problem.
Procedure for Inspection following lightning strike. Analyse noise spectrum.
Dimensions/Areas Air Conditioning
Locate component(s) by station number. Replace combustion heater.
Perform symmetry check. Replace outflow valve.
Replace vapour cycle unit.
Lifting and Shoring Replace air cycle unit.
Assist in : Replace cabin blower.
Jack aircraft nose or tail wheel. Replace heat exchanger.
Jack complete aircraft. Replace pressurisation controller.
Sling or trestle major component. Clean outflow valves.
Check operation of air conditioning/heating system
Levelling/Weighing Check operation of pressurisation system
Level aircraft.
Weigh aircraft.
Troubleshoot faulty system
Prepare weight and balance amendment. Auto flight
Check aircraft against equipment list. Install servos.
Rig bridle cables
Towing and Taxiing Replace controller.
Tow aircraft. Replace amplifier.
Be part of aircraft towing team. Check operation of auto-pilot.
Check operation of auto-throttle.
Parking and mooring Check operation of yaw damper.
Tie down aircraft. Check and adjust servo clutch.
Park, secure and cover aircraft. Perform autopilot gain adjustments.
Position aircraft in dock. Perform mach trim functional check.
Secure rotor blades. Troubleshoot faulty system.
Check autoland system
Placards and Markings Check flight management systems
Check aircraft for correct placards.
Check aircraft for correct markings.
Check stability augmentation system
Communications
Servicing Replace VHF com unit.
Refuel aircraft. Replace HF com unit.
Defuel aircraft. Replace existing antenna.
Check tire pressures. Replace static discharge wicks.
Check oil level. Perform antenna VSWR check.
Check hydraulic fluid level. Perform Selcal operational check.
Check accumulator pressure.
Perform operational check of passenger address
system.
Charge pneumatic system. Functionally check audio integrating system.
Grease aircraft. Repair co-axial cable.
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Troubleshoot faulty system. Check for correct assembly and locking.
Troubleshoot faulty system.
Electrical Power\
Charge lead/acid battery. Fuel
Charge ni-cad battery. Replace booster pump.
Check battery capacity. Replace fuel selector.
Deep-cycle ni-cad battery. Replace fuel tank cells.
Replace generator/alternator. Check filters.
Replace switches. Flow check system.
Replace circuit breakers. Check calibration of fuel quantity gauges.
Adjust voltage regulator. Check operation feed/selectors
Amend electrical load analysis report. Troubleshoot faulty system.
Repair/replace electrical feeder cable.
Troubleshoot faulty system Hydraulics
Replace engine driven pump.
Equipment/Furnishings Replace standby pump.
Replace carpets Replace accumulator.
Replace crew seats. Check operation of shut off valve.
Replace passenger seats. Check filters.
Check inertia reels. Check indicating systems.
Check seats/belts for security. Perform functional checks.
Check emergency equipment. Troubleshoot faulty system.
Check ELT for compliance with regulations.
Repair toilet waste container. Ice and rain protection
Repair upholstery. Replace pump.
Change cabin configuration. Replace timer.
Install wiper motor.
Fire protection Check operation of systems.
Check fire bottle contents. Troubleshoot faulty system.
Check operation of warning system.
Check cabin fire extinguisher contents. Indicating/recording systems
Check lavatory smoke detector system. Replace flight data recorder.
Install new fire bottle. Replace cockpit voice recorder.
Replace fire bottle squib. Replace clock.
Troubleshoot faulty system. Replace master caution unit.
Inspect engine fire wire detection systems Replace FDR.
Perform FDR data retrieval.
Flight Controls Troubleshoot faulty system.
Replace horizontal stabiliser. Implement ESDS procedures
Replace elevator. Inspect for HIRF requirements
Replace aileron.
Replace rudder. Landing Gear
Replace trim tabs. Build up wheel.
Install control cable and fittings. Replace main wheel.
Replace flaps. Replace nose wheel.
Replace powered flying control unit Replace shimmy damper.
Replace flat actuator Rig nose wheel steering.
Adjust trim tab. Replace shock strut seals.
Adjust control cable tension. Replace brake unit.
Check control range and sense of movement. Replace brake control valve.
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Bleed brakes. Replace regulator.
Test anti skid unit. Replace oxygen generator.
Test gear retraction. Test crew oxygen system.
Change bungees. Perform auto oxygen system deployment check.
Adjust micro switches.
Charge struts.
Troubleshoot faulty system.
Troubleshoot faulty system. Pneumatic systems
Test outbrake system Replace filter.
Replace compressor.
Lights Recharge dessicator.
Repair/replace rotating beacon. Adjust regulator.
Repair/replace landing lights. Check for leaks.
Repair/replace navigation lights.
Repair/replace interior lights.
Troubleshoot faulty system.
Repair/replace emergency lighting system. Vacuum systems
Perform emergency lighting system checks. Replace vacuum pump.
Troubleshoot faulty system Check/replace filters.
Adjust regulator.
Navigation
Calibrate magnetic direction indicator.
Troubleshoot faulty system.
Replace airspeed indicator. Water/Waste
Replace altimeter. Replace water pump.
Replace air data computer. Replace tap.
Replace VOR unit. Replace toilet pump.
Replace ADI.
Replace HSI.
Troubleshoot faulty system.
Check pitot static system for leaks. Central Maintenance System
Check operation of directional gyro. Retrieve data from CMU.
Functional check weather radar. Replace CMU.
Functional check doppler. Perform Bite check.
Functional check TCAS.
Functional check DME
Troubleshoot faulty system.
Functional check ATC Transponder Airborne Auxiliary power
Functional check flight director system. Install APU.
Functional check inertial nav system. Inspect hot section.
Complete quadrantal error correction of ADF
Troubleshoot faulty system.
system.
Update flight management system database.
Check calibration of pitot static instruments. Structures
Check calibration of pressure altitude reporting
Sheet metal repair.
system.
Troubleshoot faulty system Fibre glass repair.
Check marker systems Wooden repair.
Compass replacement direct/indirect Fabric repair.
Check Satcom Recover fabric control surface.
Check GPS Treat corrosion.
Test AVM Apply protective treatment.
Oxygen Doors
Inspect on board oxygen equipment. Rig/adjust locking mechanism.
Purge and recharge oxygen system. Adjust air stair system.
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Check operation of emergency exits. Replace blades.
Test door warning system. Troubleshoot.
Troubleshoot faulty system.
Tail Rotor Drive
Windows Replace bevel gearbox.
Replace windshield. Replace universal joints.
Replace window. Overhaul bevel gearbox.
Repair transparency. Install drive assembly.
Check chip detectors.
Wings
Skin repair. Rotorcraft flight controls
Recover fabric wing. Install swash plate.
Replace tip. Install mixing box.
Replace rib. Adjust pitch links.
Check incidence/rig. Rig collective system.
Rig cyclic system.
Propeller Rig anti-torque system.
Assemble prop after transportation. Check controls for assembly and locking.
Replace propeller. Check controls for operation and sense.
Replace governor. Troubleshoot faulty system.
Adjust governor.
Perform static functional checks. Power Plant
Check operation during ground run. Build up ECU.
Check track. Replace engine.
Check setting of micro switches. Repair cooling baffles.
Dress out blade damage. Repair cowling.
Dynamically balance prop. Adjust cowl flaps.
Troubleshoot faulty system. Repair faulty wiring.
Troubleshoot.
Main Rotors
Install rotor assembly. Piston Engines
Replace blades. Remove/install reduction gear.
Replace damper assembly. Check crankshaft run-out.
Check track. Check tappet clearance.
Check static balance. Check compression.
Check dynamic balance. Extract broken stud.
Troubleshoot. Install helicoil.
Perform ground run.
Rotor Drive Establish/check reference RPM.
Replace mast. Troubleshoot.
Replace drive coupling.
Replace clutch/freewheel unit Turbine Engines
Replace drive belt. Replace module.
Install main gearbox. Hot section inspection.
Overhaul main gearbox. Engine ground run.
Check gearbox chip detectors. Establish reference power.
Trend monitoring/gas path analysis.
Tail Rotors Troubleshoot.
Install rotor assembly.
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Fuel and control, piston Engine Indicating
Replace engine driven pump. Replace engine instruments(s).
Adjust AMC. Replace oil temperature bulb.
Adjust ABC. Replace thermocouples.
Install carburettor/injector. Check calibration.
Adjust carburettor/injector. Troubleshoot faulty system.
Clean injector nozzles.
Replace primer line. Exhaust, piston
Check carburettor float setting. Replace exhaust gasket.
Troubleshoot faulty system. Inspect welded repair.
Pressure check cabin heater muff.
Fuel and control, turbine Troubleshoot faulty system.
Replace FCU.
Replace engine driven pump. Exhaust, turbine
Clean/test fuel nozzles. Change jet pipe.
Clean/replace filters. Change shroud assembly.
Adjust FCU. Install trimmers.
Troubleshoot faulty system.
Oil
Ignition systems, piston Change oil.
Change magneto. Check filter(s).
Change ignition vibrator. Adjust pressure relief valve.
Change plugs. Replace oil tank.
Test plugs. Replace oil pump.
Check H.T. leads. Replace oil cooler.
Install new leads. Replace firewall shut off valve.
Check timing. Perform oil dilution.
Check system bonding. Troubleshoot faulty system.
Troubleshoot faulty system.
Starting
Ignition systems, turbine Replace starter.
Check glow plugs/ignitors. Replace start relay.
Check H.T. leads. Replace start control valve.
Check ignition unit. Check cranking speed.
Replace ignition unit. Troubleshoot faulty system.
Troubleshoot faulty system.
Turbines, piston engines
Engine Controls Replace PRT.
Rig thrust lever. Replace turbo-blower.
Rig RPM control. Replace heat shields.
Rig mixture HP cock lever. Replace waste gate.
Rig power lever. Adjust density controller.
Check control sync (multi-eng).
Check controls for correct assembly and locking. Engine water injection
Check controls for range and sense of operation. Replace water/methanol pump.
Adjust pedestal micro-switches. Flow check water/methanol system.
Troubleshoot faulty system. Adjust water/methanol control unit.
Check fluid for quality.
Troubleshoot faulty system.
Accessory gear boxes
Replace gearbox.
Replace drive shaft.
Check chip detector.
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ANNEXE IV – APPENNDIX IV TO AMC
FUEL TANK SAFETY TRAINING
This appendix includes general instructions for providing training on Fuel Tank Safety issues.
1. Level of training required by this Annex is only level 2.
Level 2 Detailed training
Objectives:
The attendant should, after the completion of the training:
1. know the history and the theoretical and practical elements of the subject, have an
overview of Special Federal Aviation Regulations (SFARs) from 14 CFR SFAR 88 of
the FAA and of JAA TGL 47, be able to give a detailed description of the concept of
CDCCL, Airworthiness Limitations Items (ALI) and using theoretical fundamentals and
specific examples,
2. have the capacity to combine and apply the separate elements of knowledge in a
logical and comprehensive manner.
3. have detailed information on how the above items affect the aircraft in the scope of the
activity of the organisation or in the fleet.
4. understand and carry out activities with the use of manufacturer and regulatory
authority data providing instructions on design and maintenance, such as Service
Bulletins, Airworthiness Directives, Aircraft Maintenance Manual, Component
Maintenance Manual etc.
5. use easily the manufacturer’s documentation from various sources and apply corrective
action where appropriate.
6. identify the components or parts or the aircraft subject to FTS from the manufacturer’s
documentation, plan the action or apply a Service Bulletin and an Airworthiness
Directive.
Continuing training
The interval between continuing training shall be established by the organisation employing
such personnel, but should not exceed two years.
The continuing training shall include knowledge on evolution of material, tools,
documentation and manufacturer’s or competent authority’s directives.
2. The personnel directly involved in Fuel Tank Safety (FTS) systems shall be qualified
according to the following table:
Organisation Personnel
Part-66 licence holders in a
continuing airworthiness
management organisation
Part-66 licence holders in
aircraft and component
maintenance organisations
The airworthiness review
staff as required by
M.A.707.
Maintenance organisation
support
and certifying staff
Level of
knowledge
Continuing
training
2 Yes
2 Yes
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3. General requirements
The training for the personnel designated in table above has to be carried out before any
airworthiness review certificate is issued or any maintenance task is certified on an aircraft or
a component.
The training should be made in appropriate facilities containing examples of components,
systems and parts affected by FTS issues and having access to aircraft or component where
typical examples of FTS issues can be shown. The use of pictures, films and practical
examples of the maintenance on fuel tank system is recommended. The training shall
include a representative number of repair and inspections as required by the maintenance
programme showing the necessity of using the manufacturer’s data.
4. Characteristics of the training
The following characteristics shall be taken into consideration when the level 2 training
programmes are being established:
a) understanding of the background and concepts of fuel tank safety as developed
during the last 10 years, and
b) how in maintenance organisations mechanics can recognise, interpret and handle
the improvements that have been made or are being made during fuel tank system
maintenance,
c) awareness of any hazards working on the Fuel System, and especially with a
Flammability Reduction System using nitrogen.
a), b) and c) should be introduced in the training programme addressing the following
issues:
i. The theoretical background behind the fuel tank safety: the explosions of
mixtures of fuel and air, the behaviour of those mixtures in an aviation
environment, the effects of temperature and pressure, energy needed for
ignition etc, the ‘fire triangle’,
- Explain 2 concepts to prevent explosions: (1) ignition source prevention
and (2) flammability reduction,
ii. The major accidents and accident investigations and their conclusions,
iii. SFARs from 14 CFR SFAR 88 of the FAA and JAA Internal Policy INT POL
25/12: reason of these documents, and what was the ultimate goal, margins
of fuel system safety improvements (from 10-6 to 10-9, in fact improvement
by a factor 100-1000, to identify unsafe conditions and to correct them, to
systematically improve fuel tank maintenance),
iv. Explain the concepts that are being used: the results of SFAR 88 of the FAA
and JAA INT/POL 25/12: modifications, airworthiness limitations and
CDCCL,
v. Where relevant information can be found by the mechanics and how to use
and interpret this information (maintenance manuals, component
maintenance manuals)
vi. Fuel Tank Safety and Maintenance: fuel tank entry and exit procedures,
clean working environment, what is meant by configuration control, wire
separation, bonding of components etc,
vii. Flammability reduction systems: reason for their presence, their effects, the
hazards of an FRS using nitrogen for maintenance, safety precautions in
maintenance/working with an FRS,
viii. Recording maintenance actions, recording measures and results of
inspections.
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SECTION A
ANNEXE V
GUIDANCE MATERIAL TO PART-66
GM 66.A.20(a) Privileges
1. The following titles shown against each category designator below are intended to
provide a readily understandable indication of the job function:
Category A: Line maintenance certifying mechanic.
Category B1: Maintenance certifying technician - mechanical.
Category B2: Maintenance certifying technician - avionic.
Category C: Base maintenance certifying engineer.
The titles adopted by each competent authority may differ from those shown to reflect titles
used in the national language for the above functions but the designators A, B1, B2 and C
are required by 66.A.20.
2. Individual aircraft maintenance licence holders need not be restricted to a single
category. Provided that each qualification requirement is satisfied, any combination of
categories may be granted.
GM 66.A.20(a)Privileges
1. Tasks permitted by 66.A.20 (a) 1. to be certified under the category A certification
authorisation as part of minor scheduled maintenance or simple defect rectification are as
specified in Part 145 and agreed by the competent authority. Part 145 contains a typical
example list of such tasks.
2. For the purposes of category A minor scheduled line maintenance means any minor
check up to but not including the A check where functional tests can be carried out by the
aircrew to ensure system serviceability. In the case of an aircraft type not controlled by a
maintenance programme based upon the A/B/C/D check principle, minor scheduled line
maintenance means any minor check up to and including the weekly check or equivalent.
3. The category B1 licence also permits the certification of work involving avionic systems,
providing the serviceability of the system can be established by a simple self-test facility,
other on-board test systems/equipment or by simple ramp test equipment. Defect
rectification involving test equipment which requires an element of decision making in its
application - other than a simple go/no-go decision - cannot be certified. The category B2
will need to be qualified as category A in order to carry out simple mechanical tasks and
be able to make certifications for such work.
4. The category C certification authorisation permits certification of scheduled base
maintenance by the issue of a single certificate of release to service for the complete
aircraft after the completion of all such maintenance. The basis for this certification is that
the maintenance has been carried out by competent mechanics and both category B1
and B2 staff have signed for the maintenance under their respective specialisation. The
principal function of the category C certifying staff is to ensure that all required
maintenance has been called up and signed off by the category B1 and B2 staff before
issue of the certificate of release to service. Category C personnel who also hold
category B1 or B2 qualifications may perform both roles in base maintenance.
GM 66.A.20(b)3. Privileges
1. Holders of a Part-66 aircraft maintenance licence may not exercise certification privileges
unless they have a general knowledge of the language used within the maintenance
environment including knowledge of common aeronautical terms in the language. The
level of knowledge should be such that the licence holder is able to :
- read and understand the instructions and technical manuals in use within the
organisation;
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- make written technical entries and any maintenance documentation entries, which
can be understood by those with whom they are normally required to communicate;
- read and understand the maintenance organisation procedures;
- communicate at such a level as to prevent any misunderstanding when exercising
certification privileges.
2. In all cases, the level of understanding should be compatible with the level of certification
privileges exercised.
GM 66.A.25(a) Basic knowledge requirements
The levels of knowledge are directly related to the complexity of certifications appropriate to
the particular 66.A.1 category, which means that category A must demonstrate a limited but
adequate level of knowledge, whereas category B1 and B2 must demonstrate a complete
level of knowledge in the appropriate subject modules. Category C certifying staff must meet
the relevant level of knowledge for B1 or B2.
GM 66.A.30(a) Basic knowledge requirements
Maintenance experience on operating aircraft means the experience of being involved in
maintenance tasks on aircraft which are being operated by airlines, air taxi organisations,
etc. The point being to gain sufficient experience in the environment of commercial
maintenance as opposed to only the training school environment. Such experience may be
combined with approved training so that periods of training can be intermixed with periods of
experience rather like the apprenticeship.
GM 66.A.40 Continued validity of the aircraft maintenance licence
Validity of the Part-66 aircraft maintenance licence is not affected by recency of maintenance
experience whereas the validity of the 66.A.20 privileges is affected by maintenance
experience as specified in 66.A.20(a)
GM 66.A.45(d) Type/task training and ratings
1. The required duration of practical training must be accepted on a case by case basis by
the competent authority prior to the type rating endorsement. It is strongly recommended
that the agreement on the practical training duration be reached before the training starts.
For applicants from a Part-145 organisation, the required duration may be approved
through the organisation's MOE procedures.
2. While it is not feasible to establish a formula giving the required training duration in all
cases, the following may be used as a guideline :
(a) For a first type training course with no recent recorded maintenance experience four
months practical training is required.
(b) Some factors that may lead to a reduction in the maximum duration of 4 months practical
training required are as follows :
- experience on aircraft type of a similar technology, construction and systems
including engines;
- recency on type;
- the quantity of the practical experience. For example experience gained will depend
upon the environment e.g. line maintenance environment with one aircraft per week
would permit limited experience compared with the constant base maintenance check
environment;
- the quality of the practical experience. The type of tasks carried out. These tasks
should reflect, at a minimum, those tasks specified by the practical training needs
matrix developed by the organisation approved under Part-147.
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3. The minimum two weeks practical training is normally required for all type training
courses. This includes the addition of similar type ratings on a Part-66 licence
(differences courses). There may be cases where the practical differences training
required is less than two weeks for example an engineer with a Part-66 type license in
category B2 on an Airbus A330 with PW 4000 engines who takes a differences course to
an Airbus A330 with Rolls Royce Trent engines.
It should be noted however that while AMC 66.A.45(d) specifies a practical training
duration between 2 weeks and 4 months, in the case of a structured OJT performed at
line stations, due to the availability of aircraft its duration may need be subsequently
extended in order to fulfil the required list of supervised tasks.
4. Except in those cases where the Part-147 organisation determines the practical training
required it is the responsibility of the maintenance organisation to determine that the
duration of practical training is commensurate with the candidates' recency and
experience. However, in either case the Member State must satisfy itself that the
practical training is of sufficient duration before adding a type rating.
Limited avionics system training should be included in the category B1 type training as
the B1 privileges include the replacement of avionic line replaceable units. Electrical
systems should be included in both categories type training.
GM 66.A.45(f) Type/task training and ratings
The examinations in respect of category B1 or B2 or C aircraft type ratings may be
conducted by training organisations appropriately approved under Part-147, the Member
State or an organisation accepted by the Member State to conduct such examination.
GM 66.A.45(d) and (e) Type/task training and ratings
Part-66 Appendix III type training levels are based upon ATA 104 (Air Transport Association)
corresponding type training levels.
Guidance to 66.A.70 Conversion provisions
For example a technical limitation could be where a person holds a pre Part-66 national
licence or authorisation limited to the release of the airframe and engine but not the electrical
power system. This person would be issued with an Part-66 aircraft maintenance licence in
the B1 category with a limitation excluding electrical power systems.
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SECTION B PROCEDURE FOR COMPETENT AUTHORITIES
GM 66.B.115(b)
Where the maintenance organisation approved under Part-145 conducts the practical
training, it must confirm to the competent authority that the trainee has been assessed and
has successfully completed the practical elements of type training course to satisfy the
requirements of 66.A.45(c). The competent authority is required to agree how the practical
elements are assessed, for example under a procedure as agreed by the competent
authority or on a case by case basis.
GM 66.B.120
The competent authority should not carry out any investigation to ensure that the licence
holder is in current maintenance practice as this is not a condition for the renewal of a
licence. Ensuring the continued validity of the certification privileges is a matter for the
approved Part-145 / Subpart-F maintenance organization or the certifying staff in accordance
with M.A.801(b)2 .
For the purpose of ensuring the continued validity of the certification privileges the competent
authority may, when periodically reviewing the organizations in accordance with 145.B.30 or
M.B.604, or during on the spot checks, request the licence holder for documentary evidence
of compliance with 66.A.20(b) when exercising certification privileges.
GM 66.B.200 Examination by the competent authority
1. Questions may be prepared in the national language but the use of aviation English is
recommended wherever possible.
2. The primary purpose of essay questions is to determine that the candidate can express
themselves in a clear and concise manner and can prepare a concise technical report for
the maintenance record, which is why only a few essay questions are required.
3. Oral type questions may not be used as the primary means of examination because of
the difficulty in establishing consistency of standards between examiners or day to day.
Nothing however prevents the competent authority from meeting potential certifying staff
for the purpose of ensuring they understand their obligations and responsibilities in the
application of maintenance Parts.
4. For pass mark purposes, the essay questions should be considered as separate from the
multiple choice questions.
5. Multiple choice question (MCQ) generation.
The following principles should be observed when developing multiple choice question:
(a) The examination should measure clearly formulated goals. Therefore the field and
depth of knowledge to be measured by each question must be fully identified.
(b) All the questions should be of the multiple choice type with three alternative answers.
(c) Questions that require specialised knowledge of specific aircraft types, should not be
asked in a basic licence examination.
(d) The use of abbreviations and acronyms should generally be avoided. However where
needed, only internationally recognised abbreviations and acronyms should be used.
In case of doubt use the full form, e.g. angle of attack = 12 degrees instead of a= 12°.
(e) Questions and answers should be formulated as simply as possible: the examination
is not a test of language. Complex sentences, unusual grammar and double
negatives should be avoided.
(f) A question should comprise one complete positive proposition. No more than 3
different statements should appear among the suggested responses otherwise the
candidate may be able to deduce the correct answer by eliminating the unlikely
combinations of statements.
(g) Questions should have only one true answer.
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(h) The correct answer should be absolutely correct and complete or, without doubt, the
most preferable. Responses that are so essentially similar that the choice is a matter
of opinion rather than a matter of fact should be avoided. The main interest in MCQs
is that they can be quickly performed: this is not achieved if doubt exists about the
correct answer.
(i) The incorrect alternatives must seem equally plausible to anyone ignorant of the
subject. All of the alternatives should be clearly related to the question and of similar
vocabulary, grammatical construction and length. In numerical questions, the
incorrect answers should correspond to procedural errors such as corrections applied
in the wrong sense or incorrect unit conversions: they must not be mere random
numbers.
(j) Calculators are not allowed during examination. Therefore all calculations should be
feasible without a calculator. Where a question involves calculations not feasible
without a calculator, such as 10, then the question should specify the approximate
value of 10.
(k) Questions must be referred to Part-66 Appendix I examination syllabus.
6. Essay question generation
(a) The purpose of the essay is to allow the competent authority to determine if
candidates can express themselves in a clear and concise manner in the form of a
written response, in a technical report format using the technical language of the
aviation industry. The essay examination also allows to assess, in part, the technical
knowledge retained by the individual and with a practical application relevant to a
maintenance scenario.
(b) Questions should be written so as to be broad enough to be answered by
candidates for all licence category or sub-categories (Cat A, B1 & B2) and comply
with the following general guidelines.
- the question topic selected should be generic, applicable to mechanical as well as
avionic licence categories and have a common technical difficulty level as indicated
in Part -66, Appendix I.
- cover technology applicable to most areas of aircraft maintenance.
- reflects common working practises.
- it is not type or manufacturer specific and avoids subjects which are rarely found in
practice.
- when drafting a question there is need to ensure consideration is given to the limited
practical experience that most candidates will have.
(c) In order that the questions and the marking procedures are as consistent as
possible, each question and model answer, with the required key areas required
(see below) should be reviewed independently by at least 2 technical staff.
(d) When raising questions the following must be considered :
- each essay question will have a time allowance of 20 minutes.
- a complete A4 side is provided for each question and answer, if required the answer
can be extended onto the reverse side of the page.
- the question should be such that the answer expected will be at the level shown for
that subject in the module syllabus.
- the question should not be ambiguous but should seek a broad reply rather than be
limited in scope for answer.
- the question should lend itself to be written in a technical report style, in a logical
sequence (beginning, middle and end), containing the applicable and relevant
technical words needed in the answer.
- do not ask for drawings/sketches to support the essay.
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- the question must be relevant to the category and level of difficulty listed in the
syllabus, e.g. a description of a typical general aviation system may not be
acceptable for a typical commercial aeroplane.
- subject to obvious constraints in relation to the topic being addressed the question
should have a strong bias towards the practical maintenance of a
system/component and the answer should show an understanding of normal and
deteriorated conditions of an aircraft and its systems.
Variations on alternative possible answers which have not been thought of, may
have to be taken into account to aid the examiner when marking. If considered
relevant, the model answer should be amended to include these new points.
(e) Because of the difficulty in marking an essay answer using key points only, there is
a need for the way in which the report was written to be assessed and taken into
consideration.
(f) The total points for each question will add up to 100 and will need to reflect both the
combination of the technical (key point) element and the report style element.
(g) Each key point will be graded upon its importance and have point weighting
allocated to it. The total weight will represent 60% of the mark.
(h) Key points are the 'important elements' that may be knowledge or experience-based
and will include other maintenance orientated factors such as relevant safety
precautions or legislative practices if applicable. Excessive reference to the need for
MM referral or safety checks may be considered wasteful.
(i) The question answer will be analysed for the clarity and manner in which the essay
report is presented and have a weighting allocated to it which will represent 40% of
the mark.
(j) The answer should show the candidate's ability to express himself in technical
language. This includes readability of the language, basic grammar and use of
terminology.
(k) The report starts in the beginning and has logical process to reach a conclusion.
(l) Supporting diagrams should not be encouraged but if used should supplement the
answer and not replace the need for a broad text answer.
(m) The report should not be indexed, itemised or listed.
(n) Within reason the candidate should not be penalised for incorrect spelling.
(o) A zero mark should only be given in exceptional circumstances. Even if the student
misunderstands the question and gives an answer to a different question, a
sympathetic mark even if only for the report style should be given, this could up to
the maximum percentage allowed.
(p) The two allocated marks should be added together and written into the answer
paper.
(q) If a question answer resulting in a borderline failure is principally due to "written
report errors," the paper should be discussed and the mark agreed if possible with
another examiner.
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