text: Commission Regulation (EU) No 1321/2014 of 26 November 2014

text: on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 362, 17.12.2014, p. 1) 2 For the date of entry into force of this Issue, please refer to Decision 2015/029/R in the Official Publication of the Agency.

text: Aircraft rating requirements

text: Aircraft Groups B1/B3 licence B2 licence C licence

text: Group1 (For B1)

text: — Complex motorpowered aircraft. Individual TYPE RATING Individual TYPE RATING Individual TYPE RATING — Multiple engine helicopters. Type training: Type training: - Theory + examination - Theory + examination Type training: — Aeroplanes certified - Practical + assessment - Practical + assessment - Theory + examination above FL290.

text: PLUS PLUS

text: — Aircraft equipped with OJT (for first aircraft in OJT (for first aircraft in fly-by-wire. licence subcategory) licence subcategory) — Other aircraft when defined by the Agency.

text: Group 2 (For B1.1, B1.3, B1.4)

text: Subgroups: Individual TYPE RATING

text: (type training + OJT) or 2a: single turboprop (type examination + practical

text: Individual TYPE RATING Individual TYPE RATING

text: aeroplanes (*) experience) (type training + OJT) or type training or type (type examination + practical examination

text: 2b: single turbine Full SUBGROUP RATING

text: experience) engine helicopters (type training + OJT) or (*) (type examination + practical Full SUBGROUP RATING Full SUBGROUP RATING type training or type experience) on at based on demonstration examination on at least 2c: single piston least 3 aircraft representative of practical experience 3 aircraft representative engine helicopters of that subgroup (*) of that subgroup

text: (*) Except those classified in Manufacturer

text: SUBGROUP RATING Manufacturer

text: Group 1. SUBGROUP RATING based on demonstration SUBGROUP RATING (type training + OJT) of practical experience type training or type or (type examination + practical experience) on examination on at least at least 2 aircraft 2 aircraft representative representative of that manufacturer of that manufacturer subgroup subgroup

text: Group3 (For B1.2)

text: Piston engine aeroplanes Individual TYPE RATING Individual TYPE RATING Individual TYPE RATING

text: (except those classified (type training + OJT) or (type training + OJT) or type training or type in Group 1) (type examination + practical (type examination + practical examination experience) experience)

text: Full GROUP 3 RATING Full GROUP 3 RATING Full GROUP 3 RATING

text: based on demonstration based on demonstration based on demonstration of practical experience of appropriate experience of practical experience

text:  Pressurized aeroplanes  Metal aeroplanes  Composite aeroplanes  Wooden aeroplanes  Metal tubing & fabric Aeroplanes

text: Aircraft rating requirements

text: Piston-engine non- (For B3) pressurized aeroplanes of

text: 000 kg MTOM and below FULL RATING "Piston-engine non-pressurized aeroplanes of

text: 000 kg MTOM and below"

text: based on demonstration of practical experience Not applicable Not applicable

text:  Metal aeroplanes  Composite aeroplanes  Wooden aeroplanes  Metal tubing & fabric aeroplanes

text: (Bombardier) (De Havilland) DHC-6-100/110 DHC-6-200/210 DHC-6- 300/310/320 DHC-6-400 DHC-7-100 De Havilland DHC-7 (PWC PT6) DHC-7-101 DHC-7-102 DHC-7-103 DHC-7-110 DHC-7-111 VULCANAIR AP68TP300 Spartacus Vulcanair AP68TP Series (RR Corp 250) AP68TP600 Viator SF600 Vulcanair SF600 (RR Corp 250) SF600A

text: GROUP 1 HELICOPTERS

identifier: AMC & GM to Part-66 — Issue 2

beslut: ED Decision 2015/029/R

title: AMC & GM to Part-66 — Issue 2

text: Annex III to ED Decision 2015/029/R

text: European Aviation Safety Agency

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex III (PART-66) to

text: Regulation (EU) No 1321/2014

text: Issue 2 2 17.12.2015

text: AMC/GM TO ANNEX III (PART-66) TO REGULATION

text: (EU) No 1321/2014

text: AMC 66.1(a) Competent Authority

text: A competent authority may be a ministry, a national aviation authority, or any aviation body designated by the Member State and located within that Member State. A Member State may designate more than one competent authority to cover different areas of responsibility, as long as the designation decision contains a list of the competencies of each authority and there is only one competent authority responsible for each given area of responsibility. The purpose of 66.1(a)2 is to allow the possibility for a person who already holds a Part-66 licence issued by one Member State (i.e. Member State X) to replace it by a Part-66 licence issued by another Member State (i.e. Member State Y). This may be useful, for example, in cases where a person holding a licence from ‘Member State X’ is developing his/her career in a maintenance organisation located in ‘Member State Y’. In this case, this person may need to endorse new type ratings based on courses directly approved by the competent authority of ‘Member State Y’ or may need to endorse new licence (sub)categories based on basic examinations performed by the competent authority of ‘Member State Y’.

text: (EU) No 1321/2014

text: SUBPART A — AIRCRAFT MAINTENANCE LICENCE

text: SECTION A TECHNICAL REQUIREMENTS

text: GM 66.A.3 Licence categories

text: Individual aircraft maintenance licence holders need to be restricted to a single category. Provided that each qualification requirement is satisfied, any combination of categories may be granted.

text: AMC 66.A.10 Application

text: 1. Maintenance experience should be written up in a manner that the reader has a reasonable understanding of where, when and what maintenance constitutes the experience. A task by task account is not necessary but at the same time a bland statement ‘X years maintenance experience completed’ is not acceptable. A log book of maintenance experience is desirable and some competent authorities may require such log book to be kept. It is acceptable to cross refer in the EASA Form 19 to other documents containing information on maintenance.

text: 2. Applicants claiming the maximum reduction in 66.A.30(a) total experience based upon having successfully completed 147.A.200 approved basic training should include the Part-147 certificate of recognition for approved basic training.

text: 3. Applicants claiming reduction in 66.A.30(a) total experience based upon having successfully completed technical training in an organisation or institute recognised by the competent authority as a competent organisation or institute, should include the relevant certificate of successful completion of training.

text: GM 66.A.20(a) Privileges

text: 1. The following definitions apply: Electrical system means the aircraft electrical power supply source, plus the distribution system to the different components contained in the aircraft and relevant connectors. Lighting systems are also included in this definition. When working on cables and connectors which are part of these electrical systems, the following typical practices are included in the privileges: — Continuity, insulation and bonding techniques and testing; — Crimping and testing of crimped joints; — Connector pin removal and insertion; — Wiring protection techniques.

text: Avionics system means an aircraft system that transfers, processes, displays or stores analogue or digital data using data lines, data buses, coaxial cables, wireless or other data transmission medium, and includes the system’s components and connectors. Examples of avionics systems include the following: — Autoflight; — Communication, Radar and Navigation; — Instruments (see NOTE below); — In Flight Entertainment Systems;

text: (EU) No 1321/2014

text: — Integrated Modular Avionics (IMA); — On-Board Maintenance Systems; — Information Systems; — Fly by Wire Systems (related to ATA27 ‘Flight Controls’); — Fibre Optic Control Systems. NOTE: Instruments are formally included within the privileges of the B2 licence holders. However, maintenance on electromechanical and pitot-static components may also be released by a B1 license holder. Simple test means a test described in approved maintenance data and meeting all the following criteria: — The serviceability of the system can be verified using aircraft controls, switches, Built-in Test Equipment (BITE), Central Maintenance Computer (CMC) or external test equipment not involving special training. — The outcome of the test is a unique go – no go indication or parameter, which can be a single value or a value within an interval tolerance. No interpretation of the test result or interdependence of different values is allowed. — The test does not involve more than 10 actions as described in the approved maintenance data (not including those required to configure the aircraft prior to the test, i.e. jacking, flaps down, etc, or to return the aircraft to its initial configuration). Pushing a control, switch or button, and reading the corresponding outcome may be considered as a single step even if the maintenance data shows them separated. Troubleshooting means the procedures and actions necessary, using approved maintenance data, in order to identify the root cause of a defect or malfunction. It may include the use of BITE or external test equipment. Line maintenance means any maintenance that is carried out before flight to ensure that the aircraft is fit for the intended flight. It may include: — trouble shooting; — defect rectification; — component replacement with use of external test equipment, if required. Component replacement may include components such as engines and propellers; — scheduled maintenance and/or checks including visual inspections that will detect obvious unsatisfactory conditions/discrepancies but do not require extensive in depth inspection. It may also include internal structure, systems and powerplant items which are visible through quick opening access panels/doors; — minor repairs and modifications which do not require extensive disassembly and can be accomplished by simple means; — for temporary or occasional cases (Airworthiness Directives, hereinafter AD; service bulletins, hereinafter SB) the quality manager may accept base maintenance tasks to be performed by a line maintenance organisation provided all requirements are fulfilled. The Member State will prescribe the conditions under which these tasks may be performed. Base Maintenance means any task falling outside the criteria that are given above for Line Maintenance. NOTE:

text: (EU) No 1321/2014

text: Aircraft maintained in accordance with ‘progressive’ type programmes need to be individually assessed in relation to this paragraph. In principle, the decision to allow some ‘progressive’ checks to be carried out is determined by the assessment that all tasks within the particular check can be carried out safely to the required standards at the designated line maintenance station. 2. The category B3 licence does not include any A subcategory. Nevertheless, this does not prevent the B3 licence holder from releasing maintenance tasks typical of the A1.2 subcategory for piston-engine non-pressurized aeroplanes of 2 000 kg MTOM and below, within the limitations contained in the B3 licence. 3. The category C licence permits certification of scheduled base maintenance by the issue of a single certificate of release to service for the complete aircraft after the completion of all such maintenance. The basis for this certification is that the maintenance has been carried out by competent mechanics and category B1, B2 and B3 support staff, as appropriate, have signed for the maintenance tasks under their respective specialisation. The principal function of the category C certifying staff is to ensure that all required maintenance has been called up and signed off by the category B1, B2 and B3 support staff, as appropriate, before issue of the certificate of release to service. Only category C personnel who also hold category B1, B2 or B3 qualifications may perform both roles in base maintenance.

text: AMC 66.A.20(b)2 Privileges

text: The 6 months maintenance experience in 2 years should be understood as consisting of two elements, duration and nature of the experience. The minimum to meet the requirements for these elements may vary depending on the size and complexity of the aircraft and type of operation and maintenance. 1. Duration:

text: Within an approved maintenance organization: — 6 months continuous employment within the same organisation; or — 6 months split up into different blocks, employed within the same or in different organisations.

text: The 6 months period can be replaced by 100 days of maintenance experience in accordance with the privileges, whether they have been performed within an approved organisation or as independent certifying staff according to M.A.801(b)2, or as a combination thereof. When licence holder maintains and releases aircraft in accordance with M.A.801(b)2, in certain circumstances this number of days may even be reduced by 50% when agreed in advance by the competent authority. These circumstances consider the cases where the licence holder happens to be the owner of an aircraft and carries out maintenance on his own aircraft, or where a licence holder maintains an aircraft operated for low utilization, that does not allow the licence holder to accumulate the required experience. This reduction should not be combined with the 20% reduction permitted when carrying out technical support, or maintenance planning, continuing airworthiness management or engineering activities. To avoid a too long period without experience, the working days should be spread over the intended 6 months period. 2. Nature of the experience:

text: Depending on the category of the aircraft maintenance licence, the following activities are considered relevant for maintenance experience: — Servicing; — Inspection; — Operational and functional testing; — Trouble-shooting;

text: (EU) No 1321/2014

text: — Repairing; — Modifying; — Changing component; — Supervising these activities; — Releasing aircraft to service. For category A licence holders, the experience should include exercising the privileges, by means of performing tasks related to the authorization on at least one aircraft type for each licence subcategory. This means tasks as mentioned in AMC 145.A.30(g), including servicing, component changes and simple defect rectifications. For category B1, B2 and B3, for every aircraft included in the authorization the experience should be on that particular aircraft or on a similar aircraft within the same licence (sub)category. Two aircraft can be considered as similar when they have similar technology, construction and comparable systems, which means equally equipped with the following (as applicable to the licence category): — Propulsion systems (piston, turboprop, turbofan, turboshaft, jet-engine or push propellers); and — Flight control systems (only mechanical controls, hydro-mechanically powered controls or electro-mechanically powered controls); and — Avionic systems (analogue systems or digital systems); and — Structure (manufactured of metal, composite or wood). For licences endorsed with (sub)group ratings: — In the case of B1 licence endorsed with (sub)group ratings (either manufacturer sub-group or full (sub)group) as defined in 66.A.45 the holder should show experience on at least one aircraft type per (sub)group and per aircraft structure (metal, composite, wood). — In the case of a B2 licence endorsed with (sub)group ratings (either manufacturer subgroup or full (sub)group) as defined in 66.A.45 the holder should show experience on at least one aircraft type per (sub)group. — In the case of a B3 licence endorsed with the rating ‘piston-engine non-pressurized aeroplanes of 2000kg MTOM and below’ as defined in 66.A.45, the holder should show experience on at least one aircraft type per aircraft structure (metal, composite, wooden). For category C, the experience should cover at least one of the aircraft types endorsed on the licence. For a combination of categories, the experience should include some activities of the nature shown in paragraph 2 in each category. A maximum of 20% of the experience duration required may be replaced by the following relevant activities on an aircraft type of similar technology, construction and with comparable systems: — Aircraft maintenance related training as an instructor/assessor or as a student; — Maintenance technical support/engineering; — Maintenance management/planning. The experience should be documented in an individual log book or in any other recording system (which may be an automated one) containing the following data: — Date; — Aircraft type;

text: (EU) No 1321/2014

text: — Aircraft identification i.e. registration; — ATA chapter (optional); — Operation performed i.e. 100 FH check, MLG wheel change, engine oil check and complement, SB embodiment, trouble shooting, structural repair, STC embodiment…; — Type of maintenance i.e. base, line; — Type of activity i.e. perform, supervise, release; — Category used A, B1, B2, B3 or C. — Duration in days or partial-days.

text: GM 66.A.20(b)2 Privileges

text: The sentence ‘met the provision for the issue of the appropriate privileges’ included in 66.A.20(b)2 means that during the previous 2 years the person has met all the requirements for the endorsement of the corresponding aircraft rating (for example, in the case of aircraft in Group 1, theoretical plus practical element plus, if applicable, on-the-job training). This supersedes the need for 6 months of experience for the first 2 years. However, the requirement of 6 months of experience in the preceding 2 years will need to be met after the second year.

text: AMC 66.A.20(b)3 Privileges

text: The wording ‘has the adequate competence to certify maintenance on the corresponding aircraft’ means that the licence holder and, if applicable, the organisation where he/she is contracted/employed, should ensure that he/she has acquired the appropriate knowledge, skills, attitude and experience to release the aircraft being maintained. This is essential because some systems and technology present in the particular aircraft being maintained may not have been covered by the training/examination/experience required to obtain the licence and ratings. This is typically the case, among others, in the following situations: — Type ratings which have been endorsed on a licence in accordance with Appendix I to AMC to Part-66 ‘List of Type Ratings’ after attending type training/on-the-job training which did not cover all the models/variants included in such rating. For example, a licence endorsed with the rating Airbus A318/A319/A320/A321 (CFM56) after attending type training/on-the-job training covering only the Airbus 320 (CFM56). — Type ratings which have been endorsed on a licence in accordance with Appendix I to AMC to Part-66 ‘List of Type Ratings’ after a new variant has been added to the rating in Appendix I, without performing difference training. For example, a licence endorsed with the rating Boeing 737- 600/700/800/900 for a person who already had the rating Boeing 737-600/700/800, without performing any difference training for the 737-900. — Work being carried out on a model/variant for which the technical design and maintenance techniques have significantly evolved from the original model used in the type training/on-the-job training. — Specific technology and options selected by each customer which may not have been covered by the type training/on-the-job training. — Changes in the basic knowledge requirements of Appendix I to Part-66 not requiring re-examination of existing licence holders (grandfathered privileges). — The endorsement of group/subgroup ratings based on experience on a representative number of tasks/aircraft or based on type training/examination on a representative number of aircraft.

text: (EU) No 1321/2014

text: — Persons meeting the requirements of 6 months of experience every 2 years only on certain similar aircraft types as allowed by AMC 66.A.20(b)2. — Persons holding a Part-66 licence with limitations, obtained through conversion of national qualifications (66.A.70), where such limitations are going to be lifted after performing the corresponding basic knowledge examinations. In this case, the type ratings endorsed in the licence may have been obtained in the national system without covering all the aircraft systems (because of the previous limitations) and there will be a need to assess and, if applicable, to train this person on the missing systems. Additional information is provided in AMC 145.A.35(a).

text: GM 66.A.20(b)4 Privileges

text: 1. Holders of a Part-66 aircraft maintenance licence may not exercise certification privileges unless they have a general knowledge of the language used within the maintenance environment including knowledge of common aeronautical terms in the language. The level of knowledge should be such that the licence holder is able to: — read and understand the instructions and technical manuals used for the performance of maintenance; — make written technical entries and any maintenance documentation entries, which can be understood by those with whom they are normally required to communicate; — read and understand the maintenance organisation procedures; — communicate at such a level as to prevent any misunderstanding when exercising certification privileges. 2. In all cases, the level of understanding should be compatible with the level of certification privileges exercised.

text: AMC 66.A.25 Basic knowledge requirements

text: 1. For an applicant being a person qualified by holding an academic degree in an aeronautical, mechanical or electronic discipline from a recognised university or other higher educational institute the need for any examination will depend upon the course taken in relation to Appendix I to Part-66. 2. Knowledge gained and examinations passed during previous experiences, for example, in military aviation and civilian apprenticeships will be credited where the competent authority is satisfied that such knowledge and examinations are equivalent to that required by Appendix I to Part-66.

text: GM 66.A.25(a) Basic knowledge requirements

text: The levels of knowledge for each licence (sub)category are directly related to the complexity of the certifications related to the corresponding licence (sub)category, which means that category A should demonstrate a limited but adequate level of knowledge, whereas category B1, B2 and B3 should demonstrate a complete level of knowledge in the appropriate subject modules.

text: AMC 66.A.30(a) Basic experience requirements

text: 1. For a category C applicant holding an academic degree the representative selection of tasks should include the observation of hangar maintenance, maintenance planning, quality assurance, recordkeeping, approved spare parts control and engineering development. 2. While an applicant to a category C licence may be qualified by having 3 years experience as category B1 or B2 certifying staff only in line maintenance, it is however recommended that any applicant to a

text: (EU) No 1321/2014

text: category C holding a B1 or B2 licence demonstrate at least 12 months experience as a B1 or B2 support staff. 3. A skilled worker is a person who has successfully completed a training, acceptable to the competent authority, involving the manufacture, repair, overhaul or inspection of mechanical, electrical or electronic equipment. The training would include the use of tools and measuring devices.

text: 4. Maintenance experience on operating aircraft: — Means the experience of being involved in maintenance tasks on aircraft which are being operated by airlines, air taxi organisations, owners, etc: — Should cover a wide range of tasks in length, complexity and variety; — Aims at gaining sufficient experience in the real environment of maintenance as opposed to only the training school environment. — May be gained within different types of maintenance organisations (Part-145, M.A. Subpart F, FAR-145, etc) or under the supervision of independent certifying staff; — May be combined with Part-147 approved training so that periods of training can be intermixed with periods of experience, similar to an apprenticeship.

text: AMC 66.A.30(d) Basic experience requirements

text: To be considered as recent experience; at least 50% of the required 12-month recent experience should be gained within the 12 month period prior to the date of application for the aircraft maintenance licence. The remainder of the recent experience should have been gained within the 7-year period prior to application. It must be noted that the rest of the basic experience required by 66.A.30 must be obtained within the 10 years prior to the application as required by 66.A.30(f).

text: AMC 66.A.30(e) Basic experience requirements

text: 1. For category A the additional experience of civil aircraft maintenance should be a minimum of 6 months. For category B1, B2 or B3 the additional experience of civil aircraft maintenance should be a minimum of 12 months. 2. Aircraft maintenance experience gained outside a civil aircraft maintenance environment may include aircraft maintenance experience gained in armed forces, coast guards, police etc. or in aircraft manufacturing.

text: GM 66.A.40 Continued validity of the aircraft maintenance licence

text: The validity of the aircraft maintenance licence is not affected by recency of maintenance experience whereas the validity of the 66.A.20 privileges is affected by maintenance experience as specified in 66.A.20(a).

text: GM 66.A.45(b) Endorsement with aircraft ratings

text: An aircraft type rating includes all the aircraft models/variants listed in column 2 of Appendix I to AMC to Part-66. When a person already holds a type rating on the licence and such type rating is amended in the Appendix I to AMC to Part-66 in order to include additional models/variants, there is no need for additional type training for the purpose of amending the type rating in the licence. The rating should be amended to include the new variants, upon request by the applicant, without additional requirements. However, it is the responsibility of the licence holder and, if applicable, the maintenance organisation where he/she is employed to comply with 66.A.20(b)3, 145.A.35(a) and M.A.607(a), as applicable, before he/she exercises

text: (EU) No 1321/2014

text: certification privileges. Similarly, type training courses covering certain, but not all the models/variants included in a type rating, are valid for the purpose of endorsing the full type rating.

text: AMC 66.A.45(e) Endorsement with aircraft ratings

text: 1. For the granting of manufacturer subgroup ratings for Group 2 aircraft, for B1 and C licence holders, the sentence ‘at least two aircraft types from the same manufacturer which combined are representative of the applicable manufacturer subgroup’ means that the selected aircraft types should cover the technologies relevant to the manufacturer subgroup in the following areas: — Flight control systems (mechanical controls/hydromechanically powered controls / electromechanically powered controls); and — Avionic systems (analogue systems / digital systems); and — Structure (manufactured of metal / composite / wood). In cases where there are very different aircraft types within the same manufacturer subgroup, it may be necessary to cover more than two aircraft types to ensure adequate representation. For this purpose it may be possible to use aircraft types from the same manufacturer classified in Group 1 as long as the selected aircraft belong to the same licence subcategory for which the rating will be endorsed. 2. For the granting of full subgroup ratings for Group 2 aircraft, for B1 and C licence holders, the sentence ‘at least three aircraft types from different manufacturers which combined are representative of the applicable subgroup’ means that the selected aircraft types should cover all the technologies relevant to the manufacturer subgroup in the following areas: — Flight control systems (mechanical controls/hydromechanically powered controls / electromechanically powered controls); and — Avionic systems (analogue systems / digital systems); and — Structure (manufactured of metal / composite / wood). In cases where there are very different aircraft types within the same subgroup, it may be necessary to cover more than three aircraft types to ensure adequate representation. For this purpose it may be possible to use aircraft types from different manufacturers classified in Group 1 as long as the selected aircraft belong to the same licence subcategory for which the rating will be endorsed. 3. For manufacturer subgroup ratings, the term ‘manufacturer’ means the TC holder defined in the certification data sheet, which is reflected in the list of type ratings in Appendix I to AMC to Part-66. In the case of an aircraft rating where the type rating refers to a TC holder made of a combination of two manufacturers which produce a similar aircraft (i.e. AGUSTA / BELL HELICOPTER TEXTRON or any case of aircraft similarly built by another manufacturer) this combination should be considered as one manufacturer. As a consequence: — When a licence holder gets a manufacturer type or a manufacturer subgroup rating made of a combination of manufacturers, it covers the combination of such manufacturers. — When a licence holder who intends to endorse a full subgroup rating selects three aircraft from different manufacturers, this means from different combinations of manufacturers as applicable.

text: (EU) No 1321/2014

text: AMC 66.A.45(d), (e)3, (f)1 and (g)1 Endorsement with aircraft ratings

text: 1. The ‘practical experience’ should cover a representative cross section including at least 50% of tasks contained in Appendix II to AMC relevant to the licence category and to the applicable aircraft type ratings or aircraft (sub)group ratings being endorsed. This experience should cover tasks from each paragraph of the Appendix II list. Other tasks than those in the Appendix II may be considered as a replacement when they are relevant. In the case of (sub)group ratings, this experience may be shown by covering one or several aircraft types of the applicable (sub)group and may include experience on aircraft classified in group 1, 2 and/or 3 as long as the experience is relevant. The practical experience should be obtained under the supervision of authorised certifying staff. 2. In the case of endorsement of individual type ratings for Group 2 and Group 3 aircraft, for the second aircraft type of each manufacturer (sub)group the practical experience should be reduced to 30% of the tasks contained in Appendix II to AMC relevant to the licence category and to the applicable aircraft type. For subsequent aircraft types of each manufacturer (sub) group this should be reduced to 20%. 3. Practical experience should be demonstrated by the submission of records or a log book showing the Appendix II tasks performed by the applicant. Typical data to be recorded are similar to those described in AMC 66.A.20(b)2.

text: GM 66.A.45 Endorsement with aircraft ratings

text: The following table shows a summary of the aircraft rating requirements contained in 66.A.45, 66.A.50 and Appendix III to Part-66. The table contains the following: — The different aircraft groups. — For each licence (sub)category, which ratings are possible (at the choice of the applicant):  Individual type ratings.  Full and/or Manufacturer (sub)group ratings — For each rating option, which are the qualification options. — For the B1.2 licence (Group 3 aircraft) and for the B3 licence (piston-engine non-pressurized aeroplanes of 2 000 kg MTOM and below), which are the possible limitations to be included in the licence if not sufficient experience can be demonstrated in those areas. Note: OJT means ‘On-the-Job Training’ (Appendix III to Part-66, Section 6) and is only required for the first aircraft rating in the licence (sub)category.

text: (EU) No 1321/2014

text: (EU) No 1321/2014

text: AMC 66.A.50(b) Limitations

text: 1. The appropriate experience required to remove the limitations referred in 66.A.45(f) and (g) should consist of the performance of a variety of tasks appropriate to the limitations under the supervision of authorised certifying staff. This should include the tasks required by a scheduled annual inspection. Alternatively, this experience may also be gained, if agreed by the competent authority, by theoretical and practical training provided by the manufacturer, as long as an assessment is further carried out and recorded by this manufacturer. 2. It may be acceptable to have this experience on just one aircraft type, provided this type is representative of the (sub)group in relation to the limitation being removed. 3. The application for the limitation removal should be supported by a record of experience signed by the authorised certifying staff or by an assessment signed by the manufacturer after completion of the applicable theoretical and practical training.

text: GM 66.A.70 Conversion provisions

text: 1. As described in point 66.A.70, the conversion provisions apply to the holder of a certifying staff qualification valid in a Member State prior to the date of entry into force of Annex III (Part-66). The sentence ‘the holder of a certifying staff qualification valid in a Member State’ means any person who had a qualification valid in that Member State allowing that person the performance of activities identical to the privileges of ‘certifying staff’ contained in

text: Regulation (EU) 1321/2014

text: . This means that the signature of that person was sufficient to declare that the maintenance had been properly performed and the aircraft was ready for service and fit for flight in respect to such maintenance. This should not been mistaken with the responsibilities linked to the airworthiness review, which was performed at different periods (typically varying from 6 months to 3 years) in the national systems. This is an activity which is performed at very specific points of time and not after every maintenance activity. Since an airworthiness review (or equivalent term used in the national systems) is not performed after every maintenance event before the aircraft takes flight, an airworthiness review cannot be considered as a maintenance release. This means that the conversion provisions described in 66.A.70 are not applicable to persons performing airworthiness review functions unless their signature was required after every maintenance event before the aircraft can take flight.

text: 2. The conversion applies to ‘certifying staff qualifications’ such as, for example: — Holding a national licence (or completed the process to obtain such a national licence);

text: (EU) No 1321/2014

text: — Having completed a qualification process defined by the competent authority to become certifying staff; — Having completed the qualification requirements for certifying staff within a maintenance organisation, as defined in their procedures. This does not mean that in order to be entitled to a conversion process, the applicant has to be exercising certification privileges. A person may hold a ‘certifying staff qualification’ while not having certification privileges (or while exercising very limited certification privileges below his/her qualification) for different reasons such as, for example, the following: — The person is working as ‘support staff’ in the base maintenance environment; — The person has been authorised only for a very limited range of tasks (lower than what he/she would be entitled if his/her qualification is considered) since the person is working in a line station where the scope of tasks is very limited; — The person holds a licence with a wider scope than the scope of the organisation where he/she is employed; — The person is working outside the aviation industry or is temporarily on leave due to different reasons (medical, personal, etc). These persons are entitled to have the conversion performed in accordance with the full scope of their qualification and the full privileges that they would be entitled to hold on the basis of such qualification. 3. As described in point 66.A.70, certifying staff qualifications eligible for conversion are those valid ‘prior to the date of entry into force of Annex III (Part-66)’, which means those qualifications valid before the following dates: — 28 September 2005 for aircraft above 5 700 kg MTOM (ref.

text: (EC) No 2042/2003

text: Article 7

text: , point 3(e)); — 28 September 2006 for aircraft of 5 700 kg MTOM and below (ref.

text: (EC) No 2042/2003

text: Article 7

text: , point 3(f)). Nevertheless, since the B3 licence did not exist at those dates, certifying staff qualifications eligible for conversion to a B3 licence are those valid before 28 September 2012, which is the date where the authority has been obliged to start issuing such licences in accordance with

text: (EC) No 2042/2003

text: Article 7

text: , point 3(h), item (i).

text: 4. Although only those certifying staff qualifications gained prior to the dates indicated above are eligible for conversion, this does not mean that the application for conversion has to be submitted prior to those dates. The applicant is entitled to have the conversion performed irrespective of when he/she applies for conversion.

text: 5. A certifying staff qualification can be subject to more than one conversion process and can also be converted to more than one licence (with any applicable limitations). This could be the case, for example, of a person who already had the certifying staff qualification converted to a B1.2 licence with limitations linked to some missing elements of the Part-66 Appendix I and II standard (following 66.A.70(c)). This person would be entitled to apply and have his/her certifying staff qualification converted to a B1.2 or a B3 licence on the basis of 66.A.70(d), which would mean no need to compare with the Part-66 Appendix I and II standard, introducing only those limitations required in order to maintain the existing privileges.

text: (EU) No 1321/2014

text: GM 66.A.70(c) Conversion provisions

text: For example, a limitation could be where a person holds a pre-existing certifying staff qualification which covered, to the standard of Part-66 Appendix I and II, all the modules/subjects corresponding to the B1 licence except for electrical power systems. This person would be issued a Part-66 aircraft maintenance licence in the B1 category with a limitation (exclusion) on electrical power systems. For removal of limitations, refer to 66.A.50(c).

text: GM 66.A.70(d) Conversion provisions

text: In the case of aircraft not involved in commercial air transport other than large aircraft, an example of limitations could be where a person holds a pre Part-66 qualification which covered privileges to release work performed on aircraft structures, powerplant, mechanical and electrical systems but excluded privileges on aircraft equipped with turbine engine, aircraft above 2 000 kg MTOM, pressurized aircraft and aircraft equipped with retractable landing gear. This person would be issued a Part-66 aircraft maintenance licence in the B1.2 or B3 (sub)category with the following limitations (exclusions): — Aircraft involved in commercial air transport (this limitation always exists); — Aircraft above 2 000 kg MTOM; — Pressurized aircraft; — Aircraft equipped with retractable landing gear. Another example of limitations could be where a pilot-owner holds a pre Part-66 qualification which covered privileges to release work performed on aircraft structures, powerplant, mechanical and electrical systems but limited to his/her own aircraft and limited to a particular aircraft type (for example, a Cessna 172). This pilot-owner would receive a Part-66 aircraft maintenance licence in the B1.2 or B3 (sub)category with the following limitations (exclusions): — Aircraft involved in commercial air transport (this limitation always exists); — Aircraft other than a Cessna 172; — Aircraft not owned by the licence holder. The essential aspect is that the limitations are established in order to maintain the privileges of the pre Part-66 qualification, without comparing the previous qualification with the standard of Part-66 Appendix I and II.

text: For removal of limitations, refer to 66.A.50(c).

text: (EU) No 1321/2014

text: SUBPART A — GENERAL

text: SECTION B PROCEDURES FOR COMPETENT AUTHORITIES

text: SUBPART A — GENERAL

text: AMC 66.B.20 Record-keeping

text: 1. The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organized in a consistent way throughout the competent authority (chronological, alphabetical order, etc.). 2. All records containing sensitive data regarding applicants or organisations should be stored in a secure manner with controlled access to ensure confidentiality of this kind of data. 3. All computer hardware used to ensure data backup should be stored in a different location from that containing the working data in an environment that ensures they remain in good condition. When hardware or software changes take place special care should be taken that all necessary data continues to be accessible at least through the full period specified in 66.B.20.

text: (EU) No 1321/2014

text: SUBPART B — ISSUE OF AN AIRCRAFT MAINTENANCE LICENCE

text: AMC 66.B.100 Procedure for the issue of an aircraft maintenance licence by the competent authority

text: 1. Applicants claiming the maximum reduction in 66.A.30(a) total experience based upon successful completion of a 147.A.200 approved basic training course should include the Part-147 certificate of recognition for approved basic training. 2. Applicants claiming reduction in 66.A.30(a) total experience based upon successful completion of training considered relevant by the competent authority as a skilled worker in a technical trade, should include the relevant certificate of successful completion of training. 3. Applicants claiming credit against the 66.A.30(a) total experience requirement by virtue of 66.A.30(a) non-civil aircraft maintenance experience may only be granted such credit where the Member State has recognised such non-civil aircraft maintenance experience. The competent authority in recognising non-civil aircraft maintenance experience should have specified who within the non-civil environment may make a statement that the applicant has met relevant maintenance experience. The applicant should include a detailed statement of such maintenance experience signed by the non-civil maintenance authority in accordance with the conditions specified by the competent authority. 4. The competent authority should check that the experience record satisfies above paragraphs in terms of content and the countersigning signature.

text: AMC 66.B.105 Procedure for the issue of an aircraft maintenance licence via the Part-145 approved maintenance organisation

text: 1. The maintenance organisation approved under Part-145 should include the procedure in the organisation’s exposition (Chapter 3.16) and this procedure should be audited by the competent authority at least once in each 12-month period. This procedure should include a limitation stating that it is only applicable to the case where the competent authority for the Part-145 approval and for the Part-66 licence is the same. 2. The Part-145 organisation should check that the experience records have been properly countersigned. 3. The maintenance organisation approved under Part-145 may keep the experience record of applicants in a different form from that of application EASA Form 19 but such different form or manner should be acceptable to the competent authority.

text: AMC 66.B.110 Procedure for the change of an aircraft maintenance licence to include an additional basic category or subcategory

text: In the case of computer generated licences, the licence should be reissued.

text: AMC 66.B.115 Procedure for the change of an aircraft maintenance licence to include an aircraft rating or to remove limitations

text: (a) Where the type training has not been conducted by a Part-147 organisation, there should be supporting documents confirming to the competent authority that: — The type training has been approved by the competent authority in accordance with 66.B.130, — the applicant has completed the elements of the approved type training; and — the trainee has been successfully examined/assessed.

text: (EU) No 1321/2014

text: (b) Aircraft type training may be subdivided in airframe and/or powerplant and/or avionics/electrical systems type training courses. 1. Airframe type training course means a type training course including all relevant aircraft structure and electrical and mechanical systems excluding the powerplant. 2. Powerplant type training course means a type training course on the bare engine, including the build-up to a quick engine change unit. 3. The interface of the engine/airframe systems should be addressed by either airframe or powerplant type training course. In some cases, such as for general aviation, it may be more appropriate to cover the interface during the airframe course due to the large variety of aircraft that can have the same engine type installed. 4. Avionics/electrical systems type training course means type training on avionics and electrical systems covered by but not necessarily limited to ATA Chapters 22, 23, 24, 25, 27, 31, 33, 34, 42, 44, 45, 46, 73 and 77 or equivalent. (c) For the acceptance of the OJT programme described in Section 6 of Appendix III to Part-66, the licensing competent authority should develop adequate procedures which may be similar to the procedure described in AMC 66.B.130 for the ‘direct approval of aircraft type training’. In the case where the licensing competent authority is different from the competent authority of the maintenance organisation which provides the OJT, the licensing authority may take into consideration the fact that the maintenance organisation may already have the OJT programme accepted by their own competent authority (through chapter 3.15 of the MOE, as described in AMC 145.A.70(a)).

text: AMC 66.B.100 to 115

text: Aircraft type endorsement should use the standard codes contained in Appendix I to the AMCs.

text: AMC 66.B.120 Procedure for the renewal of an aircraft maintenance licence validity

text: The competent authority should not carry out any investigation to ensure that the licence holder is in current maintenance practice as this is not a condition for the renewal of a licence. Ensuring the continued validity of the certification privileges is a matter for the approved Part-145 / Subpart-F maintenance organization or the certifying staff in accordance with M.A.801(b)2. For the purpose of ensuring the continued validity of the certification privileges the competent authority may, when periodically reviewing the organizations in accordance with 145.B.30 or M.B.604, or during onthe-spot checks, request the licence holder to provide documentary evidence of compliance with 66.A.20(b) when exercising certification privileges.

text: AMC 66.B.130 Procedure for the direct approval of aircraft type training

text: 1. The procedure for the direct approval of type training courses by the competent authority should require that the following aspects are described by the organisation providing the training: — The content and the duration of the theoretical and/or practical elements, as applicable, in accordance with Appendix III to Part-66, including the Training Need Analysis (TNA); — The teaching methods and instructional equipment; — The material and documentation provided to the student; — The qualification of instructors, examiners and/or assessors, as applicable;

text: (EU) No 1321/2014

text: — The examination and/or assessment procedure, as applicable. Further guidance about the assessment and the designated assessors is given in Appendix III to AMC to Part-66. — The documentation and records to be provided to the student to justify the satisfactory completion of the training course and related examination/assessment. This should include not only a certificate of completion but enough documentation and records to justify that the content and duration approved has been met and that the examination/assessment has been successfully passed. 2. The above criteria apply to a full course as well as to a partial course such as the practical element of a type training course and its assessment. 3. The procedure should also indicate how the competent authority is going to audit the proper performance of the approved course. 4. The direct approval of aircraft type training should be done on a case by case basis and should not be granted for long term periods, since it is not a privilege of the organisation providing the training.

text: (EU) No 1321/2014

text: SUBPART C — EXAMINATIONS

text: SUBPART C — EXAMINATIONS

text: GM 66.B.200 Examination by the competent authority

text: 1. Questions may be prepared in the national language but the use of aviation English is recommended wherever possible. 2. The primary purpose of essay questions is to determine that the candidate can express themselves in a clear and concise manner and can prepare a concise technical report for the maintenance record, which is why only a few essay questions are required. 3. Oral type questions may not be used as the primary means of examination because of the difficulty in establishing consistency of standards between examiners or day-to-day. However, nothing prevents the competent authority from meeting potential certifying staff for the purpose of ensuring they understand their obligations and responsibilities in the application of maintenance Parts. 4. For pass mark purposes, the essay questions should be considered as separate from the multiple choice questions. 5. Multiple choice question (MCQ) generation. The following principles should be observed when developing multiple choice question: (a) The examination should measure clearly formulated goals. Therefore the field and depth of knowledge to be measured by each question should be fully identified. (b) All the questions should be of the multiple choice type with three alternative answers. (c) Questions that require specialised knowledge of specific aircraft types should not be asked in a basic licence examination. (d) The use of abbreviations and acronyms should generally be avoided. However where needed, only internationally recognised abbreviations and acronyms should be used. In case of doubt use the full form, e.g. angle of attack = 12 degrees instead of a= 12°. (e) Questions and answers should be formulated as simply as possible: the examination is not a test of language. Complex sentences, unusual grammar and double negatives should be avoided. (f) A question should comprise one complete positive proposition. No more than 3 different statements should appear among the suggested responses otherwise the candidate may be able to deduce the correct answer by eliminating the unlikely combinations of statements. (g) Questions should have only one true answer. (h) The correct answer should be absolutely correct and complete or, without doubt, the most preferable. Responses that are so essentially similar that the choice is a matter of opinion rather than a matter of fact should be avoided. The main interest in MCQs is that they can be quickly performed: this is not achieved if doubt exists about the correct answer. (i) The incorrect alternatives should seem equally plausible to anyone ignorant of the subject. All alternatives should be clearly related to the question and of similar vocabulary, grammatical structure and length. In numerical questions, the incorrect answers should correspond to procedural errors such as corrections applied in the wrong sense or incorrect unit conversions: they should not be mere random numbers. (j) Calculators are not allowed during examination. Therefore all calculations should be feasible

text: (EU) No 1321/2014

text: SUBPART C — EXAMINATIONS

text: without a calculator. Where a question involves calculations not feasible without a calculator, 10 10 such as , then the question should specify the approximate value of . (k) Questions should be referred to Part-66 Appendix I examination syllabus.

text: 6. Essay question generation (a) The purpose of the essay is to allow the competent authority to determine if candidates can express themselves in a clear and concise manner in the form of a written response, in a technical report format using the technical language of the aviation industry. The essay examination also allows to assess, in part, the technical knowledge retained by the individual and with a practical application relevant to a maintenance scenario. (b) Questions should be written so as to be broad enough to be answered by candidates for all licence category or sub-categories (Cat A, B1 & B2) and comply with the following general guidelines: — the question topic selected should be generic, applicable to mechanical as well as avionic licence categories and have a common technical difficulty level as indicated in Part -66, Appendix I; — cover technology applicable to most areas of aircraft maintenance; — reflects common working practises; — it is not type or manufacturer specific and avoids subjects which are rarely found in practice; — when drafting a question there is need to ensure consideration is given to the limited practical experience that most candidates will have. (c) To make the questions and the marking procedures are as consistent as possible, each question and model answer, with the required key areas required (see below), should be reviewed independently by at least 2 technical staff members. (d) When raising questions the following should be considered: — Each essay question will have a time allowance of 20 minutes. — A complete A4 side is provided for each question and answer, if required the answer can be extended onto the reverse side of the page. — The question should be such that the answer expected will be at the level shown for that subject in the module syllabus. — The question should not be ambiguous but should seek a broad reply rather than be limited in scope for answer. — The question should lend itself to be written in a technical report style, in a logical sequence (beginning, middle and end), containing the applicable and relevant technical words needed in the answer. — Do not ask for drawings/sketches to support the essay. — The question should be relevant to the category and level of difficulty listed in the syllabus, e.g. a description of a typical general aviation system may not be acceptable for a typical commercial aeroplane. — Subject to obvious constraints in relation to the topic being addressed the question should have a strong bias towards the practical maintenance of a system/component and the answer should show an understanding of normal and deteriorated conditions of an aircraft and its systems.

text: (EU) No 1321/2014

text: SUBPART C — EXAMINATIONS

text: Variations on alternative possible answers which have not been thought of, may have to be taken into account to aid the examiner when marking. If considered relevant, the model answer should be amended to include these new points. (e) Because of the difficulty in marking an essay answer using key points only, there is a need for the way in which the report was written to be assessed and taken into consideration. (f) The total points for each question will add up to 100 and will need to reflect both the combination of the technical (key point) element and the report style element. (g) Each key point will be graded upon its importance and have point weighting allocated to it . The total weight will represent 60% of the mark. (h) Key points are the ‘important elements’ that may be knowledge or experience-based and will include other maintenance orientated factors such as relevant safety precautions or legislative practices if applicable. Excessive reference to the need for MM referral or safety checks may be considered wasteful. (i) The question answer will be analysed for the clarity and manner in which the essay report is presented and have a weighting allocated to it which will represent 40% of the mark. (j) The answer should show the candidate's ability to express himself in technical language. This includes readability of the language, basic grammar and use of terminology. (k) The report starts in the beginning and has logical process to reach a conclusion. (l) Supporting diagrams should not be encouraged but if used should supplement the answer and not replace the need for a broad text answer. (m) The report should not be indexed, itemised or listed. (n) Within reason the candidate should not be penalised for incorrect spelling. (o) A zero mark should only be given in exceptional circumstances. Even if the student misunderstands the question and gives an answer to a different question, a sympathetic mark even if only for the report style should be given, this could up to the maximum percentage allowed. (p) The two allocated marks should be added together and written into the answer paper. (q) If a question answer resulting in a borderline failure is principally due to ‘written report errors,’ the paper should be discussed and the mark agreed if possible with another examiner.

text: (EU) No 1321/2014

text: SUBPART D — CONVERSION OF CERTIFYING STAFF QUALIFICATION

text: GM 66.B.300 General

text: As described in point 66.B.300, certifying staff qualifications eligible for conversion are those valid ‘prior to the entry into force of the applicable requirements of this Annex (Part-66)’, which means those qualifications valid before the following dates: — 28 September 2005 for aircraft above 5 700 kg MTOM (ref.

text: (EC) No 2042/2003

text: Article 7

text: (EC) No 2042/2003

text: Article 7

text: (EC) No 2042/2003

text: Article 7

text: , point 3(h), item (i).

text: AMC 66.B.305(a) Conversion report for national qualifications

text: 1. Conversion reports prepared on the basis of point 66.A.70(c) should include a comparison between the scope of the national qualification (i.e., the national qualification requirements) and the scope of the Part-66 licence qualification (i.e., the Part-66 qualification requirements), which should be performed on the basis of a detailed analysis of the national and Part-66 basic qualification standards. The report should identify where a difference between the two standards exists and where such a difference would lead to a limitation on the Part-66 licence. 2. Conversion reports prepared on the basis of point 66.A.70(d), which are limited to aircraft not involved in commercial air transport other than large aircraft, should include the privileges associated to the national qualification. The report should identify which limitations are needed on the Part-66 licence in order to maintain these privileges.

text: GM 66.B.305(b)3 Conversion report for national qualifications

text: As conversions performed on the basis of 66.A.70(d) are aimed to maintain the privileges of the preexisting national qualification, the limitations introduced on the Part-66 licence are not linked to possible differences between the scope of the national qualification and the scope of the Part-66 licence qualification. This conversion does not include such comparison. This means that, in order to remove such limitations, full compliance with the conditions of Part-66 needs to be demonstrated.

text: AMC 66.B.310(a) Conversion report for national qualifications

text: 1. Conversion reports prepared on the basis of point 66.A.70(c) should include a comparison between the qualification required for each type of organisation authorisation and the scope of the Part-66 licence qualification, which should be performed on the basis of a detailed analysis of the organisation and Part-66 basic qualification standards. The report should identify where a difference between the two standards exists and where such a difference would lead to a limitation on the Part- 66 licence. 2. Conversion reports prepared on the basis of point 66.A.70(d), which is limited to aircraft not involved in commercial air transport other than large aircraft, should include the privileges associated to the organisation authorisation. The report should identify which limitations are needed on the Part-66 licence in order to maintain these privileges.

text: (EU) No 1321/2014

text: GM 66.B.310(b)3 Conversion report for approved maintenance organisations authorisations

text: As conversions performed on the basis of 66.A.70(d) are aimed to maintain the privileges of the preexisting organisation authorisations, the limitations introduced on the Part-66 licence are not linked to possible differences between the qualification required for the organisation authorisation and the Part-66 licence qualification. This conversion does not include such comparison. This means that, in order to remove such limitations, full compliance with the conditions of Part-66 needs to be demonstrated.

text: (EU) No 1321/2014

text: SUBPART E — EXAMINATION CREDITS

text: SUBPART E — EXAMINATION CREDITS

text: GM 66.B.410 Examination credit validity

text: In the case of credits expired in accordance with 66.A.25(d) and 66.B.410(b), the new application for credits will lead to a reassessment in accordance with 66.B.405 and 66.B.410 only in those cases where the requirements contained in Appendix I to Part-66 have changed. This may lead to a requirement for further examinations on particular modules/sub-modules/subjects.

text: (EU) No 1321/2014

text: AMC TO APPENDICES TO PART-66

text: AMC TO APPENDICES TO PART-66

text: AMC to Section 1 of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the- Job Training’

text: Aircraft Type Training

text: 1. Aircraft type training may be sub-divided in airframe and/or powerplant and/or avionics/electrical systems type training courses. — Airframe type training course means a type training course including all relevant aircraft structure and electrical and mechanical systems excluding the powerplant. — Powerplant type training course means a type training course on the bare engine, including the build-up to a quick engine change unit. — The interface of the engine/airframe systems should be addressed by either airframe or powerplant type training course. In some cases, such as for general aviation, it may be more appropriate to cover the interface during the airframe course due to the large variety of aircraft that can have the same engine type installed. — Avionics/electrical systems type training course means type training on avionics and electrical systems covered by but not necessarily limited to ATA (Air Transport Association) Chapters 22, 23, 24, 25, 27, 31, 33, 34, 42, 44, 45, 46, 73 and 77 or equivalent. 2. Practical training may be performed either following or integrated with the theoretical elements. However, it should not be performed before theoretical training. 3. The content of the theoretical and practical training should: — address the different parts of the aircraft which are representative of the structure, the systems/components installed and the cabin; and — include training on the use of technical manuals, maintenance procedures and the interface with the operation of the aircraft. Therefore it should be based on the following elements: — Type design including relevant type design variants, new technology and techniques; — Feedback from in-service difficulties, occurrence reporting, etc; — Significant applicable airworthiness directives and service bulletins; — Known human factor issues associated with the particular aircraft type; — Use of common and specific documentation, (when applicable, such as MMEL, AMM, MPD, TSM, SRM, WD, AFM, tool handbook), philosophy of the troubleshooting, etc.; — Knowledge of the maintenance on-board reporting systems and ETOPS maintenance conditions where applicable; — Use of special tooling and test equipment and specific maintenance practises including critical safety items and safety precautions;

text: (EU) No 1321/2014

text: AMC TO APPENDICES TO PART-66

text: — Significant and critical tasks/aspects from the MMEL, CDL, Fuel Tank Safety (FTS), airworthiness limitation items (ALI) including Critical Design Configuration Control Limitations (CDCCL), CMR and all ICA documentation such as MRB, MPD, SRM, AMM, etc., when applicable. — Maintenance actions and procedures to be followed as a consequence of specific certification requirements, such as, but not limited to, RVSM (Reduced Vertical Separation Minimum) and NVIS (Night Vision Imaging Systems); — Knowledge of relevant inspections and limitations as applicable to the effects of environmental factors or operational procedures such as cold and hot climates, wind, moisture, sand, de-icing / anti-icing, etc. The type training does not necessarily need to include all possible customer options corresponding to the type rating described in the Appendix I to AMC to Part-66. 4. Limited avionic system training should be included in the category B1 type training as the B1 privileges include work on avionics systems requiring simple tests to prove their serviceability. 5. Electrical systems should be included in both categories of B1 and B2 type training. 6. The theoretical and practical training should be complementary and may be: — Integrated or split — Supported by the use of training aids, such as trainers, virtual aircraft, aircraft components, synthetic training devices (STD), computer based training devices (CBT), etc.

text: AMC to Paragraph 3.1(d) of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the-Job Training’

text: Training Needs Analysis for the Theoretical Element of the Aircraft Type Training

text: 1. The minimum duration for the theoretical element of the type rating training course, as described in Appendix III to Part-66, has been determined based on: — generic categories of aircraft and minimum standard equipment fit — the estimated average duration of standard courses imparted in Europe 2. The purpose of the Training Needs Analysis (TNA) is to adapt and justify the duration of the course for a specific aircraft type. This means that the TNA is the main driver for determining the duration of the course, regardless of whether it is above or below the minimum duration described in Appendix III to Part-66. In the particular case of type training courses approved on the basis of the requirements valid before

text: Regulation (EU) No 1149/2011

text: was applicable (1 August 2012) and having a duration for the theoretical element equal to or above the minimum duration contained in paragraph 3.1(c) of Appendix III to Part-66, it is acceptable that the TNA only covers the differences introduced by

text: Regulation (EU) No 1149/2011

text: in paragraph 3.1(e) ‘Content’ and the criteria introduced in paragraph 3.1(d) ‘Justification of course duration’ related to the minimum attendance and the maximum number of training hours per day. This TNA may result in a change in the duration of the theoretical element. 3. The content and the duration deriving from this TNA may be supported by an analysis from the Type Certificate holder. 4. In order to approve a reduction of such minimum duration, the evaluation done by the competent authority should be performed on a case-by-case basis appropriate to the aircraft type. For example,

text: (EU) No 1321/2014

text: AMC TO APPENDICES TO PART-66

text: while it would be exceptional for a theoretical course for a large transport category aircraft such as an A330 or B757 to be below the minimum duration shown, it would not necessarily be exceptional in the case of a General Aviation (GA) business aircraft such as a Learjet 45 or similar. Typically the TNA for a GA aircraft course would demonstrate that a course of a shorter duration satisfies the requirements. 5. When developing the TNA the following should be considered: (a) The TNA should include an analysis identifying all the areas and elements where there is a need for training as well as the associated learning objectives, considering the design philosophy of the aircraft type, the operational environment, the type of operations and the operational experience. This analysis should be written in a manner which provides a reasonable understanding of which areas and elements constitute the course in order to meet the learning objectives. (b) As a minimum, the Training Need Analysis (TNA) should take into account all the applicable elements contained in paragraph 3.1 of Part-66 Appendix III and associated AMCs. (c) The TNA should set-up the course content considering the Appendix III objectives for each level of training and the prescribed topics in the theoretical element table contained in paragraph 3.1 of Part-66 Appendix III. (d) For each chapter described in the theoretical element table contained in paragraph 3.1 of Part- 66 Appendix III, the corresponding training time should be recorded. (e) Typical documents to be used in order to identify the areas and elements where there is a need for training typically include, among others, the Aircraft Maintenance Manual, MRB report, CMRs, airworthiness limitations, Troubleshooting Manual, Structural Repair Manual, Illustrated Parts Catalogue, Airworthiness Directives and Service Bulletins. (f) During the analysis of these documents: — Consideration should be given to the following typical activities:  Activation/reactivation;  Removal/Installation;  Testing;  Servicing;  Inspection, check and repairs;  Troubleshooting / diagnosis. — For the purpose of identifying the specific elements constituting the training course, it is acceptable to use a filtering method based on criteria such as:  Frequency of the task;  Human factor issues associated to the task;  Difficulty of the task;  Criticality and safety impact of the task;  In-service experience;  Novel or unusual design features (not covered by Part-66 Appendix I);  Similarities with other aircraft types;  Special tests and tools/equipment.

text: (EU) No 1321/2014

text: AMC TO APPENDICES TO PART-66

text: — It is acceptable to follow an approach based on:  Tasks or groups of tasks, or  Systems or subsystems or components

text: (g) The TNA should: — Identify the learning objectives for each task, group of tasks, system, subsystem or component; — Associate the identified tasks to be trained to the regulatory requirements (table in Paragraph 3.1 of Appendix III to Part-66); — Organise the training into modules in a logical sequence (adequate combination of chapters as defined in Appendix III of Part-66); — Determine the sequence of learning (within a lesson and for the whole syllabus); — Identify the scope of information and level of detail with regard the minimum standard to which the topics of the TNA should be taught according to the set-up objectives. — Address the following:  Description of each system/component including the structure (where applicable);  System/component operation taking into account: (a) Complexity of the system (e.g. the need of further break down into subsystems, etc.); (b) Design specifics which may require more detailed presentation or may contribute to maintenance errors; (c) Normal and emergency functioning; (d) Troubleshooting; (e) Interpretation of indications and malfunctions; (f) Use of maintenance publications; (g) Identification of special tools and equipment required for servicing and maintaining the aircraft; (h) Maintenance Practices; (i) Routine inspections, functional or operational tests, rigging/adjustment, etc. — Describe the following:  The instructional methods and equipment, teaching methods and blending of the teaching methods in order to ensure the effectiveness of the training;  The maintenance training documentation/material to be delivered to the student;  Facilitated discussions, questioning session, additional practiced-oriented training, etc.;  The homework, if developed;  The training provider’s resources available to the learner.

text: (EU) No 1321/2014

text: AMC TO APPENDICES TO PART-66

text: (h) It is acceptable to differentiate between issues which have to be led by an instructor and issues which may be delivered through interactive simulation training devices and/or covered by web based elements. Overall time of the course will be allocated accordingly. (i) The maximum number of training hours per day for the theoretical element of type training should not be more than 6 hours. A training hour means 60 minutes of tuition excluding any breaks, examination, revision, preparation and aircraft visit. In exceptional cases, the competent authority may allow deviation from this standard when it is properly justified that the proposed number of hours follows pedagogical and human factors principles. These principles are especially important in those cases where: — Theoretical and practical training are performed at the same time;

text: — Training and normal maintenance duty/apprenticeship are performed at the same time.

text: (j) The minimum participation time for the trainee in order to meet the objectives of the course should not be less than 90 % of the tuition hours of the theoretical training course. Additional training may be provided by the training organisation in order to meet the minimum participation time. If the minimum participation defined for the course is not met, a certificate of recognition should not be issued. (k) The TNA is a living process and should be reviewed/updated based on operation feedback, maintenance occurrences, airworthiness directives, major service bulletins impacting maintenance activities or requiring new competencies for mechanics, alert service bulletins, feedback from trainees or customer satisfaction, evolution of the maintenance documentation such as MRBs, MPDs, MMs, etc. The frequency at which the TNA should be reviewed/updated is left to the discretion of the organisation conducting the course. NOTE: The examination is not part of the TNA. However, it should be prepared in accordance with the learning objectives described in the TNA.

text: AMC to Paragraphs 1(b), 3.2 and 4.2 of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the-Job Training’

text: Practical Element of the Aircraft Type Training

text: 1. The practical training may include instruction in a classroom or in simulators but part of the practical training should be conducted in a real maintenance or manufacturer environment. 2. The tasks should be selected because of their frequency, complexity, variety, safety, criticality, novelty, etc. The selected tasks should cover all the chapters described in the table contained in paragraph 3.2 of Appendix III to Part-66. 3. The duration of the practical training should ensure that the content of training required by paragraph 3.2 of Appendix III to Part-66 is completed. Nevertheless, for aeroplanes with a MTOM equal or above 30000kg, the duration for the practical element of a type rating training course should not be less than two weeks unless a shorter duration meeting the objectives of the training and taking into account pedagogical aspects (maximum duration per day) is justified to the competent authority. 4. The organisation providing the practical element of the type training should provide trainees a schedule or plan indicating the list of tasks to be performed under instruction or supervision. A record of the tasks completed should be entered into a logbook which should be designed such that each task or group of tasks may be countersigned by the designated assessor. The logbook format and its use should be clearly defined.

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text: AMC TO APPENDICES TO PART-66

text: 5. In paragraph 4.2 of Appendix III to Part-66, the term ‘designated assessors appropriately qualified’ means that the assessors should demonstrate training and experience on the assessment process being undertaken and be authorised to do so by the organisation. Further guidance about the assessment and the designated assessors is provided in Appendix III to AMC to Part-66. 6. The practical element (for powerplant and avionic systems) of the Type Rating Training may be subcontracted by the approved Part-147 organisation under its quality system according to the provisions of 147.A.145(d)3 and the corresponding Guidance Material.

text: AMC to Paragraph 1(c) of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. Onthe-Job Training’

text: Differences Training

text: Approved difference training is not required for different variants within the same aircraft type rating (as specified in Appendix I to AMC to Part-66) for the purpose of type rating endorsement on the aircraft maintenance licence. However, this does not necessarily mean that no training is required before a certifying staff authorisation can be issued by the maintenance organisation (refer to AMC 66.A.20(b)3).

text: AMC to Section 5 of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the- Job Training’

text: Type Examination Standard

text: This Section 5 ‘Type Examination Standard’ does not apply to the examination performed as part of type training. This Section only applies to those cases where type examination is performed as a substitute for type training.

text: AMC to Section 6 of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the- Job Training’

text: On-the-Job Training (OJT)

text: 1. ‘A maintenance organisation appropriately approved for the maintenance of the particular aircraft type’ means a Part-145 or M.A. Subpart F approved maintenance organisation holding an A rating for such aircraft. 2. The OJT should include one to one supervision and should involve actual work task performance on aircraft/components, covering line and/or base maintenance tasks. 3. The use of simulators for OJT should not be allowed. 4. The OJT should cover at least 50% of the tasks contained in Appendix II to AMC to Part- 66. Some tasks should be selected from each paragraph of the Appendix II list. Tasks should be selected among those applicable to the type of aircraft and licence (sub)category applied for. Other tasks than those in the Appendix II may be considered as a replacement when they are relevant. Typically, in addition to the variety and the complexity, the OJT tasks should be selected because of their frequency, safety, novelty, etc. 5. Up to 50% of the required OJT may be undertaken before the aircraft theoretical type training starts. 6. The organisation providing the on-the-job training should provide trainees a schedule or plan indicating the list of tasks to be performed under supervision. A record of the tasks completed should be entered into a logbook which should be designed such that each task or group of tasks is countersigned by the corresponding supervisor. The logbook format and its use should be clearly

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text: defined.

text: 7. Regarding the day-to-day supervision of the OJT programme in the approved maintenance organisation and the role of the supervisor(s), the following should be considered: — It is sufficient that the completion of individual OJT tasks is confirmed by the direct supervisor(s), without being necessary the direct evaluation of the assessor. — During the day-to-day OJT performance, the supervision aims at overseeing the complete process, including task completion, use of manuals and procedures, observance of safety measures, warnings and recommendations and adequate behaviour in the maintenance environment. — The supervisor(s) should personally observe the work being performed to ensure the safe completeness and should be readily available for consultation, if needed during the OJT performance. — The supervisor(s) should countersign the tasks and release the maintenance tasks as the trainee is still not qualified to do so. — The supervisor(s) should therefore:  have certifying staff or support staff privileges relevant to the OJT tasks;  be competent for the selected tasks;  be safety-orientated;  be capable to coach (setting objectives, giving training, performing supervision, evaluating, handling trainee’s reactions and cultural issues, managing objectively and positively debriefing sessions, determining the need for extra training or reorientate the training, reporting, etc.);  be designated by the approved maintenance organisation to carry out the supervision.

text: 8. Regarding the assessor, the following should be considered: — The function of the assessor, as described in Section 6 of Appendix III to Part-66, is to conduct the final assessment of the completed OJT. This assessment should include confirmation of the completion of the required diversity and quantity of OJT and should be based on the supervisor(s) reports and feedback. — In Section 6 of Appendix III to Part-66, the term ‘designated assessor appropriately qualified’ means that the assessor should demonstrate training and experience on the assessment process being undertaken and should be authorised to do so by the organisation. Further guidance about the assessment and the designated assessors is provided in Appendix III to AMC to Part-66.

text: 9. The procedures for OJT should be included into the Exposition Manual of the approved maintenance organisation (chapter 3.15, as indicated in AMC 145.A.70(a)). However, since these procedures in the Exposition Manual are approved by the competent authority of the maintenance organisation, and providing training is not one of the privileges of a maintenance organisation, they can only be used when the licensing authority is the same as the competent authority of the maintenance organisation. In other cases, it is up to the licensing authority to decide whether it accepts such procedures for the purpose of approving the OJT (refer to AMC 66.B.115).

text: AMC to Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the-Job Training’

text: Aircraft Type Training and On-the-Job Training

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text: The theoretical and practical training providers, as well as the OJT provider, may contract the services of a language translator in the case where training is imparted to students not conversant in the language of the training material. Nevertheless, it remains essential that the students understand all the relevant maintenance documentation. During the performance of examinations and assessments, the assistance of the translator should be limited to the translation of the questions, but should not provide clarifications or help in relation to those questions.

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text: APPENDICES TO AMC TO PART-66

text: APPENDIX I

text: AIRCRAFT TYPE RATINGS

text: FOR PART-66 AIRCRAFT MAINTENANCE LICENCES

text: The following aircraft type ratings should be used to ensure a common standard throughout the Member States. The inclusion of an aircraft type in the licence does not indicate that the aircraft type has been granted a type certificate under the

text: Regulation (EC) No 216/2008

text: and its Implementing Rules; this list is only intended for maintenance purposes. In order to keep this list current and the type ratings consistent, such information should be first passed on to the Agency using the Rulemaking Enquiry form (http://easa.europa.eu/webgate/rulemaking-enquiry/) in case a Member State needs to issue a type rating that is not included in this list. Notes on when the licences should be modified: When a modification is introduced by this Decision to an aircraft type rating or to an engine designation in the rating which affect licences already issued, the ratings on the Aircraft Maintenance Licences (AMLs) may be modified at the next renewal or when the licence is reissued, unless there is an urgent reason to modify the licence. Notes on aircraft modified by Supplemental Type Certificate (STC): — This Appendix I intends to include the type ratings of aircraft resulting from STCs for installation of another engine. These STCs are those approved by the Agency and those approved by the Member States before 2003 and grandfathered by the Agency. Other STCs than those for engines are not considered. o Example: The STC from Jet Aviation Basel approved by the LBA for replacement of GE CF 700 by Honeywell TFE731 on Fan Jet Falcon Series E results in a new rating called Fan Jet Falcon E (Honeywell TFE731). — However, the ratings from STCs for installation of an engine: o on part of the original airframe models, or o from the same manufacturer, but of a type very similar to the original one, have not been added because they would have resulted in an already existing rating. Examples: o The STC from SILVERHAWK CONVERSIONS approved by EASA for installation of PT6A-135A on Beech C90, C90A and E90 would result in the Beech C90/C90A/E90 (PWC PT6) rating, but this is not listed because it is already included in the original Beech 90 Series (PWC PT6) rating. o The STC from Air-Service Wildgruber GmbH approved by LBA for replacement of PWC PT6A-20 by PWC PT6A-27 would result in the De Havilland DHC-6-100 (PWC PT6) rating, but this is not listed because it is already included in the De Havilland DHC-6 (PWC PT6) rating in the table.

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text: — At the time of publication of this Decision, the Agency has not received all the information concerning STCs that have been previously approved by the Member States. As a result, not all STCs are considered by this publication. — When the STC concerns the installation of an engine that falls under a different subcategory, e.g. replacement of a piston engine by a turbo-prop (a turbine engine), then the new type rating needs to be listed in the new subcategory. — In case a type rating resulting from an STC has not been yet defined by the Agency, the latter shall be contacted by the competent authority to agree on a new type rating to be used.

text: In the following tables: — The column ‘TC Holder’ includes the TC holder as defined in the Type Certificate Data Sheets (TCDS) (EASA, FAA or other) or the Specific Airworthiness Specifications (SAS). — The column ‘STC Holder’ includes the STC holder as defined in the Supplemental Type Certificate Data Sheets (STCDS) (EASA, FAA or other). — Some TC holders’ designations have been corrected to add the information: ’Aircraft with an SAS’, this means that the aircraft listed under this TC holder designation is considered an ‘orphan aircraft’. — In Group 3, a third column has been added which is called ‘Type of structure’ and which intends to assist the competent authorities in identifying the experience required for this type with a view on removing existing limitations on the licence. — Wooden structure covered with fabric is considered to fall under wooden structure. For aeroplanes with a combination of structures, e.g. metal tubing fuselage and wooden wings, both experiences ‘metal tube covered with fabric’ and ‘wooden structure’ are required. — In Group 3, a fourth column has been added which is called ‘MTOM’ and which intends to assist the competent authorities in identifying the aeroplanes types where the Maximum Take-Off Mass (MTOM) is:  above 2T and is subject to a B1.2 licence, or  2T and below and is subject to a B1.2 or B3 licence.

text: GROUP 1 AEROPLANES Commercial TC holder Model Part-66 Type rating endorsement designation

text: 328 Support 328-100 series Dornier 328-100 (PWC PW119) Services 328-300 series Dornier 328-300 (PWC PW306) AIR TRACTOR AT-802 Series Air Tractor AT-800 Series (PWC PT6) AIRBUS SN 601 Corvette Aerospatiale SN-601 (PWC JT15D) (Aircraft with SAS)

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text: AIRBUS A300 B1 Airbus A300 basic model (GE CF6) A300 B2-1A A300 B2-1C A300 B2-202 A300 B2-203 A300 B2K-3C A300 B4-102 A300 B4-103 A300 B4-203 A300 B4-2C A300 C4-203 A300 F4-203 A300 B2-320 Airbus A300 basic model (PW JT9D) A300 B4-120 A300 B4-220 A300 B4-601 Airbus A300-600 (GE CF6) A300 B4-603 A300 B4-605 R A300 C4-605 R Variant F A300 F4-605 R A300 B4-622 Airbus A300-600 (PW 4000) A300 B4-622 R A300 F4-622 R A300 B4-620 Airbus A300-600 (PW JT9D)

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text: A300 C4-620 A300F4-608ST Beluga Airbus A300-600ST (GE CF6) A310-203 Airbus A310 (GE CF6) A310-203 C A310-221 A310-304 A310-308 A310-324 Airbus A310 (PW 4000) A310-325 A310-204 Airbus A310 (PW JT9D) A310-222 A310-322 A318-120 series Airbus A318 (PW 6000) A318-110 series Airbus A318/A319/A320/A321 (CFM56) A319-110 series A320-111 A320-210 series A321-110 series A321-210 series A319-130 series Airbus A319/A320/A321 (IAE V2500) A320-230 series A321-130 series A321-230 series A319-170 A319 NEO Airbus A319/A320/A321 (IAE PW1100G) A320-270 A320 NEO

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text: A321-270 A321 NEO A319-150 A319 NEO Airbus A319/A320/A321 (CFM LEAP-1A) A320-250 A320 NEO A321-250 A321 NEO A330-200 series Airbus A330 (GE CF6) A330-300 series A330-220 series Airbus A330 (RPW 4000) A330-320 series A330-240 series Airbus A330 (RR RB 211 Trent 700) A330-340 series A340-210 series Airbus A340 (CFM56) A340-310 series A340-540 series Airbus A340 (RR RB 211 Trent 500) A340-640 series A350-900 series Airbus A350 (RR Trent XWB) A380-860 series Airbus A380 (EA GP7200) A380-840 series Airbus A380 (RR RB 211 Trent 900) Airbus Military Sociedad Limitada A400M-180 Airbus A400M (EPI TP400) (AMSL) AIRCRAFT L-410 M/UVP Turbolet Let L-410 (Walter M601) INDUSTRIES L-410 UVP-E Turbolet L-410 UVP-E20 Turbolet

text: Turbolet L-410 UVP-E20

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text: CARGO L-410 UVP-E9 Turbolet L-410 UVP-E-LW Turbolet L-410 UVP-LW Turbolet Turbolet Let L-410 (GE H80) L-410 UVP-E20 Turbolet L-410 UVP-E20 CARGO L-420 Let L-420 (Walter M601) ALENIA C-27J Alenia C-27 (Allison/RR AE2100) AERMACCHI ANTONOV AN-26 Antonov AN26 (Ivchenko AI-24) AN-26B Antonov Antonov An-28 Antonov An-28 (ТВД) Aeronautical Scientific and Technical Complex (Aircraft with SAS) ATR-GIE Avions de ATR 42-200 ATR 42-200/300 series (PWC PW120) Transport Régional ATR 42-300 ATR 42-320 ATR 42-400 ATR 42-400/500/72-212A (PWC PW120) ATR 42-500 42-500 ATR 42-500 42-600 ATR 72-212 A 72-500 ATR 72-212 A 72-600

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text: ATR 72-101 ATR 72-100/200 series (PWC PW120) ATR 72-102 ATR 72-201 ATR 72-202 ATR 72-211 ATR 72-212 BAE SYSTEMS BAe ATP ATP (PWC PW120) (OPERATIONS) Ltd AVRO 146-RJ100 BAe 146/AVRO 146-RJ (Honeywell ALF500 Series) AVRO 146-RJ115 AVRO 146-RJ70 AVRO 146-RJ85 BAe 146 Series 100 BAe 146 Series 200 BAe 146 Series 300 HP.137 Jetstream 1 HP.137 (Turbomeca Astazou) Jetstream Mk.1 HP.137 Jetstream 2 Jetstream Mk.1 HS 748 Series 2A HS748 (RRD Dart) HS 748 Series 2B HS.748 Series 1 HS.748 Series 2

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text: Jetstream 200 Jetstream 200 (Turbomeca Astazou) Jetstream 3100 Jetstream 31 Jetstream 31/32 (Honeywell TPE331) Jetstream 3200 Jetstream 32/32EP Jetstream 4100 Jetstream 41 (Honeywell TPE331) BEECHCRAFT 65-90 King Air Beech 90 Series (PWC PT6) Corporation 65-A90 65-A90-1 65-A90-2 65-A90-4 B90 C90 C90A C90GT C90GTi E90 F90 H90 200/A200 Beech 200 Series (PWC PT6) 200C/A200C 200CT/A200CT 200T B200 B200C B200CGT

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text: B200CT B200GT B200T 390 Premier 1, 1A Beech 390 (Williams FJ44) 99 Beech 99/100 Series (PWC PT6) 100 King Air 99A A100 King Air A100A/C King Air A99 Airliner A99A Airliner B99 Airliner C99 Airliner B100 Beech B100 (Honeywell TPE331) 1900 Airliner Beech 1900 (PWC PT6) 1900C Airliner 1900D Airliner 300 Super King Air Beech 300 Series (PWC PT6) 300LW Super King Air B300 Super King Air 350 B300C Super King Air 350 C BERIEV Aircraft Be-200ES-E Beriev 200 (Ivchenko D-436TP) Company B-N GROUP Ltd. BN2T/-2/-2R/- Turbine Islander Britten-Norman BN2T Series (RR Corp 250)

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text: (Britten-Norman) 4R/-4S BOEING COMPANY B707-200 Boeing 707 (PW JT4) (THE) B707-200B B707-300 Series B707-400 Series Boeing 707 (RR Conway) B707-100 Long Body Boeing 707/720 (PW JT3D) B707-100B Long Body B707-100B Short Body B707-300B Series B707-300C Series B720 B720B B727 Series Boeing 727 (PW JT8D) B727-100 Series B727-100C Series B727-200 Series B727C Series B737-100 Boeing 737-100/200 (PW JT8D) B737-200 B737-200C B737-300 Boeing 737-300/400/500 (CFM56) B737-400

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text: B737-500 B737-600 Boeing 737-600/700/800/900 (CFM56) B737-700 B737-800 B737-900 B737-900ER B747-100 Boeing 747-100 (PW JT9D) B747-200B Boeing 747-200/300 (GE CF6) B747-200C B747-200F B747-300 B747-200B Boeing 747-200/300 (PW JT9D) B747-200C B747-200F B747-300 B747-200B Boeing 747-200/300 (RR RB211) B747-200C B747-200F B747-300 B747-400 Boeing 747-400 (GE CF6) B747- 400F/SF(BCF) B747-400 Boeing 747-400 (PW 4000) B747- 400F/SF(BCF) B747-400 Boeing 747-400 (RR RB211)

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text: B747- 400F/SF(BCF) B747-8F Freighter Boeing 747-8 (GE GEnx) B747-8I Intercontinental B757-200 Boeing 757-200/300 (PW 2000) B757-200PF B757-300 B757-200 Boeing 757-200/300 (RR RB211) B757-200PF B757-300 B767-200 Boeing 767-200/300 (PW 4000) B767-300 B767-300BCF B767-200 Boeing 767-200/300 (PW JT9D) B767-300 B767-300BCF B767-200 Boeing 767-200/300/400 (GE CF6) B767-300 B767-300F B767-300BCF B767-400ER B767-300 Boeing 767-300 (RR RB211) B777-200 Boeing 777-200/300 (GE 90) B777-200LR B777-300ER

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text: B777F Freighter B777-200 Boeing 777-200/300 (PW 4000) B777-300 B777-200 Boeing 777-200/300 (RR RB211 Trent 800) B777-300 Dreamliner Boeing 787-8/-9 (GE GEnx) B787-8 B787-9 Dreamliner Boeing 787-8/-9 (RR RB 211 Trent 1000) B787-8 B787-9 BOMBARDIER BD-100-1A10 Challenger 300 Bombardier BD-100-1A10 (Honeywell AS907) Challenger 350 BD-500-1A10 CSeries CS100 Bombardier BD-500 Series (PW PW1500G) BD-500-1A11 CSeries CS300 Bombardier BD-500 Series (PW PW1500G) BD-700-1A10 Global Express Bombardier BD-700 Series (RRD BR710) Global 6000 BD-700-1A11 Global 5000 Global 5000 GVFD CL600-1A11 Challenger 600 Bombardier CL-600-1A11 (Honeywell ALF502) CL-600-2A12 Challenger 601 Bombardier CL-600-2A12/-2B16 (variant CL (601 Variant) 601/601-3A/3R) (GE CF34) CL-600-2B16 Challenger 601- (601-3A Variant) 3A CL-600-2B16 Challenger 601- (601-3R Variant) 3R CL-600-2B16 (CL Challenger-604 Bombardier CL-600-2B16 (variant CL 604) (GE

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text: 604 Variant) (MSN < 5701) CF34) CL-600-2B16 (CL Challenger-605 604 Variant) (MSN > 5701) CL-600-2B19 Regional Jet Bombardier CL-600-2B19 (GE CF34) Series 100 CL-600-2C10 Regional Jet Bombardier CL-600-2C10/-2D15/-2D24/-2E25 Series (GE CF34) 700/701/702 CL-600-2D15 Regional Jet Series 705 CL-600-2D24 Regional Jet Series 900 CL-600-2E25 Regional Jet Series 1000 DHC-8-102 DHC-8 Series 100 Bombardier DHC-8-100/200/300 (PWC PW 120) DHC-8-103 DHC-8 Series 100 DHC-8-106 DHC-8 Series 100 DHC-8-201 DHC-8 Series 200 DHC-8-202 DHC-8 Series 200 DHC-8-301 DHC-8 Series 300 DHC-8-311 DHC-8 Series 300 DHC-8-314 DHC-8 Series 300 DHC-8-315 DHC-8 Series 300 DHC-8-401 DHC-8 Series 400 Bombardier DHC-8-400 (PWC PW150) DHC-8-402 DHC-8 Series 400 CL-215-1A10 Canadair CL-215 (PW R2800) CL-215-6B11 Canadair CL-215 (PWC PW120) (CL-215T

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text: Variant) CL-215-6B11 Canadair CL-415 (PWC PW123) (CL-415 Variant) CESSNA AIRCRAFT 401/402 Cessna 400 Series (Continental) Company 404 411 414 421 425 Corsair/ Cessna 425 (PWC PT6) Conquest I 441 Cessna 441 (Honeywell TPE331) 500 Citation/ Citation Cessna 500/ 501 (PWC JT15D) I 501 Citation I 510 Cessna 510 (PWC PW615) 525 Citation Jet CJ1 Cessna 525/525A (Williams FJ 44) Citation M2 525A Citation Jet CJ2 525B Citation Jet CJ3 Cessna 525B (Williams FJ 44) 525C Citation Jet CJ4 Cessna 525C (Williams FJ 44) 550 Citation II Cessna 550/551/560 (PWC JT15D) 560 Citation V 560 Citation Ultra S550 Citation S/II 551 Citation II 550 Citation Bravo Cessna 550/560 (PWC PW530/535)

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text: 560 Citation Encore 560 Citation Encore + 560 XL Citation XLS Cessna 560XL/XLS (PWC PW545) 560 XL Citation XLS+ 560 XL Citation Excel 650 Citation III, VI Cessna 650 (Honeywell TFE731) 650 Citation VII 680 Sovereign Cessna 680 (PWC PW306) Sovereign+ 750 Citation X Cessna 750 (RR Corp AE3007C) DASSAULT Falcon 10 Falcon 10 (Honeywell TFE731) AVIATION Fan Jet Falcon (Basic) Fan Jet Falcon 20 (GE CF700) Falcon Fan Jet Falcon Series C Fan Jet Falcon Series D Fan Jet Falcon Series E Fan Jet Falcon Series F Fan Jet Falcon Falcon 200 (Honeywell ATF 3-6) Series G Mystère Falcon 200 Mystère Falcon 20GF

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text: Falcon 2000 Falcon 2000 (CFE 738) Falcon 2000EX Falcon 2000EX (PWC PW308) Falcon 2000EX F2000EX EASy Falcon 2000EX EASy (PWC PW308) F2000DX F2000LX F2000LXS F2000S Mystère Falcon Falcon 20-5 (Honeywell TFE731) 20-C5 Mystère Falcon 20-D5 Mystère Falcon 20-E5 Mystère Falcon 20-F5 Mystère Falcon Falcon 50 (Honeywell TFE731) 50 Mystère Falcon F50EX Falcon 50EX (Honeywell TFE731) 50 Falcon 7X Falcon 7X (PWC PW307A) Mystère Falcon Falcon 900 (Honeywell TFE731) 900 Mystère Falcon F900B 900 Mystère Falcon F900C Falcon 900C (Honeywell TFE731) 900 Falcon 900EX Falcon 900EX (Honeywell TFE731) Falcon 900EX F900EX EASy Falcon 900EX EASy (Honeywell TFE731) Falcon 900EX F900DX Falcon 900EX F900LX DORNIER Seastar Seastar CD2 Dornier Seastar CD2 (PWC PT6)

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text: EADS CASA C-212-CB Aviocar CASA C-212 (Honeywell TPE331) C-212-CC Aviocar C-212-CD Aviocar C-212-CE Aviocar C-212-CF Aviocar C-212-DD Aviocar C-212-DF Aviocar C-212-EE Aviocar C-212-VA Aviocar C-212-DE Aviocar CASA C-212 (PWC PT6) C-295 CASA C-295 (PWC PW127) CN-235 CASA CN-235 (GE CT7) CN-235-100 CN-235-200 CN-235-300 ECLIPSE EA500 Eclipse EA500 (PWC PW610) AEROSPACE Inc. EMBRAER EMB-110P1 Bandeirante Embraer EMB-110 (PWC PT6) EMB-110P2 Bandeirante EMB-121A Xingu I Embraer EMB-121 (PWC PT6) EMB-121A1 Xingu II EMB-120 Brasilia Embraer EMB-120 (PWC PW110 Series) EMB-120ER Brasilia EMB-120RT Brasilia EMB-135BJ Legacy 600 Embraer EMB-135/145 (RR Corp AE3007A) Legacy 650

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text: EMB-135ER EMB-135LR EMB-145 EMB-145EP EMB-145ER EMB-145EU EMB-145LR EMB-145LU EMB-145MK EMB-145MP EMB-500 Phenom 100 Embraer EMB-500 (PWC PW617) EMB-505 Phenom 300 Embraer EMB-505 (PWC PW535) EMB-545 Legacy 450 Embraer EMB-545/550 (Honeywell AS907) EMB-550 Legacy 500 ERJ 170-100 LR ERJ-170 Embraer ERJ-170 Series (GE CF34) ERJ 170-100 STD ERJ-170 ERJ 170-200 LR ERJ-175 ERJ 170-200 STD ERJ-175 ERJ 190-100 ECJ Lineage 1000 Embraer ERJ-190 Series (GE CF34) ERJ 190-100 ERJ-190 AR IGW ERJ 190-100 LR ERJ-190 ERJ 190-100 SR ERJ-190 ERJ 190-100 STD ERJ-190 ERJ 190-200 ERJ-195 AR IGW

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text: ERJ 190-200 LR ERJ-195 ERJ 190-200 STD ERJ-195 F-27A to -M Fokker F27/Fairchild F-27/FH-227 Series (RRD Dart) MARYLAND AIR FH-227 INDUSTRIES (FOKKER- FH-227B FAIRCHILD) FH-227C FH-227D FH-227E FOKKER SERVICES F27 Mark 100 Friendship F27 Mark 200 Friendship F27 Mark 300 Friendship F27 Mark 400 Friendship F27 Mark 500 Friendship F27 Mark 600 Friendship F27 Mark 700 Friendship FOKKER SERVICES F27 Mark 050 Fokker 50 Fokker 50/60 Series (PWC PW 125/127) F27 Mark 0502 Fokker 50 F27 Mark 0604 Fokker 60 F28 Mark 0070 Fokker 70 Fokker 70/100 (RRD Tay) F28 Mark 0100 Fokker 100 F28 Mark 1000 Fellowship Fokker F28 Series (RRD Spey) F28 Mark 1000C Fellowship F28 Mark 2000 Fellowship

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text: F28 Mark 3000 Fellowship F28 Mark 3000C Fellowship F28 Mark 3000R Fellowship F28 Mark Fellowship 3000RC F28 Mark 4000 Fellowship GOVERNMENT N22/N22A to Nomad N22/24 Series (RR Corp 250) AIRCRAFT N22S FACTORIES (ASTA) N24/N24A GROB Aircraft AG Grob G 520 Series (Honeywell TPE331) GULFSTREAM G-1159 Gulfstream II Gulfstream G-1159 Series (RRD Spey) AEROSPACE Corporation G-1159A Gulfstream IIB G-1159B Gulfstream III G-159 Gulfstream I Gulfstream G-159 (RRD Dart) GIV (G300) Gulfstream G300 Gulfstream G-IV Series (RRD Tay) GIV (G400) Gulfstream G400 G-IV/GIV-SP Gulfstream G- IV/GIV-SP GIV-X (G350) Gulfstream G350 Gulfstream GIV-X Series (RRD Tay) GIV-X (G450) Gulfstream G450 GV Gulfstream GV Gulfstream GV basic model (RRD BR710) GV-SP (G500) Gulfstream G500 Gulfstream GV-SP Series (RRD BR710) GV-SP (G550) Gulfstream G550 GVI G650 Gulfstream GVI (RRD BR725) GULFSTREAM 1125 Westwind Gulfstream (IAI) 100/1125/Astra SPX AEROSPACE LP Astra (Honeywell TFE731) (GALP) c/o Israel

text: (EU) No 1321/2014

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text: Aircraft Industries Astra SPX G100 Gulfstream 100 Gulfstream Galaxy 200 Gulfstream (IAI) 200/Galaxy (PWC PW306) 200/IAI Galaxy Gulfstream Gulfstream G150 Gulfstream (IAI) G150 (Honeywell TFE731) G150 Gulfstream Gulfstream G280 Gulfstream (IAI) G280 (Honeywell AS907) G280 HAWKER 400 Beechjet Beech 400/Mitsubishi MU-300 (PWC JT15) BEECHCRAFT 400A Beechjet (Hawker 400XP) 400T Beechjet MU-300 Diamond I/IA MU-300-10 Diamond II BH.125 series ‘Beechcraft BAe 125 Series (RR Viper) 400 Hawker’ BH.125 series ‘Beechcraft 600 Hawker’ DH.125 series 1 ‘Hawker Siddeley’ DH.125 series 3 ‘Hawker Siddeley’ DH.125 series ‘Hawker Siddeley’ 400 HS.125 series 1 ‘Hawker Siddeley’ HS.125 series 3 ‘Hawker Siddeley’ HS.125 series ‘Hawker Siddeley’ 400

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text: HS.125 series ‘Hawker Siddeley’ 600 HS.125 series F3 ‘Hawker Siddeley’ HS.125 series ‘Hawker Siddeley’ F400 HS.125 series ‘Hawker Siddeley’ F600 BAe.125 series BAe 125 Series 700/800 (Honeywell TFE731) 800 BH.125 series ‘Beechcraft 400 Hawker’ BH.125 series ‘Beechcraft 600 Hawker’ DH.125 series 1 ‘Hawker Siddeley’ DH.125 series 3 ‘Hawker Siddeley’ DH.125 series ‘Hawker Siddeley’ 400 Hawker 800 HS.125 series 3 ‘Hawker Siddeley’ HS.125 series ‘Hawker Siddeley’ 600 HS.125 series ‘Hawker Siddeley’ 700 HS.125 series F3 ‘Hawker Siddeley’ HS.125 series ‘Hawker Siddeley’ F400 HS.125 series ‘Hawker Siddeley’ F600 BAe.125 series BAe 125 Series 1000 (PWC PW305) 1000A/B

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text: Hawker 1000 Hawker 750 Hawker 750 BAe 125 Series 750/800XP/850XP/900XP (Honeywell TFE731) Hawker 800XP Hawker 800XP Hawker 850XP Hawker 850XP Hawker 900XP Hawker 900XP 4000 Hawker 4000 Hawker 4000 (PWC PW308) ISRAEL AIRCRAFT IAI 1121 Jetcommander IAI 1121/1123 (GE CJ610) INDUSTRIES IAI 1121A Jetcommander IAI 1121B Jetcommander IAI 1123 Commodore Jet IAI 1124 Westwind IAI 1124 (Honeywell TFE731) IAI 1124A Westwind JSC Sukhoi Civil RRJ-95B Superjet 100 RRJ-95 (PowerJet SaM146) Aircraft KELOWNA 440 Convair 580 (RR Corp 501) (Convair) LEARJET LJ 23 Learjet 23 (GE CJ610) 24 /24A Learjet 24/25 (GE CJ610) 24B/24B-A 24C 24D/24D-A 24E 24F/24F-A 25

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text: 25A 25B 25C 25D 25F 31/31A Learjet 31 (Honeywell TFE731) 35/35A Learjet 35/36 (Honeywell TFE731) 36/36A 55/55B/55C Learjet 55 (Honeywell TFE731) Learjet 60 LJ60 Learjet 60 (PWC PW305) LJ60XR Learjet 40 LJ45 Learjet Model 45 (Honeywell TFE731) LJ40XR Learjet 45 LJ45 LJ 45XR Learjet 70 LJ 70 Learjet 75 LJ 75 LOCKHEED 1329-25 JetStar II Lockheed 1329 (Honeywell TFE731) MARTIN Corporation 1329-23D JetStar Lockheed 1329 PW (PW JT12) Model 188C Electra Lockheed 188 (RR Corp 501) Model L188A Electra 382G Hercules Lockheed 382 (RR Corp 501) L-1011-385-1 TriStar Lockheed L-1011 (RR RB211) L-1011-385-1-15 TriStar L-1011-385-3 TriStar

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: M7 AEROSPACE SA-26-T Fairchild SA26-T (PWC PT6) SA26AT Fairchild SA26 AT (Honeywell TPE331) SA226-AT Fairchild SA226 Series (Honeywell TPE331) SA226-T SA226-T(B) SA226-TC SA227-AC Swearingen Fairchild SA227 Series (Honeywell TPE331) Metro SA227-AT SA227-BC Swearingen Metro SA227-CC SA227-DC SA227-TT SA227-PC Swearingen Fairchild SA227 Series (PWC PT6) Metro McDONNELL DC-10-10 DC-10/MD-10 (GE CF6) DOUGLAS Corporation DC-10-30 BOEING COMPANY DC-10-30F DC-8 Series 70 DC-8 (CFM56) DC-8 Series 70F DC-8 Series 50 DC-8 (PW JT3D) DC-8 Series 60 DC-8 Series 60F DC-8F

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: DC-8 Series 40 DC-8 (RR Conway) DC-9-10 Series DC-9 (PW JT8D) DC-9-20 Series DC-9-30 Series DC-9-40 Series DC-9-50 Series 717-200 MD 717-200 (RRD BR700-715) MD-11 MD-11 (GE CF6) MD-11F MD-11 MD-11 (PW 4000) DC-9-81 (MD- MD-81 MD-80 Series (PW JT8D) 81) Series DC-9-82 (MD- MD-82 82) Series DC-9-83 (MD- MD-83 83) Series DC-9-87 (MD- MD-87 87) Series MD-88 MD-90 Series MD-90 (IAE V2500) MITSUBISHI MU-2B-26A Mitsubishi MU-2B (Honeywell TPE331) Heavy Industries MU-2B-36A MU-2B-40 MU-2B-60 PIAGGIO Aero P.166 DP1 Piaggio P166 (PWC PT6) Industries P180 Avanti Piaggio P180 Avanti/Avanti II (PWC PT6)

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: P180 Avanti II PILATUS PC-12 Pilatus PC-12 (PWC PT6) AIRCRAFT PC-12/45 PC-12/47 PC-12/47E PIPER AIRCRAFT PA31T to T3 Cheyenne Piper PA-31T Series (PWC PT6) PA-42-1000 Cheyenne 400LS Piper PA-42 (Honeywell TPE-331) PA-42 Cheyenne III Piper PA-42 (PWC PT6) PA-42-720 Cheyenne IIIA PA-42-720R PA-46-500TP Malibu Meridian Piper PA-46-500TP (PWC PT6) POLSKIE ZAKLADY PZL M28 00 PZL M 28 (PWC PT6) LOTNICZE PZL M28 02 PZL M28 05 ASI AVIATION F 406 Caravan II Reims-Cessna F 406 (PWC PT6) RUAG Aerospace DO 28 D-6 Dornier Do 28 Series (PWC PT6) Services GmbH Dornier 128-6 228-100 series Dornier 228 (Honeywell TPE331) 228-200 series SAAB AB, SAAB 340A(SF340A) Saab-Fairchild Saab (SF) 340 (GE CT7) Aerosystems 340A 340B 2000 Saab 2000 (RR Corp AE2100) SABRELINER NA-265-65 Sabreliner NA-265 (Honeywell TFE731) Corporation NA-265-65 Sabreliner NA-265 (PW JT12)

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text: SHORT BROTHERS SC7 Series 3 Skyvan Shorts SC7 (Honeywell TPE331) SD3-30 Variant 200 Shorts SD3 Series-30/SD3-60 (PWC PT6) SD3-60 Variant 200 SD3-60 SHERPA Variant 200 SD3-SHERPA Variant 200 SOCATA TBM 700 A Socata TBM 700 Series (PWC PT6) TBM 700 B TBM 700 C1 TBM 700 C2 TBM 700 N TBM 850 TBM 900 TUPOLEV PSC TU 204-120CE Tupolev TU 204 (RR RB211) TWIN COMMANDER 681 Twin Commander 680/681/690/695 Series (Honeywell TPE331) AIRCRAFT 690 Corporation 695 680-T 680-V 680-W 690A 690B 690C 690D 695A 695B VIKING AIR DHC-6-1 Twin Otter De Havilland DHC-6 (PWC PT6)

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: STCs in AEROPLANES GROUP 1

text: GROUP 1 AEROPLANES Commercial STC holder Model Part-66 Type rating endorsement designation

text: GOMOLZIG Dornier Do 28 Dornier Do 28 (Walter M601) FLUGZEUG-UND D-2 MASCHINENBAU JET AVIATION AG Fan Jet Falcon Falcon 20E (Honeywell TFE731) Series E

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text: APPENDICES TO AMC TO PART-66

text: NEXTANT Beech 400A Beech 400A (Williams FJ44) AEROSPACE, L.L.C.

text: GROUP 1 HELICOPTERS

text: Commercial TC holder Model Part-66 Type rating endorsement Designation

text: AGUSTAWESTLAND A109E Agusta A109 Series (PWC PW206/207) A109N A109S AW109SP A109 Agusta A109 Series (RR Corp 250) A109A A109AII A109C A109K2 Agusta A109 (Turbomeca Arriel 1) A109E Agusta A109 Series (Turbomeca Arrius 2) A109LUH AB139 Agusta AB139/AW139 (PWC PT6) AW139 EH101-500 Agusta/Westland EH-101 (GE CT7) Series EH101-510 Series EH101-300 AW169 AW169 (PWC 210) AW189 AW189 (GE CT7)

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text: GROUP 1 HELICOPTERS

text: AB 212 Bell 212/Agusta AB212 (PWC PT6) BELL HELICOPTER 212 TEXTRON, INC. AGUSTA AB 204 B Series Agusta AB204, AB205/Bell 204, 205 (Honeywell T53) AB 205 A1 BELL HELICOPTER 204B TEXTRON, INC. 205A-1 BELL HELICOPTER 412 Bell 412/Agusta AB412 (PWC PT6) TEXTRON, INC 412EP 412CF AGUSTA AB 412 AB 412 EP BELL HELICOPTER 214B Bell 214 (Honeywell T5508) TEXTRON 214B-1 214ST Bell 214ST(GE CT7) BELL HELICOPTER 222 Bell 222 (Honeywell LTS 101) CANADA 222B 222U 230 230 Executive Bell 230 (RR Corp 250) 230 230 Utility 230 230 EMS 427 Bell 427 (PWC PW207D)

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text: GROUP 1 HELICOPTERS

text: 429 Bell 429 (PWC PW207D) 430 Bell 430 (RR Corp 250) ERICKSON AIR- EAC S-64F Erickson S-64 (PW JFTD 12) CRANE AIRBUS SA 330 J Eurocopter SA 330 (Turbomeca Turmo) HELICOPTERS AS 332 C Eurocopter AS 332 (Turbomeca Makila AS 332 L 1A/1A1) AS 332 C1 AS 332 L1 AS 332 L2 Eurocopter AS 332 L2 (Turbomeca Makila 1A2) AS 355 E Eurocopter AS 355 (RR Corp 250) AS 355 F AS 355 F1 AS 355 F2 AS 355 N Eurocopter AS 355 (Turbomeca Arrius 1) AS 355 NP SA 365 N Eurocopter SA 365 N/N1, AS 365 N2 (Turbomeca Arriel 1) SA 365 N1 Dauphin AS 365 N2 Dauphin AS 365 N3 Dauphin Eurocopter AS 365 N3 (Turbomeca Arriel 2C) EC 155 B Eurocopter EC 155 (Turbomeca Arriel 2) EC 155 B1 EC 175 B Eurocopter EC 175 (PWC PT6C)

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text: GROUP 1 HELICOPTERS

text: EC 225 LP Eurocopter EC 225 (Turbomeca Makila 2A) SA 365 C Dauphin Eurocopter SA 365 C Series (Turbomeca Arriel 1) SA 365 C1 Dauphin SA 365 C2 Dauphin SA 365 C3 Dauphin SA 366 G1 Dauphin Eurocopter SA 366 G1 Series (Lycoming LTS101) Philippine P-BO 105 C BO 105 series (RR Corp 250) Aerospace P-BO 105 S Development Corp AIRBUS BO 105 A HELICOPTERS BO 105 C DEUTSCHLAND BO 105 D Series GmbH BO 105 LS A-1 BO 105 LS A-3 BO 105 S EC 135 P1 Eurocopter EC 135 (PWC PW206) EC 135 P2 EC 135 P2+ EC 135 P3 EC 635 P2+ EC 635 P3 EC 135 T1 Eurocopter EC 135 (Turbomeca Arrius 2B) EC 135 T2

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text: GROUP 1 HELICOPTERS

text: EC 135 T2+ EC 135 T3 EC 635 T1 EC 635 T2+ EC 635 T3 MBB-BK 117 A Eurocopter MBB-BK 117 A/B (Honeywell LTS Series 101) MBB-BK 117 B Series MBB-BK 117 C1 Eurocopter MBB-BK 117 C1 (Turbomeca Arriel 1) MBB-BK 117 C2 EC145 Eurocopter MBB-BK 117 C2 (Turbomeca Arriel 1) MBB-BK 117 D2 EC145 T2 Eurocopter MBB-BK 117 D2 (Turbomeca Arriel 2) H145 KAMAN K-1200 Kaman K-1200 (Honeywell T5317) AEROSPACE CORPORATION KAMOV Ka-32A11BC Kamov Ka 32 (Klimov) MD HELICOPTERS, MD900 MD Helicopters MD900 (PWC PW206/207) Inc. PZL-ŚWIDNIK W-3A PZL-Swidnik W-3A/W-3AS (Rzeszow PZL- 10W) W-3AS AGUSTA AS61N Agusta AS61N/Sikorsky S-61N (GE CT58) AS61NI SIKORSKY S-61N AIRCRAFT

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text: GROUP 1 HELICOPTERS

text: S-61NM S-58 BT to JT Sikorsky S-58 (PWC PT6T) S-76A Sikorsky S-76A (RR Corp 250) S-76A S-76A+ Sikorsky S-76 (Turbomeca Arriel 1) S-76A S-76A++ S-76B S-76B Sikorsky S-76B (PWC PT6) S-76C Sikorsky S-76C (Turbomeca Arriel 1) S-76C S-76C+ Sikorsky S-76C (Turbomeca Arriel 2) S-76C S-76C++ S-76D Sikorsky S-76D (PW210S) S-92A Sikorsky S-92A (GE CT7-8)

text: STCs in HELICOPTERS GROUP 1

text: Commercial STC holder Model Part-66 Type rating endorsement Designation

text: Heli-Air Inc. Bell 222 Bell 222 (RR Corp 250)

text: SUBGROUP 2a: SINGLE TURBO-PROPELLER ENGINE AEROPLANES (Other than those in Group 1)

text: TC holder Part-66 Type rating endorsement

text: AERO VODOCHODY Aero Ae-270 (PWC PT6) AIR TRACTOR Air Tractor AT-302 (Lycoming LTP-101) Air Tractor AT-400/500/600 Series (PWC PT6) ALENIA AERMACCHI Aermacchi SF260 (RR Corp 250)

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: ALLIED AG CAT Productions Grumman G-164 (PWC PT6) CESSNA AIRCRAFT Company Cessna (Soloy) 206/207 (RR Corp 250) Cessna 208 Series (PWC PT6) Cessna 210 (RR Corp 250) EADS PZL ‘WARSZAWA-OKECIE’ EADS PZL PZL-106 BT (Walter M601) EADS PZL PZL-106 BTU (PWC PT6) EXTRA Flugzeugproduktions- und Extra EA-400-500 (RR Corp 250) Vertriebs-GmbH GROB Aircraft AG Grob G 120TP (RR Corp 250) MAULE AEROSPACE TECHNOLOGY Maule MX-7 (RR Corp 250) PACIFIC AEROSPACE Corporation PAC 750XL (PWC PT6) PILATUS AIRCRAFT Pilatus PC-6 Series (Turbomeca Astazou) Pilatus PC-6 (PWC PT6) Pilatus PC-6 Series (Honeywell TPE 331) THRUSH AIRCRAFT Ayres S2R Series (PWC PT6) VIKING AIR (Bombardier) (De De Havilland DHC-2 (PWC PT6) Havilland) ZLIN AIRCRAFT Zlin Z-37 T Series (Walter M601)

text: STCs in AEROPLANES SUBGROUP 2a

text: STC holder Part-66 Type rating endorsement

text: AERO TWIN, Inc. / Cessna 208/208B (Honeywell TPE331) SUPERVAN SYSTEMS, LTD.

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: JETPROP, LLC. Piper PA-46 Pressurised (PWC PT6) SOLOY, LLC Cessna 206 (RR Corp 250) SOLOY, LLC Cessna 207 (RR Corp 250) WEST PACIFIC AIR, LLC Beech 36TC (PWC PT6)

text: SUBGROUP 2b: SINGLE TURBINE ENGINE HELICOPTERS (Other than those in Group 1)

text: AGUSTA A119 Koala Agusta A119/ Agusta AW119MkII (PWC PT6) AW119 MkII Koala BELL HELICOPTER 407 Bell 407 (RR Corp 250) CANADA AGUSTA AB 206A Agusta AB206/Bell 206 (RR Corp 250) AB 206B BELL HELICOPTER 206 Series from TEXTRON CANADA A to L LIMITED THE ENSTROM 480/480B Enstrom 480 (RR Corp 250) HELICOPTER CORPORATION AIRBUS AS 350 B Écureuil Eurocopter AS 350 (Turbomeca Arriel 1) HELICOPTERS AS 350 B1 AS 350 B2 AS 350 BA AS 350 BB AS 350 B3 Eurocopter AS 350 (Turbomeca Arriel 2)

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text: AS 350 D Eurocopter AS 350 (Honeywell LTS 101) EC 120 B Colibri Eurocopter EC 120 (Turbomeca Arrius 2F) EC 130 B4 Eurocopter EC 130 (Turbomeca Arriel 2) EC 130 T2 SA 315 B Lama Eurocopter SA 315B (Turbomeca Artouste) SA 3180 Alouette- Eurocopter SA 318 (Turbomeca Astazou) Astazou SA 318 B SA 318 C SA 319 B Alouette III Eurocopter SA 319 (Turbomeca Astazou XIV) SA 341 G Gazelle Eurocopter SA 341 (Turbomeca Astazou) SA 342 J Gazelle Eurocopter SA 342 J (Turbomeca Astazou XIV) SE 3160 Alouette III Eurocopter SA 316 B/SA 316 C (Turbomeca Artouste) SA 316 B SA 316 C MD HELICOPTERS 369 H series MD Helicopters 369 Series/SEI NH-500D (RR INC. (MDHI) Corp 250) 369 D, E and FF Mecaer Aviation NH-500D Group MD HELICOPTERS 500N MD Helicopters 500N/600N AMD500N (RR INC. (MDHI) Corp 250) 600N Mecaer Aviation AMD-500N Group

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: PZL-ŚWIDNIK SW-4 PZL SW-4 (RR Corp 250)

text: ROBINSON R66 Robinson R66 (RR Corp 250) HELICOPTER COMPANY

text: SCHWEIZER 269D Schweizer 269D (RR Corp 250) AIRCRAFT CORPORATION

text: SUBGROUP 2c: SINGLE PISTON-ENGINE HELICOPTERS (Other than those in Group 1)

text: ANTARES SH-4 Silvercraft SH-4 (Franklin) INTERNATIONAL

text: (Aircraft with SAS)

text: BRANTLY B-2 Brantly B2 (Lycoming) INTERNATIONAL, INC.

text: HELICOPTÈRES G2 Cabri Cabri G2 (Lycoming) GUIMBAL

text: THE ENSTROM F-28 series Enstrom

text: (Lycoming) HELICOPTER

text: CORPORATION 280 series

text: Mecaer Aviation NH 300C Model 300C Schweizer/Breda Nardi 269/300 (Lycoming) Group

text: SCHWEIZER 269A Model 300C AIRCRAFT CORPORATION

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: 269B Model 300C 269C Model 300C 269C-1 Model 300C ROBINSON R22 Robinson R22/R44 Series (Lycoming) HELICOPTER COMPANY R22 ALPHA R22 BETA R22 MARINER R44 R44 II SIKORSKY S-58 A to J Sikorsky S-58 (Wright Cyclone) AIRCRAFT

text: GROUP 3: PISTON-ENGINE AEROPLANES (Other than those in Group 1)

text: Type of structure MTOM Part-66 Type rating TC holder endorsement 2T and ABOVE BELOW 2T

text: AD Holdings, Inc Thorp T-211 (Continental) Metal X Thorp T-211 (Jabiru) Metal X AERO Sp.z.o.o Aero AT-3 (Rotax) Metal X AERODIF (Dyn'aviation) CAP 10 (Lycoming) Wood X CAP 20/21 (Lycoming) Wood X CAP 230 Series (Lycoming) Composite + Wood X AEROSTAR AIRCRAFT Piper PA-60/61 Series Metal X

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: Corporation (Lycoming) Piper PA-60/61 Pressurised Metal+Pressurised X (Lycoming) AIR TRACTOR Air Tractor AT-250/300 (PW Metal X R985) Air Tractor AT-301/401/501 Metal X (PW R1340) Air Tractor AT-401 (PZL-3S) Metal X Air Transport Group Lake C/LA Series (Lycoming) Metal X Holdings, Inc AIRCRAFT Design and (WD) D4 Fascination (Rotax) Composite X Certification Lightwing AC4 (Rotax) Composite X AIRCRAFT INDUSTRIES Let L 200 (LOM) Metal X Let Z-37 Series (LOM) Metal tubing fabric X ALENIA AERMACCHI Aermacchi F260 Series Metal X (Lycoming) SIAI-Marchetti S.205 (Franklin) Metal X SIAI-Marchetti S.205/S.208 Metal X (Lycoming) ALEXANDRIA Aircraft LLC Bellanca 14-19 Series Wood + X (Continental) Metal tubing fabric Bellanca 17-30 (Continental) Wood + X Metal tubing fabric Bellanca 17-31 Series Wood + X

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: (Lycoming Metal tubing fabric ALLIED AG CAT Grumman G-164 (Continental) Metal X Productions Grumman G-164 (Jacobs) Metal X Grumman G-164 (PW R Series) Metal X ALPHA AVIATION Robin HR 200/ R 2000 series Metal X (Lycoming) AMERICAN CHAMPION Champion 7 (Superior) Wood + X Metal tubing fabric Aircraft Corp. Champion 7 (Lycoming) Wood + X Metal tubing fabric Champion 7 (Continental) Wood + X Metal tubing fabric Champion 8 Series (Lycoming) Wood + X Metal tubing fabric AQUILA Aviation by Aquila AT01 (Rotax) Composite X Excellence AG AUGUSTAIR VARGA 2150/2180 (Lycoming) Metal X BEECHCRAFT Corporation Beech 19 Series (Lycoming) Metal X Beech 23 Series (Lycoming) Metal X Beech 24 Series (Lycoming) Metal X Beech 33 Series (Continental) Metal X Beech 35 Series (Continental) Metal X

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: Beech 36 Series (Continental) Metal X Beech 50 Series (Lycoming) Metal X Beech 55 Series (Continental) Metal X Beech 56 Series (Lycoming) Metal X Beech 58 Series (Continental) Metal X Beech 58P (Continental) Metal + Pressurised X Beech 58TC (Continental) Metal X Beech 60 Series (Lycoming) Metal X Beech 65-80 Series (Lycoming) Metal X Beech 76 (Lycoming) Metal X Beech 77 (Lycoming) Metal X Beech 95 Series (Lycoming) Metal X Beech 95 Series (Continental) Metal X Beech A23 (Continental) Metal X BERIEV Beriev Be-103 (Continental) Metal X B-N GROUP Ltd. (Britten- Britten-Norman BN.2A Mark III Metal X Norman) (Lycoming) Britten-Norman BN2A Series Metal X (Lycoming) Britten-Norman BN2B Series Metal X (Lycoming) CEAPR Robin ATL/ATL S (JPX 4T60) Wood + X Composite

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: Robin ATL L (Limbach L2000) Wood + X Composite Robin DR 200 series (Potez) Wood X Robin DR 220 series Wood X (Continental) Robin DR 221 series (Lycoming) Wood X Robin DR 250 series (Lycoming) Wood X Robin DR 253 series (Lycoming) Wood X

text: Robin DR 300 series (Lycoming) Wood X Robin DR 400 series (Lycoming) Wood X Robin DR 400 Series (Technify) Wood X Robin DR 400RP (Porsche) Wood X Robin HR 100 series Metal X (Continental) Robin HR 100 series (Lycoming) Metal X Robin R 1180 series (Lycoming) Metal X Robin R 3000 series (Lycoming) Metal X CESSNA AIRCRAFT Company Cessna 175 Series Metal X (Continental) Cessna 177 Series (Lycoming) Metal X Cessna 180 Series Metal X

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: (Continental) Cessna 185 Series Metal X (Continental) Cessna 188 (Continental) Metal X Cessna 206 Series Metal X (Continental) Cessna 206 Series (Lycoming) Metal X Cessna 207 Series Metal X (Continental) Cessna 210 Series Metal X (Continental) Cessna P210 (Continental) Metal + Pressurised X Cessna 310/320 Series Metal X (Continental) Cessna 321 (Continental) Metal X Cessna 335 (Continental) Metal + Pressurised X Cessna 336 (Continental) Metal X Cessna 340 (Continental) Metal + Pressurised X Cessna T303 (Continental) Metal X Cessna/Reims-Cessna Metal X 150/F150 Series (Continental) Cessna/Reims-Cessna Metal X 152/F152 Series (Lycoming) Cessna/Reims-Cessna Metal X 172/F172 Series (Continental)

text: (EU) No 1321/2014

text: APPENDICES TO AMC TO PART-66

text: Cessna/Reims-Cessna Metal X 172/F172 Series (Lycoming) Cessna/Reims-Cessna Metal X 182/F182 Series (Continental) Cessna/Reims-Cessna Metal X 182/F182 Series (Lycoming) Cessna/Reims-Cessna 337 Metal X Series (Continental) (not pressurised) Cessna/Reims-Cessna 337 Metal + Pressurised X Series (Continental) (pressurised) Cessna C300/C350/C400 Composite X (Continental) Cirrus SR20/SR22/SR22T Series Composite X (Continental) CIRRUS Design Corporation Commander 112 (Lycoming) Metal X COMMANDER PREMIER Commander 114 (Lycoming) Metal X AIRCRAFT CO. Czech Sport PS-28 (Rotax) Metal X Czech Sport Aircraft a.s. Beagle B.121 series 1 Metal X (Continental) DE HAVILLAND Support Beagle B.121 series 2/3 Metal X (Lycoming) (Aircraft with SAS) Decourt DMS 884 (Franklin) Wood X

text: (EU) No 1321/2014

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text: DECOURT Diamond DA20 (Continental) Composite X (Aircraft with SAS) DIAMOND AIRCRAFT Diamond DA20/DV20 (Rotax) Composite X Industries Diamond DA40 (Austro Engine) Composite X Diamond DA40 (Lycoming) Composite X Diamond DA40 D (Technify) Composite X Diamond DA42 Series (Austro Composite X Engine) Diamond DA42 Series Composite X (Technify) Diamond DA62 (Austro Engine) Composite X Aerocommander 100 Metal X (Lycoming) DYNAC AEROSPACE Bölkow BO 208 (Continental) Metal X Corporation EADS Deutschland Bölkow BO 209 (Lycoming) Metal X Military Air Syst Bölkow BO 207 (Lycoming) Wood X SIAT 223 (Lycoming) Metal X PZL-104 Wilga (Lycoming) Metal X EADS PZL ‘WARSZAWA- PZL-104 Wilga Series (PZL) Metal X OKECIE’ PZL-104A Wilga (Ivchenko) Metal X PZL-110 Koliber (Franklin) Metal X

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text: PZL-Koliber 150 Series Metal X (Lycoming) PZL-Koliber 160 (Lycoming) Metal X PZL-106 Series (PZL) Metal X EADS PZL ‘WARSZAWA- RS 180 (Lycoming) Wood X OKECIE’ (Aircraft with SAS) E.I.S Aircraft GmbH Evektor EV-97 VLA (Rotax) Metal X EVEKTOR SportStar RTC (Rotax) Metal X Extra EA-200/300 Series Composite X (Lycoming) EXTRA Extra EA-400 (Continental) Composite + X Flugzeugproduktions- Pressurised und Vertriebs-GmbH AS202 Series (Lycoming) Metal X FFA ALTENRHEIN SC01 Series (Lycoming) Composite X FFT GYROFLUG CTLS-ELA (Rotax) Composite X (Aircraft with SAS) Flight Design GmbH Club Sprint/Sprint 160 Metal X (Lycoming) FLS AEROSPACE OA7 Optica Series (Lycoming) Metal X (Aircraft with SAS) RF 47 (Limbach) Wood X Fournier, René RF 6B (Continental) Wood X RF 6B (Lycoming) Wood X Fuji FA-200 Series (Lycoming) Metal X

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text: FUJI Heavy Industries Gippsland GA8 (Lycoming) Metal X GA8 Airvan Pty Ltd Gardan GY 80 (Lycoming) Metal X GARDAN General Avia F.22 (Lycoming) Metal X (Aircraft with SAS) GENERAL AVIA General Avia F20 Series Metal X Costruzioni Aeronautiche (Continental) (Aircraft with SAS) Ruschmeyer R90-230RG Composite X (Lycoming) Bernd Hager/Anatoli Grob G115/120 Series Composite X Stobbe GbR (Lycoming) GROB Aircraft AG H 40 (Lycoming) Composite X Hoffmann GmbH & Co. III Sky Arrow 650/710 (Rotax) Composite X KG Magnaghi Aeronautica Instytut Lotnictwa I-23 Composite X S.p.A. (INIZIATIVE Manager (Lycoming) INDUSTRIALI ITALIANE) INSTYTUT LOTNICTWA Aerocommander 200 Metal X (Continental) INTERCEPTOR AIRCRAFT Issoire APM 20/30 (Rotax) Composite X Corporation ISSOIRE AVIATION Issoire APM 40 (Continental) Composite X Piper PA-25 Series (Lycoming) Metal tubing fabric X LAVIA ARGENTINA S.A. Liberty XL-2 (Continental) Composite X (LAVIASA) LIBERTY AEROSPACE Maule M4 (Continental) Metal tubing fabric X Incorporated

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text: MAULE AEROSPACE Maule M4 (Franklin) Metal tubing fabric X TECHNOLOGY Maule M4 (Lycoming) Metal tubing fabric X Maule M5 (Continental) Metal tubing fabric X Maule M5 (Franklin) Metal tubing fabric X Maule M5 (Lycoming) Metal tubing fabric X Maule M6 (Lycoming) Metal tubing fabric X Maule M7 Series (Lycoming) Metal tubing fabric X Maule MX-7 (Lycoming) Metal tubing fabric X Mooney M18L (Continental) Metal + Wood X MOONEY AIRPLANE Mooney M20 (Continental) Metal X Company Mooney M20/M20A Metal + Wood X (Lycoming) Mooney M20B to M20S/M22 Metal X (Lycoming) Nipper T-66 (Stark) Wood + X Metal tubing fabric NIPPER SKYCAR (Lycoming) Metal X OMA SUD SPA Sky Piaggio P166 (Lycoming) Metal X Technolgies PIAGGIO Aero Industries Pilatus PC-6 Series (Lycoming) Metal X PILATUS AIRCRAFT Piper PA-23 Aztec (Lycoming) Metal X PIPER AIRCRAFT Piper PA-24 Series (Lycoming) Metal X

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text: Piper PA-28 Series Metal X (Continental) Piper PA-28 Series (Lycoming) Metal X Piper PA-28 Series (Thielert) Metal Piper PA-30 Series (Lycoming) Metal X Piper PA-31 Series (Lycoming) Metal X Piper PA-31P (Lycoming) Metal + Pressurised X Piper PA-32 Series (Lycoming) Metal X Piper PA-34 Series Metal X (Continental) Piper PA-34 Series (Lycoming) Metal X Piper PA-36 Series Metal X (Continental) Piper PA-36 Series (Lycoming) Metal X Piper PA-38 Series (Lycoming) Metal X Piper PA-39/40 Series Metal X (Lycoming) Piper PA-44 Series (Lycoming) Metal X Piper PA-46 Pressurised Metal + Pressurised X (Continental) Piper PA-46 Pressurised Metal + Pressurised X (Lycoming) Piper PA-46 Series (Lycoming) Metal X PZL M 18 (PZL) Metal X

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text: Polskie Zakłady Lotnicze PZL M 26 (Lycoming) Metal X Sp. z o. o. PZL-M20 (PZL) Metal X Polskie Zakłady Lotnicze Metal Sp. z o. o. (Aircraft with SAS) REVO C/LA-4 Series (Lycoming) Metal X REVO, Inc Do 28 Series (Lycoming) Metal X RUAG AEROSPACE IAR-46 (Rotax) Metal X Services GmbH S.C.Constructii SF 23 Series (Continental) Wood + X Aeronautice S.A Metal tubing fabric SCHEIBE Flugzeugbau SF 23 Series (Lycoming) Wood + X Metal tubing fabric SCHEIBE Flugzeugbau TSC Series (Lycoming) Composite X (Aircraft with SAS) SEASTAR CORP Aviat Husky A (Lycoming) Metal X SKY INTERNATIONAL Pitts S-1 Series (Lycoming) Wood+ X Metal tubing fabric Pitts S-2 Series (Lycoming) Wood + X Metal tubing fabric CA25 Series (Rotax) Wood + X Metal tubing fabric

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text: Skyfox Aviation Ltd Slingsby T67A (Lycoming) Wood X SLINGSBY Aviation Slingsby T67B/T67C/T67M Composite X Series (Lycoming) Grumman GA-7 (Lycoming) Metal X SOCATA SOCATA MS 881 (Potez) Metal X SOCATA MS 884/894/PZL Metal X Koliber (Franklin) SOCATA Rallye Series Metal X (Continental) SOCATA Rallye Series Metal X (Lycoming) SOCATA TB Series (Lycoming) Metal X SOCATA ST10 (Lycoming) Metal X SOCATA (Aircraft with Sportavia Putzer RS180 Wood + Composite X SAS) (Lycoming) Sportavia Putzer Republic UC-1 (Lycoming) Metal X (Aircraft with SAS) STOL AIRCRAFT Stemme ASP S15 (Rotax) Composite X Corporation STEMME AG Sukhoi Su-29/31 (MGA) Composite X SUKHOI Sukhoi SU-29 (Vedeneyev) Composite X SUKHOI Sukhoi SU-31 (Vedeneyev) Composite X (Aircraft with SAS) Symphony OMF-100-160 Metal X (Lycoming)

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text: Symphony Aircraft Taylorcraft 19 Series Wood + X Industries Inc (Continental) Metal tubing fabric TAYLORCRAFT 2000 Taylorcraft F21/F22 Series Wood + X (Lycoming) Metal tubing fabric Tecnam P2006T (Rotax) Metal X TECNAM Costruzioni Tecnam P92 (Rotax) Metal X Aeronautiche Tecnam P2002 (Rotax) Metal X Tecnam P2008 (Rotax) Composite + Metal X Tecnam P2010 (Lycoming) Composite + Metal X Ayres S2R (PW R-985) Metal tubing fabric X

text: THRUSH Aircraft Grumman/American AA-1 Metal X Series (Lycoming) TRUE FLIGHT Holdings Grumman/American AA-5 Metal X Series (Lycoming) Commander 500 Series/680 Metal X Series (Lycoming) TWIN COMMANDER Commander 680P (Lycoming) Metal + Pressurised X AIRCRAFT Corporation Commander 685 (Continental) Metal + Pressurised X Rockwell 700 (Lycoming) Metal + Pressurised X Commander 720 (Lycoming) Metal + Pressurised X Partenavia P.64 (Lycoming) Metal X

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text: VULCANAIR Partenavia P.66 (Lycoming) Metal X Vulcanair P.68 Series Metal X (Lycoming) Waco YMF (Jacobs) Wood + X Metal tubing fabric WACO Aircraft Company Waco 2T Series (Lycoming) Wood + X Metal tubing fabric WACO Classic Aircraft CERVA CE43 (Lycoming) Metal X Corp WASSMER CERVA CE44 (Continental) Metal X (Aircraft with SAS) WA4/21 Series (Lycoming) Wood + X Metal tubing fabric WA40 Series (Lycoming) Wood + X Metal tubing fabric WA41 (Lycoming) Wood + X Metal tubing fabric XtremeAir XA42 (Lycoming) Composite X XtremeAir GmbH Yakovlev YAK-18T (Vedeneyev) Metal X YAKOVLEV (Aircraft EM-11 (Lycoming) Composite X with SAS) ZAKŁADY LOTNICZE Zenair CH2000 (Lycoming) Metal X ZENAIR LTD Zlin Z-143 L (Lycoming) Metal X ZLIN AIRCRAFT Zlin Z-242 L (Lycoming) Metal X

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text: (MORAVAN AVIATION) Zlin Z-26 Series (Walter Metal X Minor/AVIA) Zlin Z-42 Series (LOM) Metal X Zlin Z-43 Series (LOM) Metal X Zlin Z-50 Series (LOM) Metal X Zlin Z-50L Series (Lycoming) Metal X Zlin Z-526 L (Lycoming) Metal X

text: STCs in AEROPLANES GROUP 3

text: Type of structure MTOM Part-66 Type rating STC holder endorsement 2T and ABOVE BELOW 2T

text: BARBARA AND ROPERT Cessna 150 Series (Lycoming) Metal X WILLIAMS HOFFMANN GmbH & Co. Cessna Metal X KG 150/A150/F150/FA150 (Rotax) LTB SAMMET GmbH Cessna 150 (Rotax) Metal X PORSCHE AG Cessna 182Q/F182Q Metal X (Porsche) SMA ENGINES INC. Cessna 182Q/182R (SMA) Metal X

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text: SPERL TECHNIK & Cessna Metal X ENTWICKLUNGEN 150/A150/F150/FA150 (Rotax) TECHNIFY MOTORS GmbH Robin DR 400 (Technify) Wood X Cessna 172/F172 (Technify) Metal X Piper PA-28- Metal X 140/150/151/160/161/180/ 181 (Technify) Cirrus SR22 (Technify) Composite X Cessna 206 (Technify) Metal X

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text: APPENDIX II

text: Aircraft Type Practical Experience and On-the-Job Training

text: List of Tasks

text: Time limits/Maintenance checks

text: 100 hour check (general aviation aircraft). ‘B’ or ‘C’ check (transport category aircraft). Assist carrying out a scheduled maintenance check i.a.w. AMM. Review Aircraft maintenance log for correct completion. Review records for compliance with Airworthiness Directives. Review records for compliance with component life limits. Procedure for inspection following heavy landing. Procedure for inspection following lightning strike.

text: Dimensions/Areas

text: Locate component(s) by zone/station number. Perform symmetry check.

text: Lifting and Shoring

text: Assist in: Jack aircraft nose or tail wheel. Jack complete aircraft. Sling or trestle major component.

text: Levelling/Weighing

text: Level aircraft. Weigh aircraft. Prepare weight and balance amendment. Check aircraft against equipment list.

text: Towing and Taxiing

text: Prepare for aircraft towing. Tow aircraft. Be part of aircraft towing team.

text: Parking and mooring

text: Tie down aircraft. Park, secure and cover aircraft. Position aircraft in dock. Secure rotor blades.

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text: Placards and Markings

text: Check aircraft for correct placards. Check aircraft for correct markings.

text: Servicing

text: Refuel aircraft. Defuel aircraft. Carry out tank to tank fuel transfer. Check/adjust tire pressures. Check/replenish oil level. Check/replenish hydraulic fluid level. Check/replenish accumulator pressure. Charge pneumatic system. Grease aircraft. Connect ground power. Service toilet/water system Perform pre-flight/daily check.

text: Vibration and Noise Analysis

text: Analyse helicopter vibration problem. Analyse noise spectrum. Analyse engine vibration.

text: Air Conditioning

text: Replace combustion heater. Replace flow control valve. Replace outflow valve. Replace safety valve. Replace vapour cycle unit. Replace air cycle unit. Replace cabin blower. Replace heat exchanger. Replace pressurisation controller. Clean outflow valves. Deactivate/reactivate cargo isolation valve. Deactivate/reactivate avionics ventilation components. Check operation of air conditioning/heating system. Check operation of pressurisation system. Troubleshoot faulty system.

text: Auto flight

text: Install servos. Rig bridle cables

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text: Replace controller. Replace amplifier. Replacement of the auto flight system LRUs in case of fly-by-wire aircraft. Check operation of auto-pilot. Check operation of auto-throttle/auto-thrust. Check operation of yaw damper. Check and adjust servo clutch. Perform autopilot gain adjustments. Perform mach trim functional check. Troubleshoot faulty system. Check autoland system. Check flight management systems. Check stability augmentation system.

text: Communications

text: Replace VHF com unit. Replace HF com unit. Replace existing antenna. Replace static discharge wicks. Check operation of radios. Perform antenna VSWR check. Perform Selcal operational check. Perform operational check of passenger address system. Functionally check audio integrating system. Repair co-axial cable. Troubleshoot faulty system.

text: Electrical Power

text: Charge lead/acid battery. Charge Ni-Cad battery. Check battery capacity. Deep-cycle Ni-Cad battery. Replace integrated drive/generator/alternator. Replace switches. Replace circuit breakers. Adjust voltage regulator. Change voltage regulator. Amend electrical load analysis report. Repair/replace electrical feeder cable. Troubleshoot faulty system. Perform functional check of integrated drive/generator/alternator. Perform functional check of voltage regulator. Perform functional check of emergency generation system.

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text: Equipment/Furnishings

text: Replace carpets Replace crew seats. Replace passenger seats. Check inertia reels. Check seats/belts for security. Check emergency equipment. Check ELT for compliance with regulations. Repair toilet waste container. Remove and install ceiling and sidewall panels. Repair upholstery. Change cabin configuration. Replace cargo loading system actuator. Test cargo loading system. Replace escape slides/ropes.

text: Fire protection

text: Check fire bottle contents. Check/test operation of fire/smoke detection and warning system. Check cabin fire extinguisher contents. Check lavatory smoke detector system. Check cargo panel sealing. Install new fire bottle. Replace fire bottle squib. Troubleshoot faulty system. Inspect engine fire wire detection systems.

text: Flight Controls

text: Inspect primary flight controls and related components i.a.w. AMM. Extending/retracting flaps & slats. Replace horizontal stabiliser. Replace spoiler/lift damper. Replace elevator. Deactivation/reactivation of aileron servo control. Replace aileron. Replace rudder. Replace trim tabs. Install control cable and fittings. Replace slats. Replace flaps. Replace powered flying control unit. Replace flat actuator. Rig primary flight controls. Adjust trim tab. Adjust control cable tension.

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text: Check control range and direction of movement. Check for correct assembly and locking. Troubleshoot faulty system. Functional test of primary flight controls. Functional test of flap system. Operational test of the side stick assembly. Operational test of the THS. THS system wear check.

text: Fuel

text: Water drain system (operation). Replace booster pump. Replace fuel selector. Replace fuel tank cells. Replace/test fuel control valves. Replace magnetic fuel level indicators. Replace water drain valve. Check/calculate fuel contents manually. Check filters. Flow check system. Check calibration of fuel quantity gauges. Check operation feed/selectors. Check operation of fuel dump/jettison system. Fuel transfer between tanks. Pressure defuel. Pressure refuel (manual control). Deactivation/reactivation of the fuel valves (transfer defuel, X-feed, refuel). Troubleshoot faulty system.

text: Hydraulics

text: Replace engine driven pump. Check/replace case drain filter. Replace standby pump. Replace hydraulic motor pump/generator. Replace accumulator. Check operation of shut off valve. Check filters/clog indicators. Check indicating systems. Perform functional checks. Pressurisation/depressurisation of the hydraulic system. Power Transfer Unit (PTU) operation. Replacement of PTU. Troubleshoot faulty system.

text: Ice and rain protection

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text: Replace pump. Replace timer. Inspect repair propeller deice boot. Test propeller de-icing system. Inspect/test wing leading edge de-icer boot. Replace anti-ice/deice valve. Install wiper motor. Check operation of systems. Operational test of the pitot-probe ice protection. Operational test of the TAT ice protection. Operational test of the wing ice protection system. Assistance to the operational test of the engine air-intake ice protection (with engines operating). Troubleshoot faulty system.

text: Indicating/recording systems

text: Replace flight data recorder. Replace cockpit voice recorder. Replace clock. Replace master caution unit. Replace FDR. Perform FDR data retrieval. Troubleshoot faulty system. Implement ESDS procedures. Inspect for HIRF requirements. Start/stop EIS procedure. Bite test of the CFDIU. Ground scanning of the central warning system.

text: Landing Gear

text: Build up wheel. Replace main wheel. Replace nose wheel. Replace steering actuator. Replace truck tilt actuator. Replace gear retraction actuator. Replace uplock/downlock assembly. Replace shimmy damper. Rig nose wheel steering. Functional test of the nose wheel steering system. Replace shock strut seals. Replace brake unit. Replace brake control valve. Bleed brakes. Replace brake fan. Test anti-skid unit.

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text: Test gear retraction. Change bungees. Adjust micro switches/sensors. Charge struts with oil and air. Troubleshoot faulty system. Test auto-brake system. Replace rotorcraft skids. Replace rotorcraft skid shoes. Pack and check floats. Flotation equipment. Check/test emergency blowdown (emergency landing gear extension). Operational test of the landing gear doors.

text: Lights

text: Repair/replace rotating beacon. Repair/replace landing lights. Repair/replace navigation lights. Repair/replace interior lights. Replace ice inspection lights. Repair/replace logo lights. Repair/replace emergency lighting system. Perform emergency lighting system checks. Troubleshoot faulty system

text: Navigation

text: Calibrate magnetic direction indicator. Replace airspeed indicator. Replace altimeter. Replace air data computer. Replace VOR unit. Replace ADI. Replace HSI. Check pitot static system for leaks. Check operation of directional gyro. Functional check weather radar. Functional check doppler. Functional check TCAS. Functional check DME. Functional check ATC Transponder Functional check flight director system. Functional check inertial nav system. Complete quadrantal error correction of ADF system. Update flight management system database. Check calibration of pitot static instruments. Check calibration of pressure altitude reporting system.

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text: Troubleshoot faulty system. Check marker systems. Compass replacement direct/indirect. Check Satcom. Check GPS. Test AVM.

text: Oxygen

text: Inspect on board oxygen equipment. Purge and recharge oxygen system. Replace regulator. Replace oxygen generator. Test crew oxygen system. Perform auto oxygen system deployment check. Troubleshoot faulty system.

text: Pneumatic systems

text: Replace filter. Replace air shut off valve. Replace pressure regulating valve. Replace compressor. Recharge dessicator. Adjust regulator. Check for leaks. Troubleshoot faulty system.

text: Vacuum systems

text: Inspect the vacuum system i.a.w. AMM. Replace vacuum pump. Check/replace filters. Adjust regulator. Troubleshoot faulty system.

text: Water/Waste

text: Replace water pump. Replace tap. Replace toilet pump. Perform water heater functional check. Troubleshoot faulty system. Inspect waste bin flap closure.

text: Central Maintenance System

text: Retrieve data from CMU. Replace CMU.

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text: Perform Bite check. Troubleshoot faulty system.

text: Airborne Auxiliary power

text: Install APU. Inspect hot section. Troubleshoot faulty system.

text: Structures

text: Assessment of damage. Sheet metal repair. Fibre glass repair. Wooden repair. Fabric repair. Recover fabric control surface. Treat corrosion. Apply protective treatment.

text: Doors

text: Inspect passenger door i.a.w. AMM. Rig/adjust locking mechanism. Adjust air stair system. Check operation of emergency exits. Test door warning system. Troubleshoot faulty system. Remove and install passenger door i.a.w. AMM. Remove and install emergency exit i.a.w. AMM. Inspect cargo door i.a.w. AMM.

text: Windows

text: Replace windshield. Replace direct vision window. Replace cabin window. Repair transparency.

text: Wings

text: Skin repair. Recover fabric wing. Replace tip. Replace rib. Replace integral fuel tank panel. Check incidence/rig.

text: Propeller

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text: Assemble prop after transportation. Replace propeller. Replace governor. Adjust governor. Perform static functional checks. Check operation during ground run. Check track. Check setting of micro switches. Assessment of blade damage i.a.w. AMM. Dynamically balance prop. Troubleshoot faulty system.

text: Main Rotors

text: Install rotor assembly. Replace blades. Replace damper assembly. Check track. Check static balance. Check dynamic balance. Troubleshoot.

text: Rotor Drive

text: Replace mast. Replace drive coupling. Replace clutch/freewheel unit Replace drive belt. Install main gearbox. Overhaul main gearbox. Check gearbox chip detectors.

text: Tail Rotors

text: Install rotor assembly. Replace blades. Troubleshoot.

text: Tail Rotor Drive

text: Replace bevel gearbox. Replace universal joints. Overhaul bevel gearbox. Install drive assembly. Check chip detectors. Check/install bearings and hangers. Check/service/assemble flexible couplings.

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text: Check alignment of drive shafts. Install and rig drive shafts.

text: Rotorcraft flight controls

text: Install swash plate. Install mixing box. Adjust pitch links. Rig collective system. Rig cyclic system. Rig anti-torque system. Check controls for assembly and locking. Check controls for operation and sense. Troubleshoot faulty system.

text: Power Plant

text: Build up ECU. Replace engine. Repair cooling baffles. Repair cowling. Adjust cowl flaps. Repair faulty wiring. Troubleshoot. Assist in dry motoring check. Assist in wet motoring check. Assist in engine start (manual mode).

text: Piston Engines

text: Remove/install reduction gear. Check crankshaft run-out. Check tappet clearance. Check compression. Extract broken stud. Install helicoil. Perform ground run. Establish/check reference RPM. Troubleshoot.

text: Turbine Engines

text: Replace module. Replace fan blade. Hot section inspection/boroscope check. Carry out engine/compressor wash. Carry out engine dry cycle.

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text: Engine ground run. Establish reference power. Trend monitoring/gas path analysis. Troubleshoot.

text: Fuel and control, piston

text: Replace engine driven pump. Adjust AMC. Adjust ABC. Install carburettor/injector. Adjust carburettor/injector. Clean injector nozzles. Replace primer line. Check carburettor float setting. Troubleshoot faulty system.

text: Fuel and control, turbine

text: Replace FCU. Replace Engine Electronic Control Unit (FADEC). Replace Fuel Metering Unit (FADEC). Replace engine driven pump. Clean/test fuel nozzles. Clean/replace filters. Adjust FCU. Troubleshoot faulty system. Functional test of FADEC.

text: Ignition systems, piston

text: Change magneto. Change ignition vibrator. Change plugs. Test plugs. Check H.T. leads. Install new leads. Check timing. Check system bonding. Troubleshoot faulty system.

text: Ignition systems, turbine

text: Perform functional test of the ignition system. Check glow plugs/ignitors. Check H.T. leads. Check ignition unit.

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text: Replace ignition unit. Troubleshoot faulty system.

text: Engine Controls

text: Rig thrust lever. Rig RPM control. Rig mixture HP cock lever. Rig power lever. Check control sync (multi-eng). Check controls for correct assembly and locking. Check controls for range and direction of movement. Adjust pedestal micro-switches. Troubleshoot faulty system.

text: Engine Indicating

text: Replace engine instruments(s). Replace oil temperature bulb. Replace thermocouples. Check calibration. Troubleshoot faulty system.

text: Exhaust, piston

text: Replace exhaust gasket. Inspect welded repair. Pressure check cabin heater muff. Troubleshoot faulty system.

text: Exhaust, turbine

text: Change jet pipe. Change shroud assembly. Install trimmers. Inspect/replace thrust reverser. Replace thrust reverser component. Deactivate/reactivate thrust reverser. Operational test of the thrust reverser system.

text: Oil

text: Change oil. Check filter(s). Adjust pressure relief valve. Replace oil tank. Replace oil pump.

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text: Replace oil cooler. Replace firewall shut off valve. Perform oil dilution test. Troubleshoot faulty system.

text: Starting

text: Replace starter. Replace start relay. Replace start control valve. Check cranking speed. Troubleshoot faulty system.

text: Turbines, piston engines

text: Replace PRT. Replace turbo-blower. Replace heat shields. Replace waste gate. Adjust density controller.

text: Engine water injection

text: Accessory gear boxes

text: Replace gearbox. Replace drive shaft. Inspect magnetic chip detector.

text: APU

text: Removal/installation of the APU. Removal/installation of the inlet guide-vane actuator. Operational test of the APU emergency shut-down test. Operational test of the APU.

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text: APPENDIX III

text: Evaluation of the competence: assessment and assessors

text: This Appendix applies to the competence assessment performed by the designated assessors (and their qualifications).

text: 1) What does ‘competence’ mean and areas of focus for assessment

text: The assessment should aim at measuring the competence by evaluating three major factors associated to the learning objectives: — Knowledge; — Skills; — Attitude; Generally, knowledge is evaluated by examination. The purpose of this document is not to describe the examination process: this material mainly addresses the evaluation of ‘skills’ and ‘attitude’ after training containing practical elements. Nevertheless, the trainee needs to demonstrate to have sufficient knowledge to perform the required tasks. ‘Attitude’ is indivisible from the ‘skill’ as this greatly contributes to the safe performance of the tasks. The evaluation of the competence should be based on the learning objectives of the training, in particular: — the (observable) desired performance. This covers what the trainee is expected to be able to do and how the trainee is expected to behave at the end of the training; — the (measurable) performance standard that must be attained to confirm the trainee’s level of competence in the form of tolerances, constraints, limits, performance rates or qualitative statements; and — the conditions under which the trainee will demonstrate competence. Conditions consist of the training methods, the environmental, situational and regulatory factors. The assessment should focus on the competencies relevant to the aircraft type and its maintenance such as, but not limited to: — Environment awareness (act safely, apply safety precautions and prevent dangerous situations); — Systems integration (demonstrate understanding of aircraft systems interaction – identify, describe, explain, plan, execute); — Knowledge and understanding of areas requiring special emphasis or novelty (areas peculiar to the aircraft type, domains not covered by Part-66 Appendix I, practical training elements that cannot be imparted through simulation devices, etc.); — Using reports and indications (the ability to read and interpret); — Aircraft documentation finding and handling (identify the appropriate aircraft documentation, navigate, execute and obey the prescribed maintenance procedures);

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text: — Perform maintenance actions (demonstrate safe handling of aircraft, engines, components and tools); — Aircraft final/close-up and report (apply close up, initiate appropriate actions/followup/records of testing, establish and sign maintenance records/logbooks).

text: 2) How to assess

text: As far as feasible, the objectives of the assessment should be associated with the learning objectives and the passing level; it means that observable criteria should be set in order to measure the performance and should remain as objective as possible. The general characteristics of effective assessment are: objective, flexible, acceptable, comprehensive, constructive, organised and thoughtful. At the conclusion, the trainee should have no doubt about what he/she did well, what he/she did poorly and how he/she can improve. The following is a non-exhaustive list of questions that may be posed to assist assessment: — What are the success factors for the job? — What are typical characteristics of a correct behaviour for the task? — What criteria should be observed? — What level of expertise is expected? — Is there any standard available? — What is the pass mark? For example:  ‘Go-no go’ situation;  How to allocate points? Minimum amount to succeed;  ‘Must know or execute’ versus ‘Good to know or execute’ versus ‘Don’t expect the candidate to be an expert’. — Minimum or maximum time to achieve? Use time effectively and efficiently. — What if the trainee fails? How many times is the trainee allowed to fail? — When and how should the trainee be prepared for the assessment? — What proportion of judgment by the instructor out of collaboration with the trainee is needed during the evaluation stage? The assessment may be: — diagnostic (prior to a course), formative (re-orientate the course on areas where there is a need to reinforce) or summative (partial or final evaluation); — performed task-by-task, as a group of tasks or as a final assessment; One method might be an initial assessment to be performed by the trainee himself, then discussing areas where the perceptions of the trainee’s performance by the assessors differ in order to: — develop the self-assessment habits; — make the assessment more acceptable and understandable to both parties.

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text: A ‘box-ticking’ exercise would be pointless. Experience has shown that assessment sheets have largely evolved over time into assessment of groups of ‘skills’ because in practice such things eventually detracted from the training and assessment that it was intended to serve: evaluate at a point of time, encourage and orientate the training needs, improve safety and ultimately qualify people for their duties. In addition, many other aspects should be appropriately considered during the assessment process such as stress and environmental conditions, difficulty of the test, history of evaluation (such as tangible progresses or sudden and unexpected poor performance made by the trainee), amount of time necessary to build competence, etc. All these reasons place more emphasis on the assessor and highlight the function of the organisation’s approval.

text: 3) Who should assess

text: In order to qualify, the assessor should: — Be proficient and have sufficient experience or knowledge in:  human performance and safety culture;  the aircraft type (necessary to have the certifying staff privileges in case of CRS issuances);  training/coaching/testing skills;  instructional tools to use; — Understand the objective and the content of the practical elements of the training that is being assessed; — Have interpersonal skills to manage the assessment process (professionalism, sincerity, objectivity and neutrality, analysis skills, sense of judgement, flexibility, capability of evaluating the supervisor’s or instructor’s reports, handling of trainee’s reactions to failing assessment with the cultural environment, being constructive, etc.); — Be ultimately designated by the organisation to carry out the assessment. The roles may be combined for: — the assessor and the instructor for the practical elements of the Type Rating Training; or — the assessor and the supervisor for the On-the-Job Training. provided that the objectives associated to each role are clearly understood and that the competence and qualification criteria according to the company’s procedures are met for both functions. Whenever possible (depending on the size of the organisation), it is recommended to split the roles (two different persons) in order to avoid any conflicts of interests. When the functions are not combined, the role of each function should be clearly understood.