Integrated Training System Designed in association with th lub66pro.com question practice aid Module 10 Aviation Legislation for EASA Part-66 a ee, Cory Weta) ers Licence Category B1 and B2 Exclusively from WWW.airtechbooks.comIntegrated Training System _ ion ath tice ait Preface Thank you for purchasing the Total Training Support Integrated Training System. We are sure you will need no other reference material to pass your EASA Part-66 exam in this Module. These notes have been written by instructors of EASA Part-66 courses, specifically for practitioners of varying experience within the aircraft maintenance industry, and especially those who are self-studying to pass the EASA Part-66 exams. They are specifically designed to meet the EASA Part-66 syllabus and to answer the questions being asked by the UK CAA in their examinations. The EASA Part-66 syllabus for each sub-section is printed at the beginning of each of the chapters in these course notes and is used as the “Learning Objectives”. We suggest that you take each chapter in-turn, read the text of the chapter a couple of times, if only to familiarise yourself with the location of the information contained within. Then, using your club66pro.com membership, attempt the questions within the respective sub-section, and continually refer back to these notes to read-up on the underpinning knowledge required to answer the respective question, and any similar question that you may encounter on your real Part-66 examination. Studying this way, with the help of the question practice and their explanations, you will be able to master the subject piece-by-piece, and become proficient in the subject matter, as well as proficient in answering the CAA style EASA part-66 multiple choice questions We regularly have a review of our training notes, and in order to improve the quality of the notes, and of the service we provide with our Integrated Training System, we would appreciate your feedback, whether positive or negative. So, if you discover within these course notes, any errors or typos, or any subject which is not particularly well, or adequately explained, please tell us, using the ‘contact-us' feedback page of the club66pro.com website. We will be sure to review your feedback and incorporate any changes necessary. We look forward to hearing from you. Finally, we appreciate that self-study students are usually also self-financing. We work very hard to cut the cost of our Integrated Training System to the bare minimum that we can provide, and in making your training resources as cost efficient as we can, using, for example, mono printing, but providing the diagrams which would be better provided in colour, on the club66pro.com website. In order to do this, we request that you respect our copyright policy, and refrain from copying, scanning or reprinting these course notes in any way, even for sharing with friends and colleagues. Our survival as a service provider depends on it, and copyright abuse only devalues the service and products available to yourself and your colleagues in the future, and makes them more expensive too. Module 10 Preface ‘TTS integrated Training System © Coownioht 2011Integrated Training System Intentionally Blank Module 10 Preface € TTS Integrated Training System ©Copyright 2011Module 10 Chapters Regulatory Framework Part-66 — Certifying Staff — Maintenance Part-145 — Approved Maintenance Organisations EU-OPS Aircraft Certification (a) General (b) Documents Part-M Applicable National and International Requirements (if not superseded by EU requirements) (a) (b) OkoONe No Module 10 Pretace ‘TTS integrated Training System © Coownaht 2011Integrated Training System Intentionally Biank iv Module 10 Preface TTS integrated Training System © Copyright 2011Integrated Training System TTS Integrated Training System Module 10 Aviation Legislation 10.1 Regulatory Framework Module 10.1 Regulatory FrameworkIntegrated Training System cop’ ebb Copyright Notice © Copyright. All worldwide rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e. photocopy, electronic, mechanical recording or otherwise without the prior written permission of Total Training Support Ltd. Knowledge Levels — Category A, B1, B2 and C Aircraft Maintenance Licence Basic knowledge for categories A, B1 and 82 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category 82 basic knowledge levels The knowledge level indicators are defined as follows: LEVEL 1 ‘+ _ A famniliarisation with the principal elements of the subject. Objectives ‘+The applicant should be familiar with the basic elements of the subject. ‘+The applicant should be able to give a simple description of the whole subject, using common words and examples, ‘+The applicant should be able to use typical terms. LEVEL 2 ‘+ Ageneral knowledge of the theoretical and practical aspects of the subject. ‘+ Anability to apply that knowledge Objectives: ‘© The applicant should be able to understand the theoretical fundamentals of the subject. ‘© The applicant should be able to give a general description of the subject using, as appropriate, typical + Theaplicant should te abet use mathematcal formulae in conjunction wth physical laws describing the . The aplcont should be able to read and understand sketches, drawings and schematics describing the «Teal shout be able oapoy is knowledge in practical manner using etaed procedures LEVEL 3 ‘+ Adetailed knowledge of the theoretical and practical aspects of the subject, + Acapacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: ‘+The applicant should know the theory of the subject and interrelationships with other subjects «The applicant should be able to give a detailed description of the subject using theoretical fundamentals, and specific examples. The applicant should understand and be able to use mathematical formulae related to the subject The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject + The applicant should be able to apply his knowledge in a practical manner using manufacurer’s instructions. ‘The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate. 10-2 Module 10.1 Regulatory Framework coer eset TTS Integrated Training Systemwy Table of Contents Integrated Training System Module 10.1 Regulatory Framework 5 International Civil Aviation Authority (ICAO). 5 ICAO Aims and Objectives 6 How it Works 6 The International Standards 7 European Aviation Safety Agency (EASA) "1 Purpose of EASA 12 EASA Structure 13 Aircraft Regulated by EASA 14 Excluded Aircraft 14 Membership of EASA 15 Relationships with Other Organizations 15 Principle EASA Regulations 16 Role of the Member States 19 Civil Aviation Act 1982 19 The Air Navigation Order 2005, 20 British Civil Airworthiness Requirements (BCAR) 21 CAA Relevant Publications. 22 Civil Aviation Authority - Safety Regulation Group (SRG) 22 Relationship between EASA and the CAA 24 Regulation 2042/2003 and the Relationship between its Parts and Others 25 Management of Airworthiness 26 Acronyms and Abreviations 27 Worksheet 10.1 29 10-3 TTS Integrated Training System Module 10.1 Regulatory FrameworkIntegrated Training System C4 Module 10.1 Enabling Objectives and Certification Statement Certification Statement These Study Notes comply with the syllabus of EASA Regulation 2042/2003 Annex III (Part-66) Appendix |, and the associated Knowledge Levels as specified below: Objective EASA 66 Level Reference B1 Role of International Civil Aviation Organisation; Role of EASA; Role of the Member States; Part-21, Part-M, Part-145, Part-66, Part-147 and EU-OPS. 10-4 Module 10.1 Regulatory Framework TTS Integated Training System [iss Ee == e =a ee a ee i i mm ee we | “§ = - ay Integrated Training System Designed in ses0catio wah the Module 10.1 Regulatory Framework References: Airworthiness by Filippo De Florio ISBN 0-7506-5015-X CAP 562 (CAAIPs) Leaflet 1-2 CAP 562 (CAAIPs) Leaflet 1-13 EC Regulation 216/2008 EC Regulation 1702/2003 EC Regulation 2043/2003 http://www. icao. int http: /www.easa.europa.eu http:/www.caa.co.uk http://eur-lex.europa.eu International Civil Aviation Authority (ICAO) After the Second World War international air travel was in its infancy, however technological development was moving at a rapid pace, not least because of the development of the Gas Turbine Engine. The opportunity to transport many persons across long distances was becoming a reality, but there were no common standards between countries. Figure 1.1: The ICAO Headquarters in Montreal, Canada The American Government recognised this fact and brought together the allied nations in 1944 to discuss the issue. 52 of 55 invited nations attended these talks in Chicago in November 1944. The outcome of 5 weeks of discussion was the Convention on International Civil Aviation. The convention consists of a preface and 96 Articles. An organisation was needed to develop these articles and as a result the ICAO came into existence in 1947, based in Montreal Canada. The ICAO is one of the many Agencies of the United Nations (UN) Each member country of the ICAO is known as a ‘Contracting State’ due to their contractual commitment to the Chicago Convention. Module 10.1 Regulatory Framework TS Integrated Training SystemIntegrated Training System oa. 4 ICAO Aims and Objectives In promulgating safety and airworthiness information internationally, the aims and objectives of the ICAO are to develop the principles and techniques of inter-national air navigation and to foster the planning and development of international air transport so as to 1. Ensure the safe and orderly growth of international civil aviation throughout the world 2. Encourage the arts of aircraft design and operation for peaceful purposes. 3. Encourage the development of airways, airports and air navigation facilities for inter- national civil aviation. Meet the needs of the peoples of the world for safe, regular, efficient and economical air transport. Prevent economic waste caused by unreasonable competition Ensure that the rights of the Contracting States are fully respected and that every Contracting State has a fair opportunity to operate international airlines. Avoid discrimination between Contracting States. Promote safety of flight in international air navigation Promote generally the development of all aspects of international civil aeronautics. on Oro How it Works The constitution of ICAO is the Convention on International Civil Aviation, drawn up by a conference in Chicago in November and December 1944, and to which each ICAO Contracting State is a party. According to the terms of the Convention, the Organization is made up of an Assembly, a Council of limited membership with various subordinate bodies and a Secretariat. The chief officers he are the President of the Council and the Secretary General ta wa “3 Figure 1.2: The ICAO Logo The Assembly, composed of representatives from all Contracting States, is the sovereign body of ICAO. It meets every three years, reviewing in detail the work of the Organization and setting policy for the coming years. It also votes a triennial budget. The Council, the governing body which is elected by the Assembly for a three-year term, is composed of 36 States. The Assembly chooses the Council Member States under three headings: States of chief importance in air transport, States which make the largest contribution to the provision of facilities for air navigation, and States whose designation will ensure that all major areas of the world are represented. As the governing body, the Council gives continuing direction to the work of ICAO. It is in the Council that Standards and Recommended Practices are adopted and incorporated as Annexes to the Convention on International Civil Aviation. The Council is assisted by the Air Navigation Commission (technical matters), the Air Transport Committee (economic matters), the Committee on Joint Support of Air Navigation Services and the Finance Committee. The Secretariat, headed by a Secretary General, is divided into five main divisions: the Air Navigation Bureau, the Air Transport Bureau, the Technical Co-operation Bureau, the Legal Bureau, and the Bureau of Administration and Services. In order that the work of the Secretariat 10-6 Module 10.1 Regulatory Framework. ‘TTS Intogated Training System¢ } Integrated Trai (ay ee shall reflect a truly international approach, professional personnel are recruited on a broad geographical basis. ICAO works in close co-operation with other members of the United Nations family such as the World Meteorological Organization, the International Telecommunication Union, the Universal Postal Union, the World Health Organization and the International Maritime Organization. Non- governmental organizations which also participate in ICAO's work include the International Air Transport Association, the Airports Council International, the International Federation of Air Line Pilots’ Associations, and the International Council of Aircraft Owner and Pilot Associations. The International Standards Since its creation the main achievement of ICAO has been to establish a set of standards in the operation of a safe, regular and efficient service. Standardisation has been achieved through the creation of 18 Annexes to the Convention, known as International Standards and Recommended Practices. The difference between the two is that a standard is essential and recommended practice is desirable. If a member state has a standard different from ICAO then it must inform ICAO of the difference. The 18 Annexes are described as follows: Annex 1 Personnel Licensing - provides information on licensing of flight crews, air traffic controllers, and aircraft maintenance personnel, including medical standards for flight crews and air traffic controllers. ‘Annex 2 Rules of the Air - contains rules relating to visual and instrument-aided flight. Annex 3 Meteorological Service for International Air Navigation - provides meteorological services for international air navigation and reporting of meteorological observations from aircraft. Annex4 Aeronautical Charts - contains specifications for the aeronautical charts used in international aviation. ‘Annex 5 Units of Measurement to be used in Air and Ground Operations - lists dimensional systems to be used in air and ground operations. Annex 6 Operation of Aircraft - enumerates specifications to ensure a level of safety above a prescribed minimum in similar operations throughout the world. The three parts of this Annex are as follows: - Part |. International Commercial Air Transport - Airplanes - Part Il. International General Aviation - Airplanes - Part Ill. International Operations - Helicopters. Annex7 Aircraft Nationality and Registration Marks - specifies requirements for registration and identification of aircraft. Annex 8 Airworthiness of Aircraft - specifies uniform procedures for certification and inspection of aircraft. Annex9 Facilitations - provides for the standardization and simplification of border crossing formalities. Module 10.1 Regulatory Framework ee “Training System anvanad rb stonerIntegrated Training System ‘Annex 10 Aeronautical Telecommunications - Volume 1 provides for standardizing communications equipment and systems, Volume 2 standardizes communications procedures Annex 11 Air Traffic Services - includes information on establishing and operating ATC, flight information, and alerting services. Annex 12 Search and Rescue - provides information on organization and operation of facilities and services necessary for search and rescue (SAR). Annex 13. Aircraft Accident and Incident Investigation - provides for uniformity in notifying, investigating, and reporting on aircraft accidents. Annex 14 Aerodromes - contains specifications for the design and equipment of aerodromes. Annex 15 Aeronautical Information Services - includes methods for collecting and disseminating aeronautical information required for flight operations. Annex 16 Environmental Protection - Volume 1 contains specifications for aircraft noise certfication, noise monitoring, and noise exposure units for land-use planning, - Volume 2 contains specifications for aircraft engine emissions. Annex 17 Security - Safeguarding International Civil Aviation against Acts of Unlawful Interference - specifies methods for safeguarding international civil aviation against unlawful acts of interference. Annex 18 — The Safe Transport of Dangerous Goods by Air - specifies requirements necessary to ensure hazardous materials are safely transported in aircraft while providing a level of safety that protects the aircraft and its occupants from undue risk Because aeronautical technology is continuously developing, the Annexes are constantly reviewed and updated when necessary. The typical content of an Annex is based upon: 1. Standards intended as specifications when their application is considered as necessary for the safety and regularity of international air navigation 2. Recommended practices intended as specifications when their application is considered as a recommendation in the interest of safety, regularity, and efficiency of international air navigation. 3. Appendices dealing with the preceding points. 4. Definitions of the used terminology The Contracting States have issued requirements not strictly copying the contents of the Annex, which essentially state some of the principles or objectives to attain. These national requirements contain the requirements used to reach the objectives. Furthermore while the principles can remain the same, the requirements are often influenced by the state of the art (technical evolution, new technology, and acquired experience), and they are then likely to be improved and amended. 10-8 Module 10.1 Regulatory Framework rate fede TTS Integrated Training System‘A Integrated Training System us: TANS carat nec The applicable EASA airworthiness standards for the certification of aircraft to be internationally recognized are issued in accordance with the ICAO Annexes. Then, from a practical point of view, the certification process is based on these airworthiness standards rather than (directly) on the ICAO International Standards. For the licensed engineer Annex 6 Operation of Aircraft, Annex 8 Airworthiness of Aircraft and Annex 16 Environmental Protection are particularly relevant. 10-9 Module 10.1 Regulatory FrameworkIntegrated Training System op’ 10-10 Module 10.1 Regulatory Framework Intentionally Blank a TTS Integrated Training Systemoy Integrated Training System European Aviation Safety Agency (EASA) Prior to 2003 control of the aviation industry in an ICAO member state was executed by the National Aviation Authority (NAA) of that state. In the United Kingdom this was the Civil Aviation Authority (CAA). The CAA still exists and will be discussed following this topic. EASA was created by the adoption of a European Parliament and Council Regulation (EC) No 1592/2002 of 15 July 2002. This regulation, now amended by Regulation (EC) No 216 /2008, put in place a European Community system of air safety and environmental protection. EASA is the agency which creates implementing regulations that satisfy the requirements of 216/2008 which is ee Known as the Basic Regulation Prior to EASA being formed there was a European organization called the Joint Aviation Authorities (JAA)). This was an organization of various European states that standardized their regulations, in accordance with the ICAO Annexes. Upon formation of EASA it was stated that EASA would take over all functions of the JAA. By 2010 the JAA will cease to exist, however all of the regulations produced by the JAA are being incorporated into EASA regulations. The JAA was dissolved in June 2009. Therefore the JAA no longer exists, and all the Joint Aviation Regulations (JARs) have been superseded by equivalent EASA Regulations. The major difference between the JAA and EASA is that the JAA regulations were not legally binding on NAAs. EASA regulations are part of the legally binding law of the European Parliament, formed by the Treaty of Rome. All members of the EU are signed up to this treaty; therefore EASA regulations have the force of law within member states. EASA is now fully operational and is based in Cologne, Germany Figure 1.3: The EASA office building in Cologne 10-14 Module 10.1 Regulatory FrameworkIntegrated Training System wy Purpose of EASA The European Aviation Safety Agency is the centrepiece of the European Union's strategy for aviation safety. EASA's mission is to promote the highest common standards of safety and environmental protection in civil aviation. EASA's tasks are as follows 1 2 3. To assist the European Commission in preparing legislation, and support the Member States and industry in putting the legislation into effect. To assist the European Commission in monitoring the application of Europzan Community legislation. To adopt its own certification specification and guidance material, conduct technical inspections, and issue certificates where centralized action is more efficient. The Agency will develop its know-how in all the fields of aviation safety and environmental protection in order to assist Community legislators in the issuing of common rules for: 10-12 Seca tats TTS Integrated Training System The certification of aeronautical products, parts, and appliances The approval of organizations and personnel engaged in the maintenance of these products. The approval of air operations The licensing of aircrew. The safety oversight of airports and air traffic services operators. Module 10.1 Regulatory FrameworkTy Integrated Training System ) Dasignad iv absccatton wi he EASA Structure The National Aviation Authorities of the EU member states (for example the UK CAA), are known as EASA Competent Authorities (CAs). The Competent Authorities are still responsible for administering and enforcing the Rules and Regulations produced by EASA. The CAs are also responsible for maintaining an individual register of aircraft for their state, and a register of organizations (such as airline companies operating under an Air Operator's Certificate (AOC)) situated in their territories. Rulemaking Director J. Kneepkens ATM / Airport Figure 1.4: The EASA administrative structure 10-13 Module 10.1 Regulatory Framework TTS Integrated Training SystemIntegrated Training System Aircraft Regulated by EASA All aircraft are covered by 216/2008 except for those excluded by Article 1 of 216!2008 which comprises those engaged in military, customs, police or similar services, In addition Appendix Il of 216/208 also excludes historical aircraft which are very few in number, experimental aircraft, homebuilt aircraft, microlight aircraft, gliders of very light weight and very light unmanned aircraft The definition of the word aircraft is found in article 2 of EU Regulation No 2042/2003 as follows: ‘aircraft’ means any machine that can derive support in the atmosphere from the reactions of the air other than reactions of the air against the earth's surface Excluded Aircraft * Military Customs Police (Government Aircraft) Annex II aircraft: + Historic aircraft or aircraft having a historical significance such as — a participation in a noteworthy historical event, or — amajor step in the development of aviation, or — a major role played into the armed forces of a Member State; * Aircraft specifically designed or modified for research, experimental or scientific purposes, and likely to be produced in very limited numbers; ee Figure 1.5: Homebuilt aircraft, like this 90% scale Spitfire, are “EASA exempt” under Annex II of the Basic Regulation and are therefore maintained and flown under National regulations + Aircraft of which at least 51 % is built by an amateur, or a non-profit making association of amateurs, for their own purposes and without any commercial objective; * Aircraft that have been in the service of military forces, unless the aircraft is of a type for which a design standard has been adopted by the Agency: * Aeroplanes, helicopters and powered parachutes having no more than two seats, and a maximum take-off mass (MTOM), of between 300 ~ 495 kg depending on type 10-14 Module 10.1 Regulatory Framework govenesoy he sisenent TTS integated Training SystemIntegrated Training System Aeroplanes, having the stall speed or the minimum steady flight speed in landing configuration not exceeding 35 knots calibrated air speed (CAS); Single and two-seater gyroplanes with a maximum take off mass not exceeding 560 kg; Gliders with a maximum empty mass, of no more than 80 kg when single-seat or 100 kg when two-seat, including those which are foot launched, Membership of EASA EASA comprises the 27 European Union (EU) States plus four states from within Europe who are not EU members, namely Iceland, Norway, Switzerland and Lichtenstein. Relationships with Other Organizations The EASA works closely with representatives of other organizations to ensure that it takes their views into account. Examples are shown below: 1 Interested parties in industry, which are subject to rules drafted by the EASA, are pivotal in ensuring the success of civil aviation safety standards by assisting in the drafting and correct application of European Community and EASA rules. European aviation authorities perform a critical role in assisting the EASA with the performance of its core rulemaking, certification, and standardization functions. International aviation organizations such as the Joint Aviation Authorities, EUROCON- TROL, and the International Civil Aviation Organization work together with the EASA to promote international civil aviation standards. International aviation authorities such as the Federal Aviation Administration, Transport Canada, DACICTA (Brazil), and the Interstate Aviation Committee (Russia) work with the EASA to ensure compliance with international standards and to facilitate trade in aero- nautical products. Of particular note at this time is the imminent trilateral agreement between EASA, FAA and Transport Canada to release to service components certified by these organizations in each others country, without the Form 1 (or 8130-3) having a dual release requirement. Accident investigation bodies issue safety recommendations and analysis that guide the agency's safety strategy. 10-15, Module 10.1 Regulatory Framework TTS integrated Training System evry he teenIntegrated Training System Principle EASA Regulations EASA Regulations are written and issued, by EASA, for and on behalf of the EU parliament. Once done so, they are written into the Official Journal of the European Union. This Journal can be viewed online at http://eur-lex.europa.eu The drafting and approval of rules (‘rulemaking’) is a lengthy process, and involvement of the EU National Aviation Authorities (NAAs) is maintained throughout via its Advisory Group of National Authorities (AGNA). Basic Regulation {EC) No 216/2008 Implementing rules Implementing rules Regulation No 170272003 Regulation Ne 20427003 coneaiond vite pod and seronatcal eons’ pats ard ‘pierces. and. on Do. apron ot eo pcronel bled ai aasbeaiaeaae Acceptable means of compliance (AMC) pens Spec cate seorameateate, Guidance Material (GM) F recogtaie means ofcompiincn (AMC) —-P Aiwortiness cose 7 Pat - Contnora Arwontiness A Guidance material (GM) F Pan-145~ Mamntena: 7 Panes - Centyng tah 7 Panta? ~ Tatung eganisatons: requeemert Figure 1.6: EASA Regulation Structure Each Part consists of two sub-sections, A and B. Sub-section A contains the implementing rules for personnel and organization Sub-section B contains implementing rules to enable the Competent Authorities of EASA to carryout their duties. The Sub-section paragraphs can be recognized by the inclusion of the letters ‘A’ or ‘B’ as appropriate in the paragraph number, such as 66.A.15, and 66.B.15. 10-16 Module 10.1 Regulatory Framework Greuceid rece TTS integated Training SystemIntegrated Training System eae i (EC) Regulation No 216/2008 - The Basic Regulation (Superseding 1592/2002) The basic regulation establishes common essential requirements to provide for a high uniform level of civil aviation safety. It establishes EASA. Article 1 and annex Il defines those aircraft (types and roles) not covered by this regulation The amended regulation 216/208 further established regulations regarding * Flight Crew Licensing (EU FCL) * Air Operations (EU OPS) previously known as JAR OPS 1 (EC) Regulation No 1702/2003 - The Implementing Regulation for Certification 1702/2003 contains Part-21 the implementing rules for certification of aircraft and environmental standards. To provide detailed assistance to manufacturers Certification Specifications (CS) are also provided to amplify this regulation. These are currently: CS-22 (Sailplanes and Powered Sailplanes) CS-23 (Normal, Utility, Aerobatic and Commuter Aeroplanes) CS-25 (Large Aeroplanes) CS-27 (Small Rotorcraft) CS-29 (Large Rotorcraft) CS-31HB (Hot Air Balloons) CS-34 (Aircraft Engine Emissions and Fuel Venting) CS-36 (Aircraft Noise) CS-APU (Auxiliary Power Units) CS-AWO (All Weather Operations) CS-E (Engines) CS-ETSO (European Technical Standard Orders) CS-Definitions (Definitions and Abbreviations) CS-P (Propellers) CS-VLA (Very Light Aeroplanes) CS-VLR (Very Light Rotorcraft) ‘AMC-20 (General Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances) These are also known as “airworthiness codes” and are based upon (and in most cases are identical to) the JAA codes which they replace. CS-Definitions (Definitions and Abbreviations) is a somewhat special case to note, since it is not a design code as such, but does clarify the standard terminology and abbreviations used in the industry and standardizes understanding across all EU nations. For example, the exact meanings of “Aeroplane” and “Aircraft” are described. Module 10.1 Regulatory Framework Training SystemIntegrated Training System (EC) Regulation No 2042/2003 - The Implementing Regulation for Continued Airworthiness Consists of 4 Annexes: Annex | Part-M Management of Continuing Airworthiness Annex —Part-145. Approval of Maintenance Organisations Commercial and Large Aircraft Annex ill Part-66 —_Licensing of Aircraft Maintenance Engineers and Certifying Staff AnnexIV — Part-147 Approval of Training Organisations To assist organisations and individuals to comply with this regulation Acceptable Means of Compliance (AMC) and Guidance Material (GM) is provided where applicable, relevant to the appropriate annex paragraph If an organisation wishes to achieve compliance with a regulation by some alternetive to the AMC as published, then it can do so providing it can demonstrate that the alternative method of compliance is acceptable to the relevant National Aviation Authority Acceptable Means of Compliance (AMC) and Guidance Material (GM) The term Acceptable Means of Compliance (AMC) as referred to in Articles 18 and 19 of the Basic Regulation and its implementing rules is primarily used to qualify technical interpretative material to be used in the EASA certification process. In this respect, the AMC serve as means by which the certification requirements contained in the Basic Regulation, and its implementing rules, and more specifically in their annexes (also referred as “Parts"), can be met by the applicant. Acceptable Means of Compliance (AMC) and Guidance Material (GM) illustrate a means, but not the only means, by which a requirement contained in an EASA airworthiness code or an implementing rule of the Basic Regulation, can be met. An applicant correctly implementing an AMCIGM issued by EASA is assured of acceptance of compliance As such published acceptable means of compliance / guidance material are not the only means to show compliance, the applicant may decide to show compliance by other means. When so doing it does not need to justify why an alternative is used, but the burden of proof that the requirement is met relies entirely with it 10-18 Module 10.1 Regulatory Framework (ovr ne mteert Itegiated raring System Sipe one chapar TIS inegiated Training SystemIntegrated Training System oe eth Role of the Member States eT Ply) Authority Each member state has a National Aviation Authority (NAA). In the UK it is the Civil Aviation Authority (CAA). This discussion uses the CAA as a typical example. The CAA was set up in 1972 to bring together the regulation of civil aviation within one body. The Civil Aviation Act of 1972 established the CAA as the body that governs aviation in the UK, Civil Aviation Act 1982 The Civil Aviation Act 1982, which consolidated many earlier enactments, is now the principal Act of Parliament which regulates civil aviation activities in the United Kingdom. Section 3 of the Act specifies the functions of the CAA, which include: Those functions conferred on it, by the Civil Aviation Act with respect to: The licensing of air transport; The licensing of the provision of accommodation in aircraft; The provision of air navigation services: The operation of aerodromes and the provision of assistance and information Those functions conferred on it by, or under, the Air Navigation Order with respect to: The registration of aircraft; The safety of air navigation and aircraft (including airworthiness); The control of air traffic; The certification of operators of aircraft; The licensing of air crews and aerodromes. To give effect to UK membership of ICAO, Section 60(2) of the Act states that: ‘An Air Navigation Order (ANO) may contain such provision as appears to Her Majesty in Council to be requisite or expedient: a) b) for carrying out the Chicago Convention, any Annex thereto reiating to intemational standards and recommended practices (being an Annex adopted in accordance with the Convention) and any amendment of the Convention or any such Annex made in accordance with the Convention; or generally for regulating air navigation 10-19 Module 10.1 Regulatory FrameworkIntegrated Training System rstion px In layman's terms this means that the UK shall conform to the Chicago Conventicn and that any changes to the regulations can be made by use of the Air Navigation Order. The ANO is Law. Appropriate amendments are being made on an ongoing basis to the UK Air Navigation Order to take account of the changes brought about by the implementation of the EC Regulations Changes to BCAR will also be made where necessary. Some aircraft are not within the scope of the EC Regulation and these require the retention of existing UK legislation. Maintenance standards in the UK are contained in a number of documents, e.g. CAP 562 - Civ! Aircraft Airworthiness Information and Procedures, CAP 411/412 - Light Aircraft Maintenance Scheme (LAMS), these standards remain applicable to UK Registered aircraft until adoption of equivalent European Standards The Air Navigation Order 2005 The ANO is the principal Statutory Instrument regulating air navigation. The ANO Section 1 comprises Parts (which are further divided into 168 Articles) and 15 Schedules: PART 1 Registration and Marking of Aircraft PART 2 Air Operators’ Certificates PART 3 Airworthiness and Equipment of Aircraft, PART 4 Aircraft Crew and Licensing PART 5 Operation of Aircraft PART 6 Fatigue of Crew and Protection of Crew from Cosmic Radiation PART 7 Documents and Records PART 8 Movement of Aircraft PART 9 Air Traffic Services PART 10 Licensing of Air Traffic Controllers PART 11 Flight information services and Licensing of Flight information Service Officers PART 12 Air Traffic Service Equipment PART 13 Airdromes, Aeronautical Lights and Dangerous Lights PART 14 General ‘An up-to-date copy of the ANO can be viewed online at http://www.opsi.gov. uk/si/si2005/20051970.htm 10-20 Module 10.1 Regulatory Framework esate ste TTS integrated Training Systeming System Integrated Traini piactoe ad h Civil Airworthiness Requirements (BCAR) BCAR comprise the minimum requirements, and administrative requirements that form the basis of manufacture of aircraft; the approval of equipment; the approval of design, manufacturing and maintenance organizations; the approval of personnel; certification and continued airworthiness procedures. BCAR are guidance material to show how to comply with the ANO. BCAR set out, within the framework of current aeronautical knowledge, mandatory, imperative, and permissive objectives to allow those concerned with the design, manufacture and maintenance of aircraft, to show possible alternative methods of compliance with the BCAR which would offer equivalent airworthiness Since 2003 many of the procedures in the ANO and BCAR have been superseded by EASA regulations and Acceptable Means of Compliance and Guidance Material (AMC/ GM). However with respect to those aircraft excluded from EU Regulation No 216/2008 the ANO and BCAR continue to be applicable. BCAR are subdivided as follows: * Section A Airworthiness Procedures Where the CAA Has Primary Responsibility for Type Approval of the Product (CAP 553) * Section B Airworthiness Procedures Where the CAA Does Not Have Primary Responsibility for Type Approval of the Product (CAP 554) * Section L Licensing (CAP 468) ‘* Section Q Non Rigid Airships (CAP 471) * Section R Radio (CAP 472) * Section S Small Light Aeroplanes (CAP 482) * Section T Light Gyroplanes (CAP 643) * Section VLH Very Light Helicopters (CAP 750) + BCAR 31 Manned Free Balloons (CAP 494) 10-21 Module 10.1 Regulatory Framework TTS Integrated Training Systemos, CAA Relevant Publications The CAA continues to have a responsibility to publish UK standards on technical and administrative matters concerning airworthiness. The publications are known as Civil Aviation Publications (CAP). They are all available from the CAA’s appointed publisher TSO (The Stationery Office) Ltd Those of particular interest to licensed engineers are shown below: * CAP 747 Mandatory Requirements for Airworthiness * CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIPs) CAP 520 Light Aircraft Maintenance Note that Airworthiness Notices (CAP 455) have been cancelled and are now contained in CAP 747 and CAP 562 Civil Aviation Authority - Safety Regulation Group (SRG) One of the primary responsibilities bestowed upon the CAA by the Civil Aviation Act and the Air Navigation Order, is the certification and approval of those aircraft and their constituent parts which are not covered by Regulation (EC) 216/2008. This function is carried out by the Safety Regulation Group (SRG) based in Aviation House, Gatwick Airport South SRG comprises the following Divisions: Air Traffic Standards Division - ATS Operations and ATS Strategy and Standards * Airworthiness Division - Aircraft Certification Department, Applications and Approvals Department, Strategy and Policy Department and Survey Department. + Flight Operations Division - Flight Operations Inspectorate Department, Flight Operations Policy Department and Flight Operations Strategy. + Licensing Standards Division - Aerodrome Standards Department, Human Factors, Personnel Licensing Department, Safety Investigation and Data Department and Medical Department. ‘SRG also prescribes airworthiness procedures based on the current legislation, approves all organizations which fall outside Regulation (EC) 216/2008 (see BCAR Section A, Sub-Section A8) and Maintenance and Production Organizations which fall within 216/2008, and issues licences to Aircraft Maintenance Engineers (subject to examination), to whom privileges are given to certify work done and issue maintenance certificates on specified tyoes of aircraft, engines and systems. Since 2003 the CAA has been the National Aviation Authority (NAA) of the UK. It is known to EASA as the Competent Authority (CA) of the UK. To this end the CAA implements rules made by EASA and regulates and implements rules for NON EASA aircraft. 10-22 Module 10.1 Regulatory Framework TTS integrated Training SystemIntegrated Training System Designed i astonaion eth the Extemal Relations TT ccs Ree ume SRG European Attairs PRT rc Business Planning & Performance atc Seay Prentcg ae eu Airworthiness eMreny ed tera reir | era ty Flight Operatic Seger " ae ee cd eer i Aeroplanes) D : Se Ales) Pte ec) Seen eee n, Training and Seg ere) Departme: [ ease CES Policy Department Sa) JE Benyon Advise Figure 1.7: SRG administration (correct at November 2009) Module 10.1 Regulatory Framework TIS integrated Training System °Integrated Training System A Relationship between EASA and the CAA Since the amendment to the ANO adopting EASA regulations into UK law the CAA has effectively become the servant of EASA. Whilst EASA make regulations the CAA implement them on behalf of EASA the CAA is referred to by EASA as 'the competent authority’ for the United Kingdom. Non EU organizations must apply directly to EASA in Cologne for approvals etc but for any organization or individual in the UK seeking approval or licensing then they must approach the CAA. It must be remembered that the CAA continue to exercise authority for those aircraft not governed by EU Regulation No 216/2008 (The Basic Regulation). The following table reprinted from CAAIPs Leaflet 1-2 summarizes the relationship between the CAA and EASA regulations. Each row represents the legal equivalents in the UK and EC legislative systems. United Kingdom European Community Legislation. UK Parliament ; Create and Civil Aviation Act European Parliament empower | Civil Aviation Authority | Council Regulation 216/2008 European Aviation Safety Agency Annex | Essential Requirement Annex Il Excluded Aircraft Council Regulation 1643/2003 Council Regulation 1701/2003 | | | NB: Council Regulation 26/2008 replaced Council Regulation 1592/2002 On 8 April 2008. ‘Requirements. ~ ; a European Commission Binding by law UK Parliament Commission Regulation 1702/2003 Air Navigation Order Part-21 Commission Regulation 2042/2003 | Annex | Part-M. | | Annex II Part-145 Annex Ill Part-66 Annex IV Part-147 ‘Acceptable Means of British Civil European Aviation Safety Agency Compliance (AMC) and _| Airworthiness Certification Specification guidance material (GM). | Requirements CS 28, CS 25, CS 27 AMC, GM, etc. Not binding by [law 10-24 Module 10.1 Regulatory Framework eee tno ‘TTS integrated Training Systemcw Integrated Training System Desig lon wih he Regulation 2042/2003 and the Relationship between its Parts and Others Regulation 2042/2003 has four annexes as previously noted: Part-M Part-145 Part-66 and Part- The regulation and its four parts are integral to airworthiness. The following diagram will assist in understanding how they interrelate. Part-M Part-145 Maintenance Part-66 Owner Organisation Certifying Staff TF] Approvals EU FCL & Part-24 aos Design, Manufacture and Part-147 Certification of New raining Organisation Products Requirements U Certification Specifications | (cs) a Figure 1.8: EASA (EC) Regulation 2042/2003 relationships 10-25, Module 10.1 Regulatory FrameworkIntegrated Training System ow ‘An owner or a leesor must have a management organization approved under Part-M ‘Sub Part G to manage the airworthiness of his aircraft. The Part-M organization is responsible for contracting and monitoring the activities of those Part-145 or Part-M Sub Part F Approved organizations who carry out maintenance on aircraft and its components. Part-145 organisations require Licensed Engineers to carry out release to service functions. These engineers are licensed by Part-66. To achieve the standards required by Part-66 engineers have to attend training courses of various standards at Part-147 Approved training schools. Part-145 and Part-M organizations require liaison with Part-21 Design organizations to enable repairs to be approved in accordance with Certification Specification exemplified by CS 25 (latge aeroplanes) Finally flight crews have an airworthiness responsibility under Part-M in that they can be trained to carry out pre flights, which are a Part-M function. If the Owner is conducting business in the commercial air transport field then he must hold an EU Ops approval (also known as an Air Operators Certificate (AOC). In this case the Part-M approval is issued in conjunction with his AOC. He cannot have an AOC without a Part-M. Loss of any associated approval (Part-145 etc) under Part-M would therefore entail loss of Part-M and his AOC. He would be effectively grounded. From the above it should be seen that the purpose this regulation is to ensure airworthiness, the practical effect of failing to comply will ultimately cause the business to be grounded. Management of Airworthiness All EASA regulated aircraft are subject to the regulation. That is they must comply with conditions for continued airworthiness How this is achieved is a different matter In respect of management of airworthiness: All large aircraft and multi engine helicopters must be managed by a Part-M Sub Part G Continuing Airworthiness Management Organisation (CAMO) For CAT the AOC holder must be Part-M sub part G approved in addition to EU OPS approved For small aircraft (GA) there is a choice. The owner may do it. + Allicensed engineer contracted by the owner may do it, or + The owner may contract a Part-M Sub Part G (CAMO) to do it. ‘See Module 10.6 for Part-M information 10-26 Module 10.1 Regulatory Framework paged etme snap TTS Integiated Training Systemow Integrated Training System b nibe 2d Acronyms and Abbreviations AGNA ‘Advisory Group of National Authorities — A sub-committee of EASA AMC Acceptable Means of Compliance ~ Interpretive material for the EASA Implementing Rules (See also GM) ANO Air Navigation Order — The UK's Statutory Instrument for Air Law. Published by Her Majesty's Stationery Office (HMSO) and in loose-leaf version by the CAA as. CAP 393. Aoc Air Operator's Certificate — Awarded to an operator by the CAA to show compliance with EU-OPS ATS Air Traffic Standards. BCAR British Civil Airworthiness Requirements — The UK’s National Requirements for all EASA exempt UK registered aircraft. CA Competent Authority of EASA — The National Aviation Authority (NAA) of an EU Member State. CAA Civil Aviation Authority — The UK’s National Aviation authority and Competent Authority of EASA cCAAIP Civil Aircraft Airworthiness Information and Procedures ~ A non-mandatory and non-quotable document, published by the CAA as CAP 592 CAP, Civil Aviation Publication — The CAA's documentation numbering system CAMO Continued Airworthiness Management Organization - A Part-M Sub Part G organisation cs Certification Specification - EASA Design and Airworthiness Codes EASA European Aviation Safety Agency EC European Commission EU European Union FAA Federal Aviation Administration — The National Aviation Authority (NAA) of the United States of America FCL Flight Crew Licensing GA General Aviation — Activity and operation of aircraft of MTOM less than 5700 kg. Module 10.1 Regulatory Framework vane oe? TIS Integrated Training System ovemedty te tereGM IATA ICAO JAA JAR MTOM MTWA NAA SRG UK UN 10-28 Integrated Training System op Guidance Material - Interpretive material for the EASA Implementing Rules (See also AMC) International Air Transport Association International Civil Aviation Organisation Joint Aviation Authorities - The predecessor of EASA, now dissolved. Joint Aviation Regulations — Aviation regulations devised and promulgated by EASA and implemented into all JAA member states. Now superseded by EASA Regulations and Implementing Rules. Maximum Take-Off Mass Maximum Take-off Weight Authorized (now replaced by MTOM in metric system) National Aviation Authority — the aviation authority of any individual state Safety Regulation Group — A sub-group of the UK CAA. The United Kingdom of Great Britain and Northem Island United Nations Module 10.1 Regulatory Framework TTS integated Training SystemTw Integrated Training System o n associaion wih Worksheet 10.1 Use the following worksheet to revise your knowledge. It may require you to investigate some of the references quoted at the beginning of this section. However most of the information is contained in this document. 1. What is the function of EASA? 2. Towhom is the Agency accountable? 3. When did the Agency take over the responsibility of rules and procedures for operations and crew licensing? 4. What is the Competent Authority of the UK known as? 5. Which organisation approves a UK company to maintain aircraft? 6. Which organisation approves a non-EU based company to maintain aircraft? 7. What is ICAO; where and when was it formed? 8. Which aircraft are excluded from EASA? 9. Whats the current number of the basic regulation? 10. How does the current basic regulation differ from the original? bone 101 Ragusory Franek 1028 Training System owned bye seremncgrated Training System ¢ 11. 12. 13. 14. 15. 16. 17. 18. 19, 20. 21. 10-30 What is (EC) Regulation 2042/2003 concerned with and what are its 4 annexes called? What is (EC) Regulation 1702/2003 concerned with and what are the certification standards contained within it? The Implementing Rules (IR) contain AMC and GM. What are AMC and GM? What Organisation in an EU state approves a company to maintain Aircraft? What Organisation approves a company under Part-M or Part-147 if that company's main place of business is outside the EU? Which four former JAA members are now treated as members of EASA even though they are not members of the EU? Which organisation can issue approval for design of a product or type certification of a new aircraft in EU states? What is CAP 747 concerned with? When would it be appropriate to refer to BCARs? Why is the ANO still relevant to the UK industry when we are complying with EASA issued regulations? What is the function of the UK CAA SRG? Module 10.1 Regulatory Framework SSpopeacimecwsce TTS integrated Training System2 a 2 Be BD EE Re EU US ee a os Integrated Training System TTS Integrated Training System Module 10 Licence Category B1 and B2 Aviation Legislation 10.2 Part-66 — Certifying Staff — Maintenance ted Training System 2011 Module 10.2 Part-66 — Certifying Staff — MaintenanceIntegrated Training System Copyright Notice © Copyright, All worldwide rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e photocopy, electronic, mechanical recording or otherwise without the prior written permission of Total Training Support Ltd Knowledge Levels — Category A, B1, B2 and C Aircraft Maintenance Licence Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category 82 basic knowledge levels, The knowledge level indicators are defined as follows: LEVEL 1 * A familiarisation with the principal elements of the subject. Objectives: ‘+The applicant should be familiar with the basic elements of the subject. ‘+The applicant should be able to give a simple description of the whole subject, using common words and examples. ‘+The applicant should be able to use typical terms. LEVEL 2 + Ageneral knowledge of the theoretical and practical aspects of the subject. + _Anability to apply that knowledge, Objectives: ‘+ The applicant should be able to understand the theoretical fundamentals of the subject. ‘+ The applicant should be able to give a general description of the subject using, as approprate, typical +The aplcan should be abe o use mathematical ferris in conjunction wth physical ave desrbing the . The applicant should be able to read and understand sketches, drawings and schematics describing the . She epcant should be able to apply his knowledge in a practical manner using detailed procedures LEVEL 3 + Adetailed knowledge of the theoretical and practical aspects of the subject. * Acapacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: + The applicant should know the theory of the subject and interrelationships with other subjects. + The applicant should be able to give a detailed description of the subject using theoretical ‘undamentals and specific examples, The applicant should understand and be able to use mathematical formulae related to the subject. The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject ‘+ The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions ‘+ The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate. ¥ cen = TTS Integrated Training System 22 Module 10.2 Part-66 — Certifying Staff — Maintenance eae cere nape 22s oapaTable of Contents Module 10.2 Part-66 — Certifying Staff - Maintenance. Introduction General. Age Limitation Experience requirements Categories of license. Category A Category B Category Certification Privileges Category A Category Bi Category B2 Category C Limitation of Privileges Medical The Basic License - Knowledge Requirements. Extension to the Basic License. Exemption from Knowledge Requirements The Category A Basic License Category A Training Routes 1" The Category B.1 Basic License 12 Category B.1 Training Routes 12 The Category B.2 Basic License 13, Category B2 Training Routes 14 The Category C Basic License 15 Category C Training Routes 15 Knowledge Requirements for Category C 15 Type Ratings 7 General 7 Type Training for B1 B2 or C Category Licenses 7 Part-147 Approved Type Course 17 Type Experience 18 Type Training for C License Holders 18 Group Type Ratings 18 Examination Standards and Requirements 19 Examination by the Competent Authority 19 Examination by an Approved Part-147 Organisation 20 Applying for the License 2 When You Have Your License 21 Renewal 21 TTS Integrated Training System 23 © Copynght 2011 Module 10.2 Part-66 — Certifying Staff — Maintenancepaediace Draeee Systet The Pages of the Licence Acronyms and Abbreviations Worksheet 10.2, m SSS 2 SSS 29 24 Module 10. = — Mai TTS integrated Training System 2 Part-66 — Certifying Staff — Maintenance “Trang Syston QIntegrated Training System be avon wath the Module 10.2 Enabling Objectives and Certification Statement Certification Statement These Study Notes comply with the syllabus of EASA Regulation 2042/2003 Annex III (Part-66) Appendix |, and the associated Knowledge Levels as specified below: _ EASA 66 Level ee Reference | _B1 | B2_| Detailed understanding of Part-66. [102 2 [2 “TTS iterated Tang System ? Teco" Module 10.2 Part-66 — Certifying Staff — Maintenance 2Integrated Training System 26 Eroayez cine owe Intentionally Blank Module 10.2 Part-66 — Certifying Staff — Maintenance TTS Integrated Training System © Copyright 2011 Pe]7 Integrated Training System Module 10.2 Part-66 — Certifying Staff - Maintenance References: CAP 562 (CAAIPs) Leaflet 15-1 CAP 562 (CAAIPs) Leaflet 15-2 CAP 562 (CAAIPs) Leaflet 15-3, CAP 562 (CAAIPs) Leaflet 15-4 EC Regulation 2043/2003 Annex III (IR Part-66) and its AMC/GM Engineer's Licensing Guidance Document (ELGD) (caa.co.uk) Introduction General Part-66 is the name given to Annex Ill of EC Regulation 2042/2003 and is concerned with the licensing of Aircraft Maintenance Engineers (AMES). Part-66 came into force on 29 November 2003, but various derogations allowed the regulation not to be mandatory until September 2006 for large aircraft (MTOW > 5700 Kg), or September 2008 for light aircraft (MTOW< 5700Kg) Part-66 is the Aircraft Maintenance Licence (AML) requirement for all EASA member States. All staff issuing Certificates of Release to Service in accordance with Part 145.A.50 are required to be licensed in accordance with Part-66; they will hold a Basic License and a type specific license. In addition there are experience and age requirements. An AME can hold multiple categories of license and of multiple types. Age Limitation The minimum age to hold a Part-66 license is 18. The minimum age to certify with it is 21 Experience requirements Experience requirements are many and varied depending on the type of basic training and previous experience gained. It may be a littie as 1 year or as much as 5 years. The key points will be discussed under the general heading for each license category. For detailed information refer to EASA Part-66 or the CAA published Engineer's Licensing Guidance Document (ELGD). Categories of license The categories within the AML are: Category A Maintenance Certifying Mechanic Category B1 Maintenance Certifying Technician (Mechanical) Category B2 Maintenance Certifying Technician (Avionic) Category C Base Maintenance Certifying Engineer Category A Category A is further divided into sub categories as follows: 1 Aeroplanes Turbine A2 Aeroplanes Piston A3 Helicopters Turbine ‘A4 Helicopters Piston 7S integratd Trang Sytem - Cconyean ao" Module 10.2 Part-66 — Certifying Staff — Maintenance smowsnaeIntegrated Training System Category B The sub categories for Category B Line Maintenance Certifyi ing Technician/Base Maintenance Technician are: B1.1 Aeroplanes Turbine B1.2 Aeroplanes Piston B1.3 Helicopters Turbine B1.4 Helicopters Piston B2 Avionics (no further sub division) The wider privileges of the Category B licence and the role of the Technician in defect diagnosis and rectification and system inspection require a more detailed knowledge than that for Category A. This requires a longer period of experience and examination at a higher level than for Category A. Category C ‘The requirements for Category C can be achieved via two routes: a graduate with a degree in Aeronautical Engineering recognised by the CAA, or a similar discipline that is considered relevant to aircraft maintenance and that has been accepted for this purpose by the CAA, or a B1 or B2 licence holder with a prescribed period of certifying experience. Figure 2.1: Maintenance Staff are Category A, B or C, for the purposes of certification 2-8 Module 10.2 Part-66 — Certifying Staff — Maintenance TTS Ieartea Traning SystemIntegrated Training System Certification Privileges Category A A Category A certifying licence permits the holder to issue certificates of release to service following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the authorisation. The certification privileges are restricted to maintenance which the authorisation holder has personally performed in a Part-145 organisation. Category B1 A category B1 certifying staff authorisation permits the holder to issue certificates of release to service following maintenance, including aircraft structure, power plants and mechanical and electrical systems. Authorisation to replace avionic line replaceable units requiring simple tests to prove their serviceability is also permitted. Note: Compass compensation and adjustment certification privileges are contained within a Category B1 AML Category B2 A category B2 certifying staff authorisation permits the holder to issue certificates of release to service following maintenance on avionic and electrical systems. Category B2 certifying staff can qualify for any A sub category subject to compliance with the appropriate A sub category requirements. Note: Compass compensation and adjustment certification privileges are contained within a Category B2 AML. Category C A category C certifying staff authorisation permits the holder to issue certificates of release to service following base maintenance. The authorisation is valid for the aircraft, in its entirety, including all systems. Limitation of Privileges The holder of an aircraft maintenance licence may not exercise certification privileges unless: 1 He/she is in compliance with the applicable requirements of Part-M and/or Part-145. 2. Inthe preceding two-year period he/she has, either had six 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. 3. Helshe 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. TTS integrated Tramning System @ copa 2011 Module 10.2 Part-66 — Certifying Staff — MaintenanceIntegrated Training System Medical Certifying staff must not 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. For further information refer to CAP 562 (CAA\Ps) leaflet L15-6 All Engineering Staff should also be aware of the sanctions that can be applied if found to be unfit at their place of work in contravention of the Railways and Transportation Act of 2003. Full details are explained in CAP 562 (CAAIPS) Leaflet 15-5. The Basic License - Knowledge Requirements Regardless of the method by which a candidate learns the knowledge, in all cases he/she must Pass an examination for those modules in the category he/she is applying for. Upon passing the first module taken there is then a 5 year window in which all modules must be passed. Details of the modules required, the syllabus for each module and the knowledge level required are found in Annex 1 to Part-66. They can also be found in the appropriate category section of the ELGD, Extension to the Basic License A license holder is permitted to extend his basic license to include an additional category. To achieve this he/she needs to pass those exams or parts of exams to satisfy the extra license requirement and also show proof of experience in the new category. Refer to Section G of the ELGD for examination and experience requirements and common cases of extension to license. Exemption from Knowledge Requirements Full or partial credit against the basic knowledge requirements and associated exemination shall be given for any other technical qualification considered by the Competent Authority (CA) to be equivalent to the knowledge standard of Part-66. The CA in the case of the United Kingdom is the CAA. The CAA have published details of exemptions they will consider, each one being considered individually, in the appropriate license section of the ELGD. 7 _ i ‘TTS Integrated Training System 2-10 Module 10.2 Part-66 — Certifying Staff — Maintenance rating SekIntegrated Training System saciaion with the The Category A Basic License Reference ELGD Section C. The Category A licence is a mechanical based licence and permits the holder to issue certificates of release to service within the limits of tasks specifically endorsed on the authorisation, following minor scheduled line maintenance and simple defect rectification. A list of typical category A Tasks can be found in the AMC to Part-145 A.30(g). Category A Training Routes: 4, A course approved under Part-147 of between 650 and 800 hours duration teaching theoretical and practical skills required. The approved course must be followed by a minimum of 1 year's practical line maintenance experience to consolidate the training received prior to licence application 2. Self Starter and Other Experienced Applicants. Category A applicants who have not successfully completed a Part-147 approved course of training, should have at least 3 years practical maintenance experience on operating aircraft. A reduction in the 3 years experience requirement may be considered for certain applicants who fall into either category below. There are currently no standard assessment terms for these applications and therefore applicants are advised, before applying for licence issue, to ensure they meet the experience criteria in accordance with Part-66.A.30 and AMC 6.4.30 (a) and (b) 3 Skilled Worker- 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 have included the use of tools and measuring devices. 2 Years experience is required in this category 4 Other Experienced Applicants -Aircraft maintenance experience gained outside a civil aircraft maintenance environment can include experience gained in armed forces, coast guards and police. At least one year of civil experience on aircraft typical of the category or sub-category for which application is made, is required Satisfactory completion of training will be determined by an approved procedure laid out in the organisation's exposition and in accordance with Part-147, demonstrated by an examination and/or by a workplace assessment, carried out by either an approved Part-145 organisation or a Part-147 training organisation, The practical assessment will determine a person's competence to perform task(s). The examiner will provide a written report to explain whether a candidate has passed or failed It should be noted that the Category A license allows approval to release to service of only those tasks for which the Licensed Mechanic is approved by the Part145 Organisation. There are no type approvals for Category A Basic License. TTS integrated Training System 7 coon 2" Module 10.2 Part-66 — Certifying Stat — Maintenance eeeIntegrated Training System The Category B.1 Basic License Reference ELGD Section D. The B1 licence is a mechanical based licence and permits the holder to issue certificates of release to service following line maintenance, including aircraft structure, power plants and mechanical and electrical systems. Replacement of avionic line replaceable units requiring simple tests without the use of test equipment to prove their serviceability is also included within the privileges of this licence. A Category B1 licence holder also has a role in base maintenance in supporting the Category C certifier who is the final CRS/SMI signatory Note: A full Part-66 B1 licence issued in a particular sub-category also entitles the holder to exercise the privileges of a Category A licence for other aircraft types, not endorsed on the Part-6 licence as type ratings, subject to the task training and authorisation requirements for those types being satisfied The B1 licence is sub-divided into sub-categories as below: B1.1 Aeroplanes Turbine-Engines B1.2 Aeroplanes Piston-Engines B1.3 Helicopters Turbine-Engines B1.4 Helicopters Piston-Engines The sub-categories above are broadly made up of the following BCAR categories: Category A Airframe LWTR (Aeroplanes 2) Category C Engine LWTR (Piston or Turbine Engine) Category X Electrical LWTR ‘A8-13 Avionic Extension Limited Authorisation Category B.1 Training Routes A Course approved under Part-147 - A course of training can be undertaken under the auspices of a Part-147 approved basic training school. The course will consist of a minimum of 2,400 hours instruction. The purpose of the course is to teach the individual the basic underpinning theoretical knowledge required of the category B1 role and to provide basic skills and maintenance practices training to establish basic practical competence. The course includes theory exams and practical skills assessments as part of the training and qualification philosophy For B1.1 and B1.3 sub categories - The approved course must be followed by a minimum of 2-years practical maintenance experience. For B1.2 and B1.4 Sub Categories - The approved course must be followed by a minimum of 1-year’s practical maintenance experience. Experience Requirements - An applicant for a category B1 licence must have completed a prescribed period of aircraft maintenance experience. This experience is to be relevant to the licence category required and to the maintenance experience of operating aircraft. This - —certi = TTS Integrted Training System 2412 Module 10.2 Part-66 — Certifying Staff — Maintenance a raring SysteIntegrated Training System experience should include maintenance on aircraft structure, powerplant, mechanical and electrical systems and replacement of avionic LRUs requiring simple tests to prove their serviceability, Recent Practical Maintenance Experience - All applicants must have gained at least one year's experience on aircraft typical of the category or sub-category applied for. Of this one year's experience, six months must have been gained in the 12 months immediately before application. The remainder must have been gained in the 7 years before application. Self Starter and Other Experienced Applicants in Category B1.1 or B1.3 - Applicants who have not attended a Part-147 approved course of training, should have at least 5 years practical maintenance experience on operating aircraft. Experienced engineers within the UK, such as Skilled Workers, Armed Forces, Coast Guards or Police, may be eligible for a reduction in experience required Self Starter and Other Experienced Applicants in Category B1.2 or B1.4 - Applicants who have not attended a Part-147 approved course of training, should have at least 3 years practical maintenance experience on operating aircraft. Experienced engineers within the UK, such as Skilled Workers, Armed Forces, Coast Guards or Police, may be eligible for a reduction in experience required , which are detailed in this section of the ELGD. However it should be noted that the CAA will assess each application on its merits. The Category B.2 Basic License Reference ELGD Section E. The B2 licence is avionic based and permits the holder to issue certificates of release to service, following line maintenance on avionic systems. A Category B2 licence holder also has a role in base maintenance in supporting the Category C certifier who is the final CRS/SMI signatory. The B2 licence broadly covers the following areas: Instrument Systems Automatic Pilot Systems (fixed and rotary wing), including Auto-throttle and Auto-land Systems * Radio Communication, Navigation and Radar Systems + Electrical Power Generation and Distribution to Avionic Systems Note: A Part-66 B2 licence does not provide for any category A licence authorisation entitlement. Where such entitlement is desired the applicant will have to obtain a category A licence extension. TTS integrated Teaining System - Seopmnso Module 10.2 Part-66 — Certifying Staff — Maintenance ewer aaIntegrated Training System oy Category B2 Training Routes A Course approved under Part-147 A course of training can be undertaken under the auspices of a Part-147 approved basic training school. The course will consist of a minimum of 2400 hours instruction. The purpose of the course is to teach the individual the basic underpinning theoretical knowledge required of aircraft and the related systems required of the category B2 role and to provide basic skills and maintenance practices training to establish basic practical competence. The course includes theory exams and practical skills assessments as part of the training and qualification philosophy. The approved course must be followed by a minimum of 2 year's practical maintenance experience to consolidate the training received An applicant for a category B2 licence must have completed a prescribed period of aircraft maintenance experience. This experience is to be relevant to the licence category sought and to the maintenance experience of operating aircraft in avionic and electrical systems Recent Practical Maintenance Experience - All applicants must have gained at least one year’s experience on aircraft typical of the category or sub-category applied for. Of this one year's experience, six months must have been gained in the 12 months immediately before application. The remainder must have been gained in the 7 years before application Self Starter and Other Experienced Applicants - Category B2 applicants who have not attended a Part-147 approved course of training should have at least 5 years practical maintenance experience on operating aircraft. Experienced engineers within the UK, such as Skilled Workers, Armed Forces, Coast Guards or Police, may be eligible for a reduction in experience required A reduction in the 5 years experience requirement may be considered for certain applicants who fall into the ‘self starter or skilled worker’ category. These reductions are detailed in this section of the ELGD. However it should be noted that the CAA will assess each application on its merits. ¥ —certityi _ ‘TTS Integrated Training System 214 Module 10.2 Part-66 — Certifying Staff — Maintenance Senna sya termes ee asmow Integrated Training System The Category C Basic License Reference ELGD Section F The Category C licence permits the release of an aircraft to service in its entirety by a single certificate of release to service by one overall signatory, once all base maintenance work and checks have been completed in accordance with Part 145. The Category C licence certifier will act primarily in a maintenance management role controlling the progress of aircraft maintenance work. A Category C licence alone does not permit the holder to act as a B1 or B2 certifier. Category C Training Routes The Category C licence may be obtained via one of two available routes: either by experience gained through holding a Category B1 or B2 licence, or as a graduate entrant with a degree that is considered to be acceptable to the CAA. The B1 or B2 Route - requires that an applicant has spent 3 years as a B1.1, B 1.3 or B2 Certifying LAE on Large Aircraft or 5 years for B1.2 and B1.4. This time period is reduced to 3 years for all categories of small aircraft. The Graduate Route - A graduate holding a degree in Aeronautical Engineering, or a similar discipline that is considered by the CAA relevant to aircraft maintenance that has been accepted for this purpose by the CAA, must have at least 3 years experience in a civil aircraft maintenance environment including 6 months of observation of base maintenance tasks. There are currently no standard assessment terms for these applications and therefore applicants are advised, before applying for licence issue, to ensure they meet the experience criteria in accordance with Part-66.A.30 and related AMC. A person qualifying for a Category C licence via this route will not be entitled to a Category B1 or B2 licence unless the requirements for those Categories are also met. Knowledge Requirements for Category C Category C certifying staff with a mechanical background should meet the Category B1 basic knowledge levels. Category C certifying staff with an avionic background should meet the category B2 basic knowledge levels. Applicants following the Graduate route for direct issue of Category C must still pass either the Category B1 or B2 full examinations unless the degree course qualifies for the standard exemptions as listed in section F4, or exemptions have been agreed as a result of the assessment of the particular degree course: TTS integrates Training Syst - Scopranso1 9 7" Module 10.2 Part-66 — Certifying Staff — Maintenance samenIntegrated Training System Figure 2.2: Base Maintenance checks (such as B, C or D checks), are certified in their entirety, by a Category C licence holder 2-16 Module 10.2 Part-66 — Certifying Staff — Maintenance TTS Integrated Taina Syaer reerasoy te etenert Stage 20 he chaser= a ee eS ee = oa _ ee ee oe I — 2 Integrated Training System Type Ratings General Holders of Part-66 Aircraft Maintenance Licences in Category B1, B2 and C may apply for inclusion of an Aircraft Type Rating subject to meeting the relevant requirements. A Category A licence does not contain type ratings. In order that a Part-145 or Part M maintenance organisation can issue a certification authorisation to a Part-66 licence holder in categories B1 and B2 the relevant type rating must be held. Without the relevant type rating and authorisation, the licence holder cannot sign the Certificate of Release to Service for work carried out on the aircraft. Note: There are additional requirements to be satisfied for authorisation issue. ‘Certification Authorisation’ means the authorisation issued to certifying staff by the Part 145 Organisation and which specifies the fact that they may sign certificates of release to service within the limitations stated in such authorisation on behalf of the 145 organisation Type Training for B1 B2 or C Category Licenses Type training is carried out by approved Part-147 training organisation. Each type course, is then approved by the CAA and added to the 147 approval certificate for that organisation. A list of approved 147 training establishments and their approvals can be found on the CAA website. Exceptionally the CAA can approve a type course to be carried out, without the provider being approved. However the standard required will be that of a 147 approved training organisation Part-147 Approved Type Course ‘An approved B1 or B2 type course consists of all the elements of an aircraft, as required for a B1 or B2 LAME to carry out the requirements of his/her approval. Full details can be obtained in Annex Iil of Part-66. The completion of aircraft type training will be demonstrated by a multi-choice written examination carried out by a Part-147 organisation. Figure 2.3: Aircraft Type Training includes classroom and practical tuition, and is completed by success in the associated examination TTS integrated Tring Syste Soong 2010 Module 10.2 Part-66 — Certifying Staff — MaintenanceIntegrated Training System Type Experience Part-66 requires that a satisfactory amount of experience is required for an aircra‘t rating, in addition to the training. As a guide, 4 months is considered to be acceptable although the experience required will largely depend on the licences) and rating(s) already held. Where a similar aircraft type is held to that which is being applied for, experience can be reduced: however, the experience should not be less than two weeks. For each application, the CAA will need to satisfy itself that the practical training is of sufficient duration before adding a type rating. There are three types of experience that are deemed to be acceptable, as detailed below. 1 Experience gained during an approved Part-147 training course. This experience should be detailed in logbook format and supported by the appropriate Part-147 certificate. 2 Experience gained in an approved Part-145 maintenance organisation. Again this experience should be detailed in logbook format, however, worksheets thal are certified by an Assessor and cross-referred to on the License Application Form (Form 19) will be accepted. 3 Any experience gained in an organisation that has been officially accepted by the CAA’s Personnel Licensing Department. This experience must again be detailed in logbook format or worksheets that are suitably certified Type Training for C License Holders AC license holder must attend and pass, one aircraft type course, typical of the types in his certifying environment, to the same standard as B1 or B2 certifying staff. There is no practical training requirement. Group Type Ratings Reference ELGD Section H The CAA will issue group type ratings in accordance with Part-66. For categories other than B.1 multiple turbine engine aircraft if a license holder has 2 type ratings from the same category and manufacturer he can get a manufacturer group rating. If he has three types typical of the group (but different manufacturers) he can be awarded a full group rating. The reference gives detailed examples of manufacturer's group rating and full group rating 2-18 Module 10.2 Part-66 — Certifying Staff — Maintenance TTS neareted ing Sytemwy Integrated Training System Examination Standards and Requirements An applicant for an aircraft maintenance licence or the addition of a category or subcategory to such an aircraft maintenance licence shall demonstrate, by examination, a level of knowledge in the appropriate subject modules in accordance with Appendix | to Part-66. The basic knowledge examinations must be conducted by a training organisation appropriately approved under Part-147 or by the competent authority. Type examinations are carried out by approved Part-147 type training organisations. Examinations are all multiple choice except for the essay module Examination by the Competent Authority Reference 66.B.200 + All examination questions have to be kept in a secure manner prior to an examination, to ensure that candidates will not know which particular questions will form the basis of the examination. The competent authority shall nominate those persons who control the questions to be used for each examination. * The competent authority shall appoint examiners who shall be present during all examinations to ensure the integrity of the examination. «Basic examinations shall follow the standard specified in Appendix | and Il to part66, that is what subjects and to what difficulty level * Type examinations must follow the standard specified in Appendix III to this Part. * New essay questions shall be raised at least every six months and used questions withdrawn or rested from use. A record of the questions used shall be retained in the records for reference. * All examination papers shall be handed out at the start of the examination to the candidate and handed back to the examiner at the end of the allotted examination time period * No examination paper may be removed from the examination room during the allotted examination time period Apart from specific documentation needed for type examinations, only the examination paper may be available to the candidate during the examination. * Examination candidates shall be separated from each other so that they cannot read each other's examination papers They may not speak to any person other than the examiner, * Candidates who are proven to be cheating shall be banned from taking any further examination within 12 months of the date of the examination in which they were found cheating TIS integtted Training System - ees ee SI" Module 10.2 Part-66 — Certifying Staff — Maintenance vena '®Integrated Training System ow Examination by an Approved Part-147 Organisation The examinations carried out by a Part-147 organisation are drawn from a database held by the organisation and approved by the CAA. The standards and methodology shown above for examinations conducted by the competent authority are the same for Part-147 organisations. Examinations have a 75% pass mark with no negative marking Further general examination details and requirements are published by the CAA in ELGD Section J. For location and dates of CAA exams refer to the CAA website. Figure 2.4: Examinations to prove knowledge levels can be carried out either at the Competent Authority's own exam centres, or at a Part-147 organisation Module 10.2 Par-66— Certifying Staff — Maintenance TS integrated traning SysemCy Integrated Training System Applying for the License ‘So what do you need to do to apply for a basic license or an extension to a license? The following list details the requirement Pass the appropriate Basic License Modules and collect certificates ‘+ Gain the experience required and record using a logbook. CAP 741 is the preferred logbook format of the CAA although you can use worksheets if you wish. The logbook or worksheets must be countersigned by an approved assessor from a Part-145 or Part-147 organisation + Provide a proof of Identity (Passport or Birth Certificate is preferred) * Complete Application Form 19 * Enclose the appropriate fee Applications should be sent to: Personnel Licensing Department (PLD), Civil Aviation Authority, Safety Regulation Group, Aviation House (GE), Gatwick Airport South, West Sussex, RH6 OYR. Some companies have delegated the screening of a license application to approved Part-145 companies, therefore in the first instance it is desirable to check with your Part-145 quality department, before you send it to the CAA. In all instances the CAA issues the license. To apply for a type endorsement to the basic license then apply on Form 19 as before attaching a certificate showing a pass in the type course taken. This certificate must be issued by a Part-147 organisation. Worksheets/logbook evidence suitably endorsed will also be needed as evidence of experience. As always the appropriate fee is required. When You Have Your License Upon receipt of a Part-66 basic license it must be signed by the holder and kept with a visual proof of identity. The license is written in the language of the issuing CA but if you wish to use it in another state it must also have an English translation. Renewal The PART-66 Aircraft Maintenance License becomes invalid five years after its last issue or amendment, unless the holder submits his/her License to the competent authority that issued it, in order to verify that the information contained in the license is the same as that contained in the competent authority records. TS iterated Treing System Cee SSeS" Module 10.2 Part-66— Certifying Staff — Maintenanceclub6épro. Integrated Training System cation vith The Pages of the Licence ow The Licence is issued by the Competent Authority in a hard-bound A3 size booklet. The Licence is officially known as EASA Form 26. The pages are as follows: econ nen state AUTHORETY NAME O30 Pans {WIS LICENCE I RECOGNISED BY ALL EU MEMBERS SA FORM AIRCRAFT MAINTE a _ ratty th hte and be created by 9 8h Recs er {sulemepose 0 me pats) etas Pa SPIES only, exes nat erst th rise ul roaae ‘ret cr Ip ag 6 ee Pe Vanda Ns ai 2 date codon hs Itt sage BD eos Mice ote Keema eb mmc ins nina pcan der nat vac iter se mere arenes ‘eon in onda iP ete ra ty he tore Poe pnb re aha setae ale ate 1 Sanat Pal éb SUBCATEGORIES 2 bowres he 3 Futnare oral eopeene Fete wa | ws 4 Cate ne oe orca 5 acoso! er tia | nn 8 Nata na | T 5 Signet te as | ne na 9 Sigrataa hence 5s ra | wo | re 2 Sela sawp leaune Asay Fecvat ] i ewe 2-22 Module 10.2 Part-66 — Certifying Staff — Maintenance TTS eas) System Sinope cronop’ Integrated Training System pe ARROFT ERAT Pa Tat - RE Tepe Sou | sag Testa | li 4 e | ce a ; me Annexe EASA Fore 28 atonal pvleons sso te spe of INateral epson} Va ory Meer (fal Sip & Date 2 oo uc No TTS Integrated Training Systern 1 © Copyright 20 Module 10.2 Part-66 — Certifying Staff — Maintenance2-24 Intentionally Blank Module 10.2 Part-66 — Certifying Staff — Maintenance TTS Integrated Training System ‘©Copyright 2011Integrated Training System Designes Acronyms and Abbreviations AD AFM AGNA AMC AMM AMP ANO AOG APU ARC ASB ATA ATS AWOPS BCAR CA CAA CAT TTS Integrated Training System © Copynght 2011 Airworthiness Directive — a directive issued by the Authority to carry-out a mandatory modification or inspection. Approved Flight Manual ‘Advisory Group of National Authorities — A sub-committee of EASA Acceptable Means of Compliance ~ Interpretive material for the EASA Implementing Rules (See also GM). Aircraft Maintenance Manual Approved Maintenance Programme Air Navigation Order — The UK's Statutory Instrument for Air Law. Published by Her Majesty's Stationery Office (HMSO) and in loose-leaf version by the CAA as CAP 393. Air Operator's Certificate — Awarded to an operator by the CAA to show compliance with EU-OPS. Auxiliary Power Unit Airworthiness Review Certificate — a certificate required by an aircraft in order to keep its Certificate of Airworthiness continually valid Alert Service Bulletin Air Transport Association of America Air Traffic Standards All Weather Operations British Civil Airworthiness Requirements — The UK's National Requirements for all EASA exempt UK registered aircraft Competent Authority of EASA — The National Aviation Authority (NAA) of an EU Member State Civil Aviation Authority — The UK’s National Aviation authority and Competent Authority of EASA Commercial Air Transport 2-25 Module 10.2 Part-66 — Certifying Staff — MaintenanceIntegrated CDCCL cDL CMM CofA CRS cs CVR DH EAD EASA EC EU EM ETOPS ETSO EU-OPS. FAA Siete Training System op Civil Aircraft Inspection Procedures ~ the predecessor to CAAIP. Not published since 1985, Civil Aircraft Airworthiness Information and Procedures — A non-mandatory and non-quotable document, published by the CAA as CAP 592 Continuing Airworthiness Management Exposition Civil Aviation Publication - The CAA’s documentation numbering system Continued Airworthiness Management Organization — A Part-M Sub Part G organisation Critical Design Configuration Control Limitations Configuration Deviation List Component Maintenance Manual Certificate of Airworthiness Certificate of Release to Service Certification Specification - EASA Design and Airworthiness Codes Cockpit Voice Recorder Decision Height Emergency Airworthiness Directive European Aviation Safety Agency European Commission European Union Engine Manual Extended Range Twin Operations European Technical Services Order The requirements for an Air Operators Certificate for operation of an aircraft for CAT. Replaces JAR-OPS. Federal Aviation Administration — The National Aviation Authority (NAA) of the United States of America. Module 10.2 Part-66 — Certifying Staff— Maintenance TTS Iniesratea Trang EyerFCL FOR FH GM GIS IATA ICAO IPC JAA JAR JAR-OPS MEL MMEL MPD MRB MTOM. MTOW MTWA NAA RVR RVSM SB TTS integrated Training System © Copyrght 2011 Integrated Training System Flight Crew Licensing Flight Data Recorder Flying Hours General Aviation — Activity and operation of aircraft of MTOM less than 5700 kg Guidance Material — Interpretive material for the EASA Implementing Rules (See also AMC) Glideslope International Air Transport Association International Civil Aviation Organisation Illustrated Parts Manual Joint Aviation Authorities — The predecessor of EASA, now dissolved. Joint Aviation Regulations — Aviation regulations devised and promulgated by EASA and implemented into all JAA member states. Now superseded by EASA Regulations and Implementing Rules The original requirements for an Air Operators Certificate for operation of an aircraft for CAT. Now replaced by EU-OPS. Minimum Equipment List Master Minimum Equipment List Maintenance Planning Document Maintenance Review Board Maximum Take-Off Mass Maximum Take-Off Weight Maximum Take-off Weight Authorized (now replaced by MTOM in metric system) National Aviation Authority ~ the aviation authority of any individual state Runway Visual Range Reduced Vertical Separation Minima Service Bulletin Module 10.2 Part-66 — Certifying Staff — Maintenance iw arose moetSL SMP SRG SRM STC Tc The Agency UK UN WMWDM 2-28 overs by satorert Integrated Training System Service Letter Standard Maintenance Practice Safety Regulation Group — A sub-group of the UK CAA. Structural Repair Manual ‘Supplementary Type Certificate Type Certificate EASA The United Kingdom of Great Britain and Northern Island United Nations Wiring Manual/Wiring Diagram Manual Module 10.2 Part-66 — Certifying Staff — Maintenance TTS Integrated Training System ‘©Copyright 2011Integrated Training System os Worksheet 10.2 Use the following worksheet to revise your knowledge. It may require you to investigate some of the references quoted at the beginning of this section. However most of the information is contained in this document. 1. Towhat aircraft are the following Part-66 categories applicable? © AtandB1.1:- © A2andB12- © A8and B13: © Adand B14: ° B2: 2. What is the minimum age for an applicant for a Part-66 licence? 3. A Category A licence holder issues certificates of release to service for what? 4 Canacategory A licence holder sign for work carried out by someone else? 5. Category B1 licence holder issues certificates of release to service for what? 6 Does a category BI licence holder automatically hold a category A licence? 7 A Category B2 licence holder issues certificates of release to service for what? 8 Does a category B2 licence holder automatically hold a category A licence? 9 Category C Issues certificates of release to service for what? 10 What organisation requires category C licensed engineers? TIS inogrted Training System TE mtesetes canna Sie” Module 10.2 Par-66 — Certifying Staff — Maintenance 2-29Integrated Training System ay 1 Before a Part-66 licence holder signs a certificate of release to service, he'she must check that they have had how much aircraft maintenance experience in the preceding 2 years? 12 What determines the language the Part-66 licence holder must speak? Basic knowledge requirements 13. Where would you find the syllabus for the modules you need to study for a Part-66 licence? 14 Where must you go to sit the Part-66 licence examinations? 15. Category A, B1.2 and B1.4 + Three years of practical maintenance experience, if- * Iwo years of practical maintenance experience, if- * One years of practical maintenance experience, if:- 16 Category B2, B1.1 and B1.3 * Five years of practical maintenance experience, if-- + Three years of practical maintenance experience, if: * Iwo years of practical maintenance experience, if.- 17. Category C + Three years of experience of - * Five years of experience of:- * The academic route -__ years experience 2-30 Module 10.2 Part-66 — Certiying Staff — Maintenance TTS negrded Taining System18 19, 20 Continued vali 21 22. 23. cw Integrated Training System If someone wishes to “extend” a licence, they need how much experience in the respective discipline? How much time experience is required to be on the “type” equivalent to that of the licence category being sought? Is military aircraft maintenance experience acceptable? ity For what reason is a part-66 licence retuned to the CAA 5-years after issue? Ifa licence is invalidated (by making unauthorised amendments to it perhaps). What happens to all the certificates of release to service that have been signed since the licence was invalidated? What is the first thing the licence holder must do to make his/her licence valid, once it has been received from the CAA? Typeltask training and ratings 23. 24 25 TIS integited Training System Teimegrateg anna System™ Module 10.2 Part-66 — Certifying Staff — Maintenance Category A practical task training can be carried out by an organisation approved to what regulation? What does a Part-66 licence holder require additionally, before he/she can certify? What organisation must a Part-66 licence holder study at, to get a type approval endorsement?2-32 Intentionally Blank Module 10.2 Part-65 — Certifying Staff — Maintenance TTS integraed Training System © Copyright 2011op’ Integrated Training System Ss cuetaprs com question procice on TTS Integrated Training System Module 10 Aviation Legislation 10.3 Part-145 — Approved Maintenance OrganisationsIntegrated Training System Zi geno peene ysl py Copyright Notice © Copyright. All worldwide rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form by any other means whatscever: i.¢. photocopy, electronic, mechanical recording or otherwise without the prior written permission of Total Training Support Ltd Knowledge Levels — Category A, B1, B2 and C Aircraft Maintenance Licence Basic knowledge for categories A, 81 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category 82 basic knowledge levels. ‘The knowledge level indicators are defined as follows: LEVEL 1 + _A familiarisation with the principal elements of the subject. Objectives: ‘+ The applicant should be familiar with the basic elements of the subject. ‘+The applicant should be able to give a simple description of the whole subject, using common words and examples. + The applicant should be able to use typical terms, LEVEL 2 + Ageneral knowledge of the theoretical and practical aspects of the subject. + Anabilty to apply that knowledge. Objectives + The applicant should be able to understand the theoretical fundamentals of the subject. + The applicant should be able to give a general description of the subject using, as appropriate, typical + Thespian shoul beable use mathemotzlomulaein conjunction wih physica ave descr the . The applicant ‘should be able to read and understand sketches, drawings and schematics describing the + The appcan snout be ale to poy his knee in aracia manner using deta cedures LEVEL 3 ‘+ A detailed knowledge of the theoretical and practical aspects of the subject. + Acapacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: + The applicant should know the theory of the subject and interrelationships with other subjects ‘+ The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples. The applicant should understand and be able to use mathematical formulae related to the subject. The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject ‘+ The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions. + The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate. 32 Module 10.3 Part-145 — Approved Maintenance Organisations ‘overeat TTS integrated Training SystemTable of Contents Integrated Training System ina wa i Module 10.3 Part-145 — Approved Maintenance Organisations 7 General 7 i Competent Authority (CA) 7 Applicability. 7 Airships 7 é Non-EASA Aircraft 8 Components Fitted to EASA Aircraft 8 Application 8 i 145.A.10 - Scope 9 Maintenance Organisation Exposition (MOE), 9 Line Maintenance Definition 9 Base Maintenance Definition 10 Small Part-145 Organisations, 10 145.A.20 - Terms of approval 1 Classes and Ratings. 1" 145.A.25 — Facility requirements, 13 The Working Environment 13 Storage Facilities 14 145.A.30 - Personnel 15 The Accountable Manager 15 - The Management Team 15 The Quality Manager 15 Man-hour Plan 15 Personnel Competence 16 145.A.35 — Certifying staff 17 Definitions 7 Adequate Understanding of the Aircraft 7 Recency 7 Style and scope of authorization document 7 145.A.40 — Equipment, Tools and Materials. 19 Approved Tooling 19 Calibration 19 145.A.42 Acceptance of Components 24 Component Classification 2 Eligibility to be Fitted. 22 Locally Manufactured Parts 22 Life Expired Parts 23 33 Module 10.3 Part-145 — Approved Maintenance Organisations. 14 Training System