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Part-66
Get a Part-66 licence

What are the Part-66 licence categories?

Answer

In a Part-145 approved organisation, the different categories of Part-66 licences are:

LICENCE For certifying the release to service of work performed on

What:
CATEGORY aircraft:
Minor scheduled line maintenance and simple defect
rectification
Divided into the following subcategories:
Line
A A1 Aeroplanes Turbine; Maintenance
A2 Aeroplanes Piston;
A3 Helicopters Turbine;
A4 Helicopters Piston.
Maintenance on aircraft structure, power plant and mechanical
and electrical systems, avionic systems requiring simple tests
to prove their serviceability and no troubleshooting
Divided into
Line
B1
B1.1 for turbine aeroplanes, Maintenance
B1.2 for piston engine aeroplanes,
B1.3 for Turbine helicopter and
B1.4 for piston engine helicopter

Maintenance on aeroplane structure, power plant and

mechanical and electrical systems; and on avionics systems
Line
B3 requiring only simple tests to prove their serviceability and not
Maintenance
requiring troubleshooting limited to non-pressurized
aeroplanes of 2 000 kg MTOM and below.
 Page 2 of 27

LICENCE For certifying the release to service of work performed on

What:
CATEGORY aircraft:
Maintenance performed on avionic and electrical systems and
electric and avionics tasks within powerplant and mechanical Line
B2
systems requiring only simple test and minor scheduled line Maintenance
maintenance and simple defect rectification
The same as B2 but limited to the systems endorsed on the
licence:
Divided into the following ‘system ratings’:

communication/navigation (com/nav), Line

B2L
instruments, Maintenance
auto flight,
surveillance,
airframe systems.

Maintenance on aircraft structure, power plant and mechanical

and electrical systems; radio, Emergency Locator
Transmitters (ELT) and transponder systems; and
work on other avionics systems requiring simple tests to prove
their serviceability

Divided into the following subcategories:

L1C: composite sailplanes,

L1: sailplanes, Line
L
L2C: composite powered sailplanes and composite ELA1 Maintenance
aeroplanes,
L2: powered sailplanes and ELA1 aeroplanes,
L3H: hot-air balloons,
L3G: gas balloons,
L4H: hot-air airships,
L4G: ELA2 gas airships,
L5: gas airships other than ELA2.

Base maintenance
Line
C C with respect to complex motor-powered aircraft and
Maintenance
C with respect to other than complex motor-powered aircraft

Support staff for:

 Page 3 of 27

LICENCE For certifying the release to service of work performed on

What:
CATEGORY aircraft:
Maintenance on aircraft structure, power plant and mechanical
and electrical systems, avionic systems requiring simple tests
to prove their serviceability and no troubleshooting Base
B1
(subdivided into B1.1 for turbine aeroplanes, B1.2 for piston Maintenance
engine aeroplanes, B1.3 for Turbine helicopter and B1.4 for
piston engine helicopter)
Maintenance on avionic and electrical systems and electric
and avionics tasks within power plant and mechanical Base
B2
systems requiring only simple test and minor scheduled line Maintenance
maintenance and simple defect rectification
The same as B2 but limited to the systems endorsed on the
licence:
communication/navigation (com/nav),
B2L instruments,
auto flight,
surveillance,
airframe systems.
Maintenance on aeroplane structure, power plant and
mechanical and electrical systems; and on avionics systems
Base
B3 requiring only simple tests to prove their serviceability and not
Maintenance
requiring troubleshooting limited to non-pressurized
aeroplanes of 2 000 kg MTOM and below.
 Page 4 of 27

LICENCE For certifying the release to service of work performed on

What:
CATEGORY aircraft:
Maintenance on aircraft structure, power plant and mechanical
and electrical systems; radio, Emergency Locator
Transmitters (ELT) and transponder systems; and
work on other avionics systems requiring simple tests to prove
their serviceability

Divided into the following subcategories:

L1C: composite sailplanes,

L1: sailplanes, Base
L
L2C: composite powered sailplanes and composite ELA1 Maintenance
aeroplanes,
L2: powered sailplanes and ELA1 aeroplanes,
L3H: hot-air balloons,
L3G: gas balloons,
L4H: hot-air airships,
L4G: ELA2 gas airships,
L5: gas airships other than ELA2.

See points 66.A.3 and 66.A.20 of Annex III (Part-66) to Regulation (EU) No 1321/2014 can be
found on the Agency website https://www.easa.europa.eu/regulations#regulations-continuing-
airworthi… or in the eRules https://www.easa.europa.eu/document-library/easy-access-
rules/easy-acce…)

Last updated:
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How to get an EASA Part-66 Licence (Category B1 or B2)?

Answer

1. In order to get an EASA Part-66 AML (Aircraft Maintenance License), an applicant needs:
i. Basic knowledge (66.A.25);
ii. Basic experience (66.A.30).
2. In order to get an aircraft type rating TR endorsed in the AML, an applicant needs:
i. Type Training (Theoretical and Practical) (66.A.45)
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ii. On-the-job Training (OJT) for the first TR (66.A.45).

The following two schemes depict the most common paths and are for information only.

The first scheme applies to Group 1 aircraft (B1 and B2 licence categories).
The second scheme applies to other than Group 1 aircraft (B1 and B2 licence categories).
NOTE: Aircraft groups are described in 66.A.5.

These schemes do not override Part-66 requirements nor capture all the possibilities (various
licences, educations and experiences). The start and end of each phase can vary depending on
individual cases.

For further and detailed information:

Refer to Part-66 and related AMC/GM; and

Consult the Competent Authority where you intend to apply for the AML.
NOTE:
An AML issued by a country other than EASA Member States cannot be rendered valid as
EASA Part-66 AML.

NOTE:
Part-66 licences issued by the countries other than EASA Member States are not mutually
recognised in the European system.
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Click on the pictures to zoom in.

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How can I apply for an EASA Part-66 licence? What is required at the time of
the application?

Answer

The initial application for a Part-66 aircraft maintenance licence shall be made to the competent
authority of one of the Member States (MS). Please contact this competent authority for an
application Form (EASA Form 19) and specific details concerning the application.

The EASA Form 19 shall be submitted to the MS together with evidence of compliance with the
requirements. MS will specify the related fees and how compliance with the requirements shall
be demonstrated.

See 66.A.10, 66.A.15, 66.A.25, 66.A.30, 66.A.45 and 66.A.70 and related AMC/GM.

An application for amendment or renewal of a Part-66 aircraft maintenance licence (AML) shall
be made to the competent authority of the MS who issued the licence. Please contact this
competent authority for an application Form (EASA Form 19) and specific details concerning
 Page 7 of 27
the application.

The EASA Form 19 shall be submitted to the MS together with evidence of compliance with the
requirements. MS will specify the related fees and how compliance with the requirements shall
be demonstrated.

See 66.A.10, 66.A.15, 66.A.25, 66.A.30, 66.A.40, 66.A.45, 66.A.50, and 66.A.70 and related
AMC/GM.

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Who is allowed to issue EASA Part-66 licences? Can I apply for a Part-66
licence to EASA?

Answer

EASA is not a licensing authority and therefore does not issue any licences. Part-66 licences
are issued by the competent authorities of the EU Member States, plus Switzerland, Norway,
Iceland and Liechtenstein. The list of the National Aviation Authorities and their contact details
can be accessed here: https://www.easa.europa.eu/the-agency/member-states .

Last updated:
13/04/2015

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I want to work in an organisation located within the EU. Do I need a Part-66

licence?

Answer

According to the current rules, a Part-66 licence is required for:

certifying the release to service of maintenance of an aircraft;

work in maintenance organisations as support staff.
For other activities within a maintenance organisation, a Part-66 licence is not required. No Part-66 licence exists for components

(based on article 5 of Commission Regulation (EU) No. 2018/1142).

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Remark: Privileges on the basis of national requirements may be added in the Part-66 licence in section XIV. national privileges.

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I am a colour-blind. Does this prevent me from getting a Part-66 licence or

exercising my licence privileges?

Answer

Regulation (EU) 1321/2014 does not require any medical examination before applying for a
Part-66 licence.

In the past some medical criteria were proposed in JAR-66, but these were removed in order to
avoid conflicts with national rules. JAR 66.A.50 had requirements on:

use of alcohol at work,

effects of medicines,
physical conditions, vision, ability to see colours,
mental conditions.
Part-66 has only a provision to suspend, limit or revoke licences in case of carrying out
maintenance or issuing a certificate of release to service when adversely affected by alcohol or
drugs [66.B.500 point(7)].

Current 145.A.30(e) requests certifying staff to receive a human factor training and GM 1
145.A.30 (e) gives guidance about the elements of the training to be imparted:

4 - Human performance & limitations

4.1 Vision
4.2 Hearing
4.3 Information-processing
4.4 Attention and perception
4.5 Situational awareness
4.6 Memory
4.7 Claustrophobia and physical access
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.11 Workload management
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4.12 Fatigue
4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks / complacency

Common sense recommends the certifying staff not to exercise the privileges of their
certification authorisation if they know or suspect that their physical or mental condition renders
them unfit to exercise such privileges (impact to the safe maintenance operations). In addition
such recommendation may be covered and rendered mandatory by the national requirements
of the Member State where you exercise your privileges. Typical examples are for intoxication
(alcohol, drugs, etc.).

It is therefore recommended that you inform the management of your maintenance

organisation:

as you should not deviate from the national law;

as the organisation shall establish and control the competence of personnel; (145.A.30(e) –
necessary expertise related to the job function);
as the organisation shall have a human performance programme in place (145.A.35(e)); and
as the ICAO safety management system encourages to identify hazards and risks.
Please find an agreement with your company in order to list the maintenance tasks that you are
allowed to carry out without jeopardising the aircraft safety.

Note: The same reasoning as explained above applies for any medical condition.

Last updated:
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Does EASA plan to propose changes to the implementing regulation to

establish specific adaptations applicable to persons with learning
difficulties (e.g. dyslexia, attention deficit disorder, hyperactivity,…) who
wish to undertake aircraft maintenance training in a Part-147 approved
training organisation as required to apply for Part-66 licenses?

Answer

Anybody able to pass the basic knowledge examinations and fulfil the basic experience
requirements can get the related Part-66 licence. There are no additional conditions such as a
medical certificate or any other proof regarding the mental or physical abilities. In other words,
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people with specific learning difficulties or physical impairments are not discriminated by Part-
66 or Part-147.

Obtaining the licence does not give the certification privileges. Before granting such privileges,
the maintenance organisation will have first to check the competence, including the
assessment of the skills and abilities and considering the Human Factors principles. The scope
of the certification authorisation will be commensurate to these competence/abilities. Please
note that in some EU Member States additional occupational safety and health requirements
may apply (working on heights, confined spaces, etc.).

EASA does not plan to propose amendments to the regulations to account for cases of people
with special needs during examinations: a single regulation cannot cover all individual cases. If
a Member State intends to introduce any such adaptation, Regulation EU 2018/1139 (the BR)
includes the possibility for the Member States to grant an exemption under the Article 71(2),
after evaluation of the individual conditions for the case.

As an additional information, the Agency already issued several positive recommendations for
such exemptions (e.g. for candidates with confirmed dyslexia, i.e. 25% additional time). Please
contact your competent authority for details.

For further information about the flexibility provisions under the BR, please see 'Safeguard &
Flexibility Provisions'.

Last updated:
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How can I get a Part-66 licence valid in the EU by conversion?

Answer

Either you are the holder of:

a national licence [66.A.305] or an approved maintenance organisation authorisation

[66.A.310], that was valid in the Member State before the entry into force of the EASA
regulation introducing the relevant Part-66 categories (see entry into force of the
amendments of the regulation), or
JAR-66 licence, which will automatically be re-issued as Part-66 licences as they are
deemed to have been issued in accordance with Part-66. This does only apply to JAR-66
licence issued by the countries listed on the Mutual recognition page.
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Please note that none of the bilateral agreements between the EU and third countries (at
present US, Canada, Brazil and China and Japan) have the maintenance licences in their
scope.

Furthermore, 66.A.70 allows conversion of qualifications valid in a Member State in very

specific and limited cases.

Last updated:
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Basic Part-66 licence (without type rating)

For personnel studying a qualification at a University or a degree in a

country outside of the EU: I am studying aeronautics and I wish to obtain an
EASA Part-66 licence? May I get a credit or may I get a licence based on my
degree?

Answer

No, unless the basic knowledge got outside of the EU is acquired in a Part-147 training
organisation approved by EASA, according to 66.B.405.

Last updated:
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Which documentation is required to support the application demonstrating

compliance with the experience requirements?

Answer

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 such as “X years
maintenance experience completed” would not be acceptable. A maintenance log book
detailing the experience is desirable and some competent authorities may require such a log
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book (see AMC 66.A.10).

Consequently, the format used to evidence the maintenance experience is not strictly defined in
the rules and is left at the discretion of the competent authority issuing the licence. Hence,
EASA advises you follow the instructions of the competent authority where you intend to apply
for.

Last updated:
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I work as a mechanic in the military field on aircraft being also certified for
civil operations. In order to obtain the Part-66 licence, why do I need
additional experience of civil aircraft maintenance as required by 66.A.30(e)
on top of my experience in the military field?

Answer

As stated in 66.A.30(e), for mechanics having a military background and seeking a Part-66
licence, the objective is to ensure adequate understanding of the civil aircraft maintenance
environment, not only because of possible different aircraft technologies, but also because of
practices linked to the civil environment.

Not only the technology or systems of the civil aircraft might differ from the military aircraft
version configuration (e.g. no video entertainment system; no sliding chutes; different fuel or
electrical systems) but the experience gained in the military environment might also significantly
differ from the scope of work of the civil maintenance organisation, its procedures and policies
(e.g. use and meaning of the certificate of release to service - EASA Form 1, standard parts,
store and tools procedures, use of the maintenance documentation such as ADs, SB, SIL…,
quality and safety management system; human factor aspects, continuing airworthiness record
systems…).

In addition the interaction with the customers (i.e. the airliners) induces new practices such as
use of the aircraft technical log book, MEL, aircraft defect rectification and deferment of items;
use of customer documentation (e.g. MPD, MRB, SRM, IPC); interaction with the crew; how to
behave with the passengers; special procedure such as (re)fuelling, de-icing /anti-icing;
communication with the tower or moving on the apron.

Finally, the requirements for the continuing airworthiness of the aircraft might significantly
evolve in the civil environment. To name a few, the following items can be reminded: ADs, SBs,
 Page 13 of 27

operational directives, EASA requirements; records and archives; repairs and modifications
(use of data, EASA/FAA rules; dual-release); special inspections (e.g. CPCP, EWIS); approved
maintenance programme and its effectiveness / reliability; occurrence reporting; understanding
of MSG-3 methods …

The military regulations widely differ from country to country, with certain countries having
military rules similar to the EU ones, while others have very different rules. The 12-month
additional civil maintenance experience average (as per AMC 66.A.30(e)), has been agreed by
the Member States and accepted as a standard way to demonstrate compliance with the rule to
achieve mutual recognition and adequate degree of standardisation.

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I have completed my EASA Part-66 modules for B1 and I have passed all the
exams, but I still lack experience to get my licence. Is there a time limit to get
the licence ? Will the certificate expire in a few years if I do not get the
experience?

Answer

According to Commission Regulation (EU) No 1149/2011 of 21 October 2011 (amending

Regulation (EC) No 2042/2003), the basic examinations shall be passed and experience shall
be acquired within the ten years preceding the application for an aircraft basic licence.
The new regulation also states that for the purpose of time limits related to basic knowledge
examinations, basic experience acquired before the Regulation applies, the origin of time shall
be the date by which this Regulation applies, which is 01/08/2012 (which means until
31/07/2022).

Last updated:
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Categories of a Part-66 licence

I hold a Category A1 Part-66 licence. What are the requirements to extend

I hold a Category A1 Part-66 licence. What are the requirements to extend
Page 14 of 27

my licence to Category B1.1?

Answer

The requirements to extend a Part-66 licence with a category A1 to B1.1 are:

the knowledge demonstration of those basic modules, which are of higher level for B1.1 (see
Part-66 Appendix I); and
the demonstration of experience required by Appendix IV to Part-66:
Two years of practical maintenance experience on operating aircraft in the B1.1 category (not in
the A1 category) is needed before applying for the extension. This experience need to be
accumulated within the 10 years preceding the application.

The experience requirement will be reduced by 50% if the applicant has completed an
approved Part-147 course relevant to the category extension according to Appendix IV of Part-
66.

See 66.A.10, 66.A.25, 66.A.30 and related AMC/GM.

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I already hold a Part-66 licence and I would like to include an additional

basic (sub)category? Which additional (sub)modules are required to be
passed for the addition of that new (sub)category?

Answer

According to 66.B.100(b), the competent authority shall verify that all required modules of
Appendix I or Appendix VII to Part-66 related to that new (sub)category sought are met. Credit
can be granted as regards to the basic knowledge of the (sub)category for which the licence
has been already issued.

This means that a comparison of the basic knowledge (gap analysis) will have to be done
between the different (sub)categories. Such a comparison has not been yet done once and for
all in Commission Regulation (EU) No 1321/2014 due to the different potential cases (wide
diversity of (sub)categories).

Therefore, such a comparison should be done by the Member State that has already issued the
 Page 15 of 27
Part-66 licence before the applicant is enrolled in such a “gap” basic knowledge course.

Please contact your competent authority, which may have already performed this comparison.
Some competent authorities may have already posted such comparison(s) on their websites;
however, to be sure that the comparison relevant to your case is acceptable to the competent
authority who issued your licence.

In addition, the applicant will have to comply with the additional experience requirements for the
new (sub)category sought, as detailed in Appendix IV to Part-66.

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Type ratings of a Part-66 licence

What is a difference between examination and assessment? Why are there

two different examination standards, respectively in Part-66 Appendix III,
points 4 and 5?

Answer

Examination is a written form of demonstration of a certain level of theoretical knowledge by

the student based on achievement of the learning objectives, usually performed on completion
of a theoretical training course or a portion of a course. The student shall demonstrate, to the
levels identified in the table in Appendix III, the detailed theoretical knowledge of the aircraft’s
applicable systems, structure, operations, maintenance, repair, and troubleshooting according
to approved maintenance data, as well as the use of manuals and approved procedures,
including the knowledge of relevant inspections and limitations. The standard, format, pass
mark, etc. are defined in Appendix III, 4.1. The examination shall be performed by the
appropriately trained and approved examiner.

Assessment is a practical form of measuring the competence of the student by evaluating

three major factors associated to the learning objectives: knowledge, skills and attitude, usually
performed on completion of a practical training course. The assessment should focus on the
competencies relevant to the aircraft type and its maintenance. The principles on how to
perform the competence assessments are given in the AMCs to Part-66, Appendix III. The
assessment shall be performed by appropriately trained and approved assessors.

Regarding Part-66 Appendix III, point 5., “Type Examination Standard” does not apply to the
 Page 16 of 27
examination performed as part of type training. This point only applies to those cases where
type examination is performed as a substitute for type training, which means it is intended for
the examinations conducted by (or on behalf of) the national competent authority on those
aircraft that do not require a type training (typically Group 2, Group 3 and Group 4 aircraft
according to Appendix I to the AMCs to Part-66). So, it is true that the examiners authorised by
the national competent authority shall not have been involved in the applicant's training. In all
other cases AMC to Part-66 Appendix III applies, which means that the roles of the assessor
and the instructor may be combined for the practical elements, depending on the size of the
organisation.

Regarding the roles of examiners and assessors, these are different functions (which does not
prevent that one person can’t be authorised both as examiner and assessor). Normally, these
functions should not be confused. The expression “The examination shall be oral, written or
practical assessment based, or a combination thereof, …” applies only for Section 5, i.e. “Type
Examination Standard”.

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I have attended a type training, may I immediately ask my authority to

endorse it on my licence?

Answer

Yes, if the following conditions are met for the theoretical + practical parts of type training:

the course has been attended and the exams passed in a Part-147 approved training
organisation,
or in another organisation, provided the course has been directly approved by the authority
who issued the licence as per 66.B.130,
and for B1, B2 and L5 licences, in case where the aircraft type is the first in a licence
category or subcategory, an OJT training has been performed (derogation for Group 2 and 3
aircraft see 66.A.45(d)).

Last updated:
28/01/2021

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 Page 17 of 27
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I hold a licence with a type rating and I wish to add the rating of a similar
aircraft of the same manufacturer. For example: I have a type rating on
Airbus A320 Series, and I wish to add the rating on A330 Series. Do I need a
complete course?

Answer

If aircraft types of the same manufacturer have different type ratings as stated in Appendix I to
AMC to Part-66, there is a gap of knowledge gap preventing the endorsement of the second
aircraft type. E.g. the Airbus A330 (GE CF6) is a different rating to the Airbus
A318/A319/A320/A321 (CFM56).

If the Airbus A318/A319/A320/A321 (CFM56) is previously endorsed or the criteria for

endorsement are met (based on conversion or type training) the Airbus A330 (GE CF6) can be
endorsed (within the time limits) following either

a complete theoretical + practical Airbus A330 (GE CF6) course, or

a differences training course, theoretical and practical for Airbus A330 (GE CF6) compared
to Airbus A318 (CFM56) (and/or A319/A320/A321) as described in Appendix III point 1(c).
Those training courses may either be provided by a Part-147 training organisation or by the
competent authority.

Remark: A Part-147 organisation difference training is not required for variants within the same aircraft type rating, for example:

from A320 to A321. Nevertheless, some training to cover the differences may be necessary. This may be provided by an

approved maintenance organisation, before issuing the certifying staff authorisation, (see AMC to Paragraph 1(c) of Appendix III

to Part-66 ‘Aircraft Type Training and Examination Standard. On-the-Job Training’).

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I just got an empty Part-66 licence. I plan now to get type ratings. Are 2
weeks practical training sufficient?

Answer

As per the new Regulation (EC) No. 1149/2011, the practical element of training is no longer a
 Page 18 of 27
question of time. The duration of the practical training should be adequate in order to complete
the contents required by paragraph 3.2 of Appendix III to Part-66.

For aeroplanes with a MTOM equal or above 30.000 kg the duration for the practical element of
a type rating training course should not be less than two weeks.

In addition, for B1 and B2 licences, where the aircraft is the first in a licence category or
subcategory, an on the job(OJT) training shall be performed.

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The Appendix III of Part-66 states that a type training course shall be started
and finished within 3 years before the application for a type rating, is this
still valid if I started the course before 1 August 2012?

Answer

Type training courses started and finished before 01 Aug 2012 can be used for rating
endorsement application until 31 July 2015.

Any theoretical type training course finished after 01 Aug 2012 can be used for rating
endorsement application until 3 years after they were started (even in the case where they were
started before 01 Aug 2012).

Any practical type training course finished after 01 Aug 2012 can be used for rating
endorsement application until 3 years after they were started (even in the case where they were
started before 01 Aug 2012).

Last updated:
13/11/2014

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Is it mandatory to go to a Part-147 approved training organisation to get type

training? Can we do this training in a Part-145 approved organisation or at
the aircraft manufacturer?
 Page 19 of 27
Answer

Only approved Part-147 organisations are entitled to conduct type training courses in
accordance with Article 6 of the Commission Regulation (EU) No 1321/2014. However,
according to Appendix III to Part-66, other than Part-147 organisation (including Part-145
maintenance organisations and manufacturers) can be approved by their competent authorities
to provide theoretical element (theoretical training and examination) and/or practical element
(practical training and assessment) of aircraft type training. This so called “direct” approval may
be given by the competent authority in accordance with 66.B.130 provided:

This is a one-time approval on a case-by-case basis for a single course or a predefined

group of courses i.e. Part-145 approved maintenance organisation cannot receive a
permanent approval for aircraft type training.
The course and the assessment comply with the same standard valid for approved Part-147
organisations; this standard is described in paragraph 1 to 4 of Appendix III to Part-66.
No Part-147 Certificate of Recognition can be issued for the purpose of the mutual
recognition between Member States. However, an appropriate training certificates can be
issued after successful completion of both elements.
Directly approved aircraft type training course is only valid for Part-66 AML type rating
endorsement by that Member State, which means it cannot be used for aircraft type
endorsement by other Member States (no mutual recognition of the certificate), unless this
other competent authority has approved the course as well.

In the case of type training for airships in Group 1, the courses shall be directly approved by the
competent authority in all cases. The competent authority shall have a procedure to ensure that
the syllabus of the airship-type training covers all the elements contained in the maintenance
data from the Design Approval Holder (DAH) (66.B.130(b)).

Last updated:
01/02/2021

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I have passed the aircraft type rating training (TRT) in an approved EASA
Part-147 organisation, although I have not completed the basic knowledge
training. Is this TRT valid for life? Would it be possible to endorse it on my
Part-66 licence as soon as I get one?

Answer
 Page 20 of 27
Aircraft type rating training must have been started and be completed within the 3 years
preceding the application for a type rating endorsement (Part-66, Appendix III, paragraph 1).

It does not make sense to attend in the first instance a TRT course with the intent of getting this
TRT later endorsed on the maintenance licence for two main reasons:

At the time the TRT is gained, the holder has no licence and it may take more than 3 years
before the applicant is compliant with the basic knowledge (66.A.25), as well as the
experience requirements (66.A.30). Therefore the applicant runs the risk to get its TRT
certificate expired at the time he applies for the licence and the TRT endorsement; and
From an intellectual point of view, it is not logical to demonstrate maintenance competence
on a specific aircraft type without having acquired the basic knowledge, skills and attitude
related to the maintenance and the technologies used in aviation, in general.
Legally speaking the situation is not forbidden. However be sure that you get your licence
within the three-year timeframe from the date you started the TRT course [see Part-66
Appendix III 1.(a)(iv) and (b)(v)].

Last updated:
08/09/2021

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OJT (On the Job Training) for a Part-66 licence

Tasks listed in Appendix II of Part-66 for an OJT are not suited to large
aircraft. Shall we select the OJT tasks only from this list?

Answer

Not only, because it is required that:

the tasks for an OJT must be representative of the aircraft: this means that the tasks listed in
Appendix II which are representative of the aircraft or another model in the type rating should
be kept and those not representative be disregarded,
some tasks should be selected from each paragraph of the Appendix II list: this means that it
is not necessary to perform exactly 50% in each ATA chapter,
new tasks more representative of the type of aircraft may be added by the maintenance
organisation,
the OJT tasks should be selected because of their frequency, safety, novelty: tasks selected
among those frequently carried out by the organisation on this type or more related to safety
 Page 21 of 27
should be deleted.
Note: See AMC to Section 6 of Appendix III to Part-66 point 4 and 5

Last updated:
28/01/2021

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How tasks for OJT shall be selected for different licences?

Answer

The AMC states that the tasks are representative of the licence (sub)category applied for. This
means that:

the tasks should identify whether they relate to a B1.1, B1.3 licence …, to a B2 or L5,
and be adapted to the privilege of each licence category / subcategory as defined in
66.A.20(a):
for a B1 licence: aircraft structure, power plant and mechanical and electrical systems +
work on avionics system with simple test but not including trouble shooting;
and those related to a B2: avionics, aircraft electrical system tasks and avionics/electrical
tasks within mechanical and power plant systems; or
and those related to a L5: aircraft structure, power plant, mechanical and electrical
systems, radio, Emergency Locator Transmitters (ELT), transponder systems and other
avionics systems requiring simple tests to prove their serviceability.

Last updated:
28/01/2021

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Since the OJT is intended for the first aircraft type endorsement within a
given licence (sub)category, does this mean that it can be performed on
different aircraft types typical for that (sub)category?

Answer

OJT shall be performed on the aircraft type for which the applicant is seeking type
endorsement. The objective of the OJT is to gain the required competence and experience in
 Page 22 of 27
performing safe maintenance on that particular aircraft type.

However, a certain number of tasks may be performed on other aircraft type(s) (typically from
the same manufacturer), only in the cases where such tasks are very similar to the tasks
applicable to the aircraft type for which the candidate seeks the type endorsement. The AMC to
section 6. of Appendix III to Part-66 states: “Tasks should be selected among those applicable
to type of aircraft and licence (sub)category applied for.” Tasks applicable to the aircraft type
may be found also on other aircraft types, perhaps not many, but some may fulfil the
requirement. A good example would be same engine types installed on different aircraft types
(i.e. CFM56 installed on A320 Family and B737). The location of LRUs, oil servicing, IDG,
generator, filter change, engine standard practices, etc., those tasks often do not depend on
the specific aircraft type (even could be performed off-wing or on spare engine), except the
tasks belonging to the airframe - engine interface. The similar can also be applied for the same
type of APU installed on different aircraft types or a limited number of other
components/systems. Consequently, this may be acceptable, if properly justified to the
competent authority within the MOE Chapter 3.15. This flexibility provision is applicable for
a limited number of tasks and should not be used to conduct the entire OJT on other
aircraft type(s) showing similarities.

Last updated:
02/02/2021

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How can I carry out my OJT in a Part-145 approved maintenance

organisation (AMO) whose principal place of business is located outside the
EASA Member States?

Answer

The endorsement of the first aircraft type rating, within a given category/sub-category, requires
satisfactory completion of the corresponding On-the-Job-Training (ref. 66.A.45(c)).

The OJT shall be approved by the competent authority who has issued the licence(ref.
Part 66, Appendix III, sec. 6).

It shall be carried out in a maintenance organisation approved under Part-145 with A rating or
and the procedures for OJT should be included in the exposition (MOE chapter 3.15 “OJT
procedure”, approved by the competent authority of the maintenance organisation. However,
since these procedures are approved by the competent authority of the maintenance
 Page 23 of 27
organisation, and providing training is not one of the privileges of a maintenance organisation,
they can only be used when the licensing authority (competent authority issuing the license) is
the same as the competent authority of the maintenance organisation. In other cases, it is up to
the licensing authority to decide whether it accepts such procedures for the purpose of
approving the OJT (ref. AMC to Section 6 of Appendix III to Part-66).

For the Part-145, whose principal place of business is located outside the EASA Member
states, the competent authority of the maintenance organisation is EASA. In such case, the
OJT procedures cannot be included in the MOE, due to the fact that EASA is not a licensing
authority.

The possibility still exists in this case that a licensing authority may directly approve OJT
procedures, which have to be included in a separate document outside (and not being part) of
the MOE.

Consequently, personnel working in these AMOs, or the AMOs wishing to support its staff on
this matter, should:

Option A: apply directly to the licensing authority who has issued the license for the approval
of an OJT (to be proposed in a document outside the MOE). This option should normally be
considered by organisations and not by individuals.
Option B: find an agreement to follow an already approved OJT at another organisation,
which was approved by the same licensing authority who has issued the license. Possibility
also exists to follow an OJT which was approved by any other licensing authority, however in
such a case the final acceptance of this OJT for the purpose of endorsing the first type rating
in the license remains at the sole discretion of the competent authority issuing the license.
It is recommended that prior to starting any OJT, the licensing authority who has issued the
license is contacted to verify its acceptance of any possible intended option.

Last updated:
02/02/2021

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Privileges of a Part-66 licence

I am the holder of a B1.2 licence (i.e “aeroplane piston”). Can I exercise my

privileges for piston-engine non-pressurised aeroplanes1 of 2000 kg MTOM
and below (i.e. category B3)?

Answer
 Page 24 of 27
By default, a category B3 licence is included in a category B1.2 licence because the basic
knowledge requirements (66.A.25(a)) and the basic experience requirement (66.A.30) for a B3
licence are covered by the similar requirements of a B1.2 licence.

Provided that the qualification requirements are fulfilled, the B1.2 licence holder can release
maintenance tasks performed on piston-engine non-pressurised aeroplanes of 2000 kg MTOM
and below.

In particular the B1.2 licence holder would have to meet 66.A.20(b), which means that:

the applicable requirements of Part-M, Part-ML, Part-145 and/or Part-CAO will be complied;
and
in the preceding two-year period he/she has 6 months of maintenance experience in
accordance with the privileges granted by the aircraft maintenance licence or; met the
provision for the issue of the appropriate privileges; and
he/she has the adequate competence to certify maintenance on the corresponding aircraft;
and
he/she is able to read, write and communicate to an understandable level in the language(s)
in which the technical documentation and procedures necessary to support the issue of the
certificate of release to service are written.
AMC 66.A.20(b)(2) and GM 66.A.20(b)2 gives further explanations on the 6-months
maintenance experience in the last 2 years, including demonstration of experience on at
least one aircraft type per aircraft structure (metal, composite or wood).1

1 - “Aeroplane” does not include “helicopter”.

Last updated:
01/02/2021

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Can I have endorsed in my Part-66 licence aircraft types for which the Basic
Regulation is not applicable?

Answer

The competent authority of the Member State issuing the licence may include in the Annex
(Section XIV) of EASA Form 26 types for which the Basic Regulation is not applicable. The
privileges endorsed for these types are based only on the national rules. The use of Section
XIV of EASA Form 26 is optional.
 Page 25 of 27
EASA does not have any information about these types. If you want to get information about
them, please contact the competent authority.

Last updated:
22/03/2019

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Point 66.A.20(b)(2) requires in the preceding 2 years, 6 months of experience

or to meet the provisions for the issue of the appropriate privileges. What
does it mean? Does it affect the validity of the Part-66 licence?

Answer

The “validity” of the Part-66 licence is not affected by point 66.A.20(b)(2). The licence itself
remains valid 5 years from the last renewal.
Nevertheless, compliance with point 66.A.20(b)(2) is required to ensure that the maintenance
privileges are exercised by certifying staff that hold sufficient recent experience.
If you do not meet this point anymore, you lose your rights to exercise your privileges of
certifying staff or support staff.
Therefore, as holder of an aircraft maintenance licence, to exercise your certification privilege in
accordance with 66.A.20(b)(2), please ensure:

• You have accumulated 6 months of experience in the previous 2 years;

Note: see also AMC 66.A.20(b)(2) for possible reductions of experience, in particular for
independent certifying staff. Demonstration of experience should be made on the particular or
similar aircraft. Guidance on ‘similar’ aircraft is also provided in AMC 66.A.20(b)(2).

or

• You can demonstrate that in the last 2 years, you have met the provisions for the issue of
appropriate privileges, which means (refer to 66.A.45), as applicable to the case:

1) going to a type-training course again (the need for OJT has to be assessed on case-by-
case basis);

or

2) when the aircraft endorsement does not require type training (aircraft belonging in Group 2,
3 or 4):

a) pass a type evaluation, including practical assessment;

 Page 26 of 27
or
b) when no type evaluation is required for aircraft endorsement, for example:
- a B2/B2L license endorsed with a full group 3 or 4 rating; or
- for L-category licences (other than L5),
being able to demonstrate, in the last 2 years, practical experience, which shall include a
representative cross section of maintenance activities relevant to the licence subcategory
(B2/B2L, L1, L1C, L2, etc.)

Note: “A representative cross section of maintenance activities” means representative cross-

section of the tasks listed in Appendix II to AMC to Annex III (Part-66) “Aircraft Type Practical
Experience and On-the-Job Training - List of Tasks”. “Demonstrate” means having a record
thereof, such as a logbook.
Note: GM 66.A.20(b)2 will be reviewed and amended according to this interpretation through
rulemaking task RMT.0735.

Last updated:
14/11/2024

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As a category A certifying staff at line, can my authority allow me to carry

out more tasks than those specified in AMC 145.A.30(g)?

Answer

The list of typical tasks to be carried out by a category A certifying staff at the line shown in the
AMC include a (r) stating: “Any other task agreed by the competent authority as a simple task
for a particular aircraft type. This may include defect deferment when all the following conditions
are met:

there is no need for troubleshooting; and

the task is in the MEL, and
the maintenance action required by the MEL is agreed by the competent authority to be
simple.
When these conditions are met, your authority may allow other tasks to be carried out under
AMC 145.A.30(g).

Last updated:
28/01/2021
 Page 27 of 27
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