AMC & GM to Annex III (Part-66) of QCAR 1003/2006

AMC 66.B.115 Procedure for the change of an aircraft maintenance licence to include an aircraft rating or to remove limitations ...............................................................................................................25 AMC 66.B.120 Procedure for the renewal of an aircraft maintenance licence validity .........................25 AMC 66.B.130 Procedure for the direct approval of aircraft type training ............................................26 GM 66.B.200 Examination by the Authority ...........................................................................................26 GM 66.B.300 General ..............................................................................................................................30 AMC 66.B.305(a) Conversion report for national qualifications .............................................................30 GM 66.B.305(b)3 Conversion report for national qualifications ............................................................30 AMC 66.B.310(a) Conversion report for approved maintenance organizations authorisations ............31 GM 66.B.310(b)3 Conversion report for approved maintenance organizations authorisations ............31 GM 66.B.410 Examination credit validity................................................................................................31 Annex III to President’s Decision No. 17 of 2022 iii AMC & GM to Annex III (Part-66) of QCAR 1003/2006 AMC to Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the-Job Training” ..................................................................................................................................................31 AMC to Section 1 of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the- Job Training”............................................................................................................................................32 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” .........................................................................................33 AMC to Paragraph 1(c) of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On- the-Job Training” ..............................................................................................................................34 AMC to Paragraph 3.1(d) of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the-Job Training” ...............................................................................................................................34 AMC to Section 5 of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the- Job Training”............................................................................................................................................38 AMC to Section 6 of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the- Job Training”............................................................................................................................................38 APPENDIX I - AIRCRAFT TYPE RATINGS FOR Part-66 AIRCRAFT MAINTENANCE LICENCE...................41 APPENDIX II - Aircraft Type Practical Experience and On-the-Job Training - List of Tasks ................180 APPENDIX III - Evaluation of the competence: assessment and assessors........................................209 Annex III to President’s Decision No. 17 of 2022 Page 1 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex III (Part-66) of QCAR 1003/2006 AMC 66.1(a) The competent authority referred to in any provision hereof shall be construed as referring to the Qatar Civil Aviation Authority, unless otherwise so prescribed. SECTION A TECHNICAL REQUIREMENTS GM 66.A.3 Licence categories ‘ELA1 aeroplanes’ refers to those aeroplanes which meet the definition of ‘ELA1 aircraft’ that is contained in Article 2(z) of QCAR 1003/2006, as amended. ‘ELA2 gas airships’ refers to those gas airships which meet the definition of ‘ELA2 aircraft’ that is contained in Article 2(za) of QCAR 1003/2006, as amended. ‘Gas airships other than ELA2’ refers to those gas airships which do not meet at least one condition of the definition of ‘ELA2 aircraft’ that is contained in Article 2(za) of QCAR 1003/2006, as amended. NOTE: The ‘ELA2 aircraft’ category includes all ‘ELA1 aircraft’. The term ‘powered sailplane’ includes: - those powered sailplanes which may take off solely by means of their own power (self- launching sailplanes); and - self-sustaining powered sailplanes; and - touring motor gliders (TMGs). While the L1C subcategory only includes composite sailplanes, the L1 subcategory includes all sailplanes (composite, metal and wood). While the L2C subcategory only includes composite powered sailplanes and composite ELA1 aeroplanes, the L2 subcategory includes all powered sailplanes and ELA1 aeroplanes (composite, metal and wood). In the case of maintenance of mixed balloons (combination of gas and hot air), it is required to hold both L3G and L3H subcategories. For the B2L licence, a ‘system rating’ is a rating which gives privileges to release maintenance on the aircraft systems covered by the ‘system rating’ and electrical systems. The sentence ‘shall contain, as a minimum, one system rating’ refers to the fact that the application for a B2L licence should be made for any of the system ratings or any combination of the system ratings specified in 66.A.3. Annex III to President’s Decision No. 17 of 2022 Page 2 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 There is no specific order in which the system ratings should be applied for. Any combination of system ratings is possible. The description of systems covered by the different system ratings is provided in Appendix I ‘Basic Knowledge Requirements’ under paragraph ‘2. Modularisation’, subparagraph related to ‘Categories B2 and B2L’. GM 66.A.5 Aircraft groups The following table summarises the applicability of categories/subcategories of Part-66 licences versus the groups/subgroups of aircraft: Category/subcategory Groups A, B1 and C B2 B2L B3 L L1C and L1 L2C and L2 L3H and L3G L4H and L4G L5 1 - Complex motor-powered aircraft - Multi engine helicopters - Aeroplanes above FL290 - Aircraft with fly-=by-wire systems - Any other aircraft when defined by the Authority X X 1 - Gas airships other than ELA2 X X 2 2a: Single turboprop aeroplanes 2b: Single turbine helicopters 2c: Single piston helicopters X X X 3 - Piston enigne aeroplanes X X X 3 - Piston engine aeroplanes (non-pressurised of 2 000 kg MTOM and below) X X X X 3 X X X X X Annex III to President’s Decision No. 17 of 2022 Page 3 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Category/subcategory Groups A, B1 and C B2 B2L B3 L L1C and L1 L2C and L2 L3H and L3G L4H and L4G L5 - ELA1 piston engine aeroplanes 4 - Sailplanes - Powered sailplanes - Balloons - Airships not in group 1 X X X X X X X X X X X X X X AMC 66.A.10 Application 1. Maintenance experience should be written up in a manner that the reader has a reasonable understanding of where, when and what maintenance constitutes the experience. A task-by-task account is not necessary but at the same time a bland statement “X years maintenance experience completed” is not acceptable. A logbook of maintenance experience is desirable and some competent authorities may require such a logbook to be kept. It is acceptable to cross-refer in the QCAA Form 19 to other documents containing information on maintenance. 2. Applicants claiming the maximum reduction in 66.A.30(a) total experience based upon successful completion of 147.A.200 approved basic training should include the Part- 147 certificate of recognition for approved basic training. 3. Applicants claiming reduction in 66.A.30(a) total experience based upon successful completion of technical training in an organisation or institute recognised by the Authority as a competent organisation or institute should include the relevant certificate of successful completion of training. GM 66.A.10(a) Application When an application is made for a licence in the B2L category, the applicant should specify on the QCAA Form 19: - the system rating or the combination of system ratings the applicant applies for; and - the aircraft rating, considering that according to 66.A.45(e), a B2L licence endorsed with full subgroup 2b can be endorsed also with full subgroup 2c. When applying for the addition of a system rating on a B2L licence, the applicant should provide together with the application, the demonstration of compliance with the experience requirements related to the system the applicant applies for. Annex III to President’s Decision No. 17 of 2022 Page 4 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 When a B2L licence holder applies for the extension of a B2L licence to add a new system rating, he/she needs to demonstrate the practical experience required by 66.A.30(a)(2a) for the system rating but also the practical experience required by 66.A.45(e) and (f) in case the aircraft group is different. When a B2L licence holder applies for the change of his/her B2L licence to the B2 category, he/she needs only to: - demonstrate by examination the differences between the basic knowledge corresponding to the B2L licence held and the basic knowledge of the B2 licence, as described in Appendix I; and - demonstrate the additional experience described in Appendix IV. These requirements can be found also for the competent authority in 66.B.110. When an applicant applies for the extension of his/her B2L licence to a B2 licence and he/she meets the relevant requirements, the B2L licence is replaced by the B2 licence. GM 66.A.20(a) Privileges 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. 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; - Integrated Modular Avionics (IMA); - On-Board Maintenance Systems; Annex III to President’s Decision No. 17 of 2022 Page 5 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 - Information Systems; - Fly-by-Wire Systems (related to ATA-27 “Flight Controls”); - Fibre Optic Control Systems. NOTE: Instruments are formally included in the privileges of the B2 and B2L with system rating ‘instruments’. However, maintenance on electromechanical and pitot- static components may also be released by a B1, B3 or L licence 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 to identify the root cause of a defect or malfunction using approved maintenance data. It may include the use of BITE or external test equipment. Line maintenance: refer to AMC1 145.A.10 Base maintenance: refer to AMC1 145.A.10 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- pressurised aeroplanes of 2 000 kg MTOM and below, within the limitations contained in the B3 licence. 3. The B1.2 and B3 licences do not include any L subcategory. Nevertheless, the holder of a B1.2 or B3 licence with the appropriate ratings is entitled to receive, upon application, licences in the L1 and L2 subcategories under the conditions described in point 66.B.110(d). 4. The privileges of the B2 licence with given aircraft ratings include the privileges of the B2L licence for all the system ratings for the same aircraft ratings. Nevertheless, the holder of a B2 licence with given aircraft ratings may apply for a B2L licence in order to include a different aircraft rating if the applicant only wants to demonstrate compliance with the experience requirements for certain system ratings. 5. 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 Annex III to President’s Decision No. 17 of 2022 Page 6 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 maintenance has been carried out by competent mechanics and category B1, B2, B2L, B3 and L 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, B2L, B3 and L support staff, as appropriate, before issue of the certificate of release to service. Only category C personnel who also hold category B1, B2, B2L, B3 or L qualifications may perform both roles in base maintenance. AMC 66.A.20(a)(4) Privileges Within the limits of the system ratings specifically endorsed on the licence’ refers to the fact that the privileges of the licence holder are limited: - to the group/subgroup of aircraft endorsed on the licence, but also - to the system rating(s) endorsed. When an applicant wishes to get the privilege to issue certificates of release to service and to act as support staff for electrical and avionics tasks within powerplant and mechanical systems, he/she should apply for the rating ‘airframe system’ on the B2L licence. The reason is that the ‘airframe systems’ rating is the only rating which covers completely the electrical and avionics tasks of the powerplant and mechanical systems of the aircraft. AMC 66.A.20(b)2 Privileges The 6 months of maintenance experience in the preceding 2 year period should be understood as consisting of two elements: duration and nature of the experience. The minimum to meet the requirements for these elements may vary depending on the size and complexity of the aircraft and type of operation and maintenance. 1. Duration: Within an approved maintenance organisation: - 6 months of working within the same organisation; or - 6 months split up into different blocks, working within the same or in different organisations. The 6-month 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)1, or as a combination thereof. When a licence holder maintains and releases aircraft in accordance with M.A.801(b)1, in certain circumstances this number of days may even be reduced by 50% when agreed in advance by the Authority. These circumstances consider the cases where the licence holder happens to be the owner of an aircraft and carries out maintenance on his/her own aircraft, or where a licence holder maintains an aircraft operated for low utilisation, that does not allow the licence holder to accumulate the required experience. This reduction should not be combined with the 20% reduction permitted Annex III to President’s Decision No. 17 of 2022 Page 7 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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-month period. 2. Nature of the experience: Depending on the category of the aircraft maintenance licence, the following activities are considered relevant for maintenance experience: - Servicing; - Inspection; - Operational and functional testing; - Troubleshooting; - 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 authorisation 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, B2L, B3 and L for every aircraft type rating included in the authorisation the experience should be on that particular aircraft or on a similar aircraft within the same licence (sub)category. Two aircraft can be considered to be 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, hydromechanically powered controls or electromechanically 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 a B1 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 and per aircraft structure (metal, composite or wood). Annex III to President’s Decision No. 17 of 2022 Page 8 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 - In the case of a B2 or B2L 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- pressurised aeroplanes of 2 000 kg MTOM and below ” as defined in 66.A.45, the holder should show experience on at least one aircraft type per aircraft structure (metal, metal-tubing with fabric, composite or wood). 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 logbook or in any other recording system (which may be an automated one) containing the following data: - Date; - Aircraft type; - Aircraft identification, i.e. registration; - ATA Chapter (optional); - Operation performed e.g. 100 FH check, MLG wheel change, engine oil check and complement, SB embodiment, troubleshooting, structural repair, STC embodiment etc.; - In the particular case of Part-145 organisations, the type of maintenance, i.e. base, line; - Type of activity, i.e. perform, supervise, release; - Subcategory used (A1, A2, A3, A4, B1.1, B1.2, B1.3, B1.4, B2, B2L, B3, C or L1, L1C, L2, L2C, L3G, L3H, L4G, L4H, L5); - Duration in days or partial-days. Annex III to President’s Decision No. 17 of 2022 Page 9 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 GM 66.A.20(b)2 Privileges 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. AMC 66.A.20(b)3 Privileges 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 reexamination 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. - 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 Annex III to President’s Decision No. 17 of 2022 Page 10 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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). GM 66.A.20(b)4 Privileges 1. Holders of a Part-66 aircraft maintenance licence may only exercise certification privileges when 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. AMC 66.A.25 Basic knowledge requirements 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 depends 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 may be credited where the Authority is satisfied that such knowledge and examinations are equivalent to that required by Appendix I to Part-66. GM 66.A.25(a) Basic knowledge requirements 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, B2L and B3 should demonstrate a complete level of knowledge in the appropriate subject modules. Annex III to President’s Decision No. 17 of 2022 Page 11 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 GM 66.A.25(b) Basic knowledge requirements ‘Or as agreed by the Authority’ refers to the examination that is conducted by an organisation under a formal agreement (and oversight) of the Authority. AMC 66.A.30(a) Basic experience requirements 1. For a category C applicant holding an academic degree the representative selection of tasks should include the observation of hangar maintenance, maintenance planning, quality assurance, record-keeping, approved spare parts control and engineering development. 2. While an applicant for 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 for a 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 Authority and involving the manufacture, repair, overhaul or inspection of mechanical, electrical or electronic equipment. The training would include the use of tools and measuring devices. 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, aero clubs, owners, etc., as relevant to the licence category/subcategory; - should cover a wide range of tasks in terms of 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, Part-CAO, FAR-145, etc.) or under the supervision of independent certifying staff; - may be combined with Part-147 approved training (or other training approved by the Authority) so that periods of training can be intermixed with periods of experience, similar to an apprenticeship; - may be full-time or part-time, either as professional or on a voluntary basis; - in the case of the L licence, it is acceptable that the 1 or 2 years of experience required by 66.A.30(a)(2b) covers maintenance performed only during the weekends (or equivalent periods) as long as the applicant has achieved a sufficient level of competency related to the applicable licence subcategory as attested by the corresponding statement(s) issued by the maintenance organisation(s) or independent certifying staff that supervised the applicant. Annex III to President’s Decision No. 17 of 2022 Page 12 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 5. In the case of an applicant for a licence including several categories/subcategories, it is acceptable to combine the periods of experience as long as there is a sufficient experience for each category/subcategory during the required period. Examples: - Application for a B1.1 (turbine aeroplanes) + B1.3 (turbine helicopters): The Regulation requires 5 years of experience for B1.1 and 5 years of experience for B1.3 for an applicant with no relevant previous technical training: • It is not acceptable to combine the experience in a single 5-year period where the applicant has been working for 3 years on turbine aeroplanes and 2 years on turbine helicopters. • However, it is acceptable to combine the experience in a single 5-year period if the applicant has been working for 5 years on turbine aeroplanes and turbine helicopters (for example, aeroplanes in the morning, helicopters in the afternoon, or a few days every week on aeroplanes and a few days every week on helicopters). - Application for a B1.1 (turbine aeroplanes) + B2 (avionics): The Regulation requires 5 years of experience for B1.1 and 5 years of experience for B2 for an applicant with no relevant previous technical training. • It is not acceptable to combine the experience in a single 5-year period where the applicant has been working for 3 years on turbine aeroplanes (with no avionics work) and 2 years on avionics systems. • However, it is acceptable to combine the experience in a single 5-year period if the applicant has been working for 5 years on structures, powerplant, mechanical and electrical systems and avionics (for B1.1 tasks in the morning, B2 tasks in the afternoon, or a few days every week for B1.1 tasks and a few days every week for B2 tasks). - Application for a B1.1, B1.2, B1.3, B1.4 and B2: The Regulation requires 5 years of experience for B1.1, B1.3 and B2 and 3 years of experience for B1.2 and B1.4 for an applicant with no relevant previous technical training. • In this case, it is very unlikely that the experience for each category/subcategory would be sufficient. AMC 66.A.30(c) Basic experience requirements In the case of the category B2L licence, the sentence ‘a representative cross section of maintenance tasks on aircraft’ refers to the person that has carried out some maintenance tasks that are representative of the systems corresponding to the system ratings for which he/she applies (see 66.A.3). These tasks may include troubleshooting, modifications or repairs. AMC 66.A.30(d) Basic experience requirements 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 Annex III to President’s Decision No. 17 of 2022 Page 13 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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). AMC 66.A.30(e) Basic experience requirements 1. For categories A and L, the additional experience should be a minimum of 6 months in a civil aircraft maintenance environment. For categories B1, B2, B2L or B3, the additional experience should be a minimum of 12 months in a civil aircraft maintenance environment. 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. GM 66.A.40 Continued validity of the aircraft maintenance licence 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). GM 66.A.45 Endorsement with aircraft ratings 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- pressurised aeroplanes of 2 000 kg MTOM and below) and the licences, which are the possible limitations and ratings 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. Annex III to President’s Decision No. 17 of 2022 Page 14 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Aircraft rating requirements Aircraft B1/B3/L licence B2/B2L licence C licence Group 1 aircraft, except airships - Complex motor- powered aircraft. - Multiple engine helicopter. - Aeroplanes certified above FL290. - Aircraft equipped with fly-by-wire. - Other aircraft when defined by the Authority. (For B1) Individual TYPE RATING Type training: - Theory + examination - Practical + assessment PLUS OJT (for first aircraft in licence subcategory) (For B2) Individual TYPE RATING Type training: - Theory + examination - Practical + assessment PLUS OJT (for first aircraft in licence subcategory) Individual TYPE RATING Type training: - Theory + examination Group 1 airships (For L5 licence) Individual TYPE RATING Type training: - Theory + examination - Practical + assessment PLUS OJT (for first aircraft in licence subcategory) (For B2) Individual TYPE RATING Type training: - Theory + examination - Practical + assessment PLUS OJT (for first aircraft in licence subcategory) Not applicable Group 2 aircraft Subgroups: 2a: single turboprop aeroplanes (*) 2b: single turbine engine helicopters (*) 2c: single piston engine helicopters (*) (*) Except those classified in Group 1. (For B1.1, B1.3, B1.4) Individual TYPE RATING (type training + OJT) or (type examination + practical experience) Full SUBGROUP RATING (type training + OJT) or (type examination + practical experience) on at least 3 aircraft representative of that subgroup Manufacturer SUBGROUP RATING (type training + OJT) or (type examination + practical experience) on at least 2 aircraft representative of that manufacturer subgroup (For B2) Individual TYPE RATING (type training + OJT) or (type examination + practical experience) (For B2 and B2L) Full SUBGROUP RATING based on demonstration of practical experience Manufacturer SUBGROUP RATING based on demonstration of practical experience Individual TYPE RATING type training or type examination. Full SUBGROUP RATING type training or type examination on at least 3 aircraft representative of that subgroup Manufacturer SUBGROUP RATING type training or type examination on at least 2 aircraft representative of that manufacturer subgroup Group 3 aircraft (For B1.2) Individual TYPE RATING (For B2) Individual TYPE RATING Individual TYPE RATING Annex III to President’s Decision No. 17 of 2022 Page 15 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Aircraft rating requirements Aircraft B1/B3/L licence B2/B2L licence C licence Piston engine aeroplanes (except those classified in Group 1) (type training + OJT) or (type examination + practical experience) Full GROUP 3 RATING based on demonstration of practical experience Limitations: - Pressurized aeroplanes - Metal aeroplanes - Composite aeroplanes - Wooden aeroplanes - Metal tubing & fabric aeroplanes (type training + OJT) or (type examination + practical experience) (For B2 and B2L) Full GROUP 3 RATING based on demonstration of practical experience type training or type examination. Full GROUP 3 RATING based on demonstration of practical experience Piston-engine non- pressurised aeroplanes of 2 000 kg MTOM and below (For B3) FULL RATING “Piston- engine non-pressurised aeroplanes of 2 000 kg MTOM and below” based on demonstration of practical experience Limitations: - Metal aeroplanes - Composite aeroplanes - Wooden aeroplanes - Metal tubing & fabric aeroplanes This rating cannot be endorsed on a B2/B2L licence. These aircraft are already covered by endorsement of ratings for Group 3 aircraft (see box below) This rating cannot be endorsed on a C licence. These aircraft are already covered by endorsement of ratings for Group 3 aircraft (see box below) Group 4 aircraft: Sailplanes, powered sailplanes, balloons and airships other than those in Group 1 (For all L subcategories, except L5) - For L1C: ‘composite sailplanes’ rating, - For L1: ‘sailplanes’ rating, - For L2C: ‘composite powered sailplanes and composite ELA1 aeroplanes’ rating, - For L2: ‘powered sailplanes and ELA1 aeroplanes’ rating, - For L3H: ‘hot-air balloons’ rating, - For L3G: ‘gas balloons’ rating, - For L4H: ‘ hot-air airships’ rating, (For B2 and B2L) Full GROUP 4 RATING based on demonstration of practical experience Not applicable Annex III to President’s Decision No. 17 of 2022 Page 16 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Aircraft rating requirements Aircraft B1/B3/L licence B2/B2L licence C licence - For ?L4G: ‘ELA2 gas airships’ rating, all based on demonstration of practical experience Limitations: See 66.A.45(h) GM 66.A.45(b) Endorsement with aircraft ratings 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), M.A.607(a) and CAO.A.040, as applicable, before he/she exercises 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. AMC 66.A.45(d); (e)3; (f)1; (g)1; (h) Endorsement with aircraft ratings 1. The “practical experience” should cover a representative cross section including at least: - for categories B1, B2, B2L and B3: 50 % of tasks contained in Appendix II to the AMC relevant to the licence category and to the applicable aircraft type ratings or aircraft (sub)group ratings being endorsed. - for category L: - in the subcategories L1, L1C, L2 or L2C: 50 % as in the paragraph related to B1, B2, B2L or B3; - in the subcategories L3H and L3G for ‘Balloons’ or L4H , L4G and L5 for ‘Airships’, 80 % of the tasks should be demonstrated, and should include the tasks identified with an asterisk (*) in the Appendix; 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 Annex III to President’s Decision No. 17 of 2022 Page 17 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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 logbook 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. AMC 66.A.45(e) Endorsement with aircraft ratings 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 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 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. Annex III to President’s Decision No. 17 of 2022 Page 18 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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. GM 66.A.45(h)2 Endorsement with aircraft ratings For subcategories L1 and L2, it is possible to endorse the corresponding ratings with limitations depending on the type of structures covered by the experience gained. For subcategory L3G, it is possible to endorse the rating ‘gas balloons’ with a limitation to ‘other than ELA1 gas balloons’ if the experience gained only covers ELA1 gas balloons. However, no limitations are possible for the subcategories L1C, L2C, L3H, L4H and L4G. The ratings on these licences can only be obtained after demonstration of the appropriate experience representative of the full scope of the licence subcategory. AMC 66.A.50(b) Limitations 1. The appropriate experience required to remove the limitations referred to in 66.A.45(f), (g) and (h) 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 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 is acceptable to have this experience in just one aircraft type, provided that this type is representative of the (sub)group in relation to the limitation being removed. 3. It is acceptable that this experience is gained in aircraft not covered by this Regulation, provided that this experience is relevant and representative of the corresponding (sub)group. An example could be the experience required to remove a limitation such Annex III to President’s Decision No. 17 of 2022 Page 19 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 as ‘aircraft with metal tubing structure covered with fabric’, which may be gained in ultralight aircraft (Annex II aircraft). 4. 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. GM 66.A.70 Conversion provisions 1. As described in point 66.A.70, the conversion provisions apply to the holder of a certifying staff qualification valid prior to the date of entry into force of Annex III (Part- 66). The sentence “the holder of a valid certifying staff qualification” means any person who had a valid qualification allowing that person the performance of activities identical to the privileges of “certifying staff” contained in QCAR 1003/2006. 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 for the responsibilities linked to the airworthiness review, which was performed at different periods (typically varying from 6 months to 3 years). This is an activity which is performed at very specific points of time and not after every maintenance activity. As an airworthiness review (or equivalent) 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. 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); - having completed a qualification process defined by the 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; Annex III to President’s Decision No. 17 of 2022 Page 20 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 - 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: - 01 May 2007 for aircraft above 5 700 kg MTOM; - 01 May 2007 for aircraft of 5 700 kg MTOM and below. Nevertheless, since the B3, B2L and L licences did not exist at those dates, certifying staff qualifications eligible for conversion to a B3, B2L and L licence are those valid before the Authority had the obligation to start using such licences, which means the following: - for the B3 licence, those qualifications valid before 28 September 2012; - for the B2L licence, those qualifications valid before 05 March 2019; - for the L licence, those qualifications valid before 01 October 2019. 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. 5. A certifying staff qualification can be subject to more than one conversion process and can also be converted to more than one licence (sub)category (with any applicable limitations). This could be the case, for example, for a person who already had the certifying staff qualification converted in the past 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 or L licence on the basis of 66.A.70(d), which would mean that there is no need to compare with the Part-66 Appendix I, II or VII standard, introducing only those limitations required to maintain the existing privileges. GM 66.A.70(c) Conversion provisions 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 receive 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). Annex III to President’s Decision No. 17 of 2022 Page 21 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 GM 66.A.70(d) Conversion provisions For aircraft not used by licensed air carriers other than complex motor-powered 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, pressurised aircraft and aircraft equipped with retractable landing gear. This person would receive a Part-66 aircraft maintenance licence in the B1.2 or B3 (sub)category with the following limitations (exclusions): - Aircraft used by licensed air carriers; - Aircraft above 2 000 kg MTOM; - Pressurised 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 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. One more example would be the case where a person holds a pre-Part-66 qualification that covers privileges to release work on composite and metal sailplanes and powered sailplanes, covering aircraft structures, powerplant, mechanical and electrical systems. This person would be issued a Part-66 aircraft maintenance licence in the L2 subcategory, with the following limitations (exclusions): - ELA1 aeroplanes; - wooden-structure aircraft covered with fabric; - aeroplanes with metal-tubing structure covered with fabric. And one more example would be the case where a person holds a pre-Part-66 qualification that covers privileges to release work on composite sailplanes up to the annual inspection but not including complex maintenance tasks, repairs and changes. This person would be issued a Part-66 aircraft maintenance licence in the L1C subcategory, with the following limitations: - complex maintenance tasks described in Appendix VII to Annex I (Part-M), changes to type certificate standard changes described in Annex Part 21 Subpart D, and repairs described in Part 21 Subpart M. 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. Annex III to President’s Decision No. 17 of 2022 Page 22 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 For removal of limitations, refer to 66.A.50(c). Annex III to President’s Decision No. 17 of 2022 Page 23 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 SECTION B PROCEDURES FOR THE AUTHORITY AMC 66.B.20 Record-keeping 1. The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a consistent way (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. AMC 66.B.100 Procedure for the issue of an aircraft maintenance licence by the Authority 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 Authority and considered 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 Authority has recognised such non-civil aircraft maintenance experience. The Authority 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 Authority. 4. The Authority should check that the experience record satisfies above paragraphs in terms of content and the countersigning signature. GM 66.B.100 Procedure for the issue of an aircraft maintenance licence by the Authority At the issue or renewal of a B2L licence: - one or several system ratings; and - one or several group/subgroup ratings, Annex III to President’s Decision No. 17 of 2022 Page 24 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 should be endorsed on the licence (QCAA Form 26). A licences should be issued with a subcategory without type ratings. B1, B2 and C licences may be issued without an aircraft type or group rating. B2L licences may be issued without an aircraft type or group rating. The B2L licence should always be issued with at least one system rating. This is based on the demonstrated initial experience that at least should be sufficient to endorse one system rating. B3 licences should be issued with the rating ‘piston engine non-pressurised aeroplanes of 2 000 kg MTOM and below’ endorsed as the experience requirement for the rating is at least covered by the 1, 2 or 3 years of experience for that category. L licences should be issued with at least one subcategory and the relevant aircraft rating. AMC 66.B.100 to 115 Aircraft type endorsement should use the standard codes contained in Appendix I to the AMCs. AMC 66.B.105 Procedure for the issue of an aircraft maintenance licence via the Part- 145 approved maintenance organisation 1. The maintenance organisation approved under Part-145 should include the procedure in the organisation’s exposition (Chapter 3.21), and this procedure should be audited by the 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 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 QCAA Form 19 but such different form or manner should be acceptable to the Authority. AMC 66.B.110 Procedure for the change of an aircraft maintenance licence to include an additional basic category or subcategory In the case of computer-generated licences, the licence should be reissued. When the conditions set in the rule for extending a B2L licence to include the B2 category are met, the B2L licence should be replaced by a B2 licence. The B2L licence replaced by a B2 licence should be retained by the Authority. Annex III to President’s Decision No. 17 of 2022 Page 25 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 AMC 66.B.115 Procedure for the change of an aircraft maintenance licence to include an aircraft rating or to remove limitations (a) Where the type training has not been conducted by a Part-147 organisation, there should be supporting documents confirming to the Authority that: - the type training has been approved by the 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. (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 licencing 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 Authority is different from the competent authority of the maintenance organisation which provides the OJT, the licencing authority may take into consideration the fact that the maintenance organisation may already have the OJT programme accepted by their own competent authority (directly approved or through Chapter 3.20 of the MOE, as described in AMC1 145.A.70(a)). AMC 66.B.120 Procedure for the renewal of an aircraft maintenance licence validity The 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 the responsibility of the approved Part- 145/M.A. Subpart-F/Part-CAO maintenance organisation or the certifying staff in accordance with M.A.801(b)1. For the purpose of ensuring the continued validity of the certification privileges, the Authority Annex III to President’s Decision No. 17 of 2022 Page 26 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 may, when periodically reviewing the organisations in accordance with 145.B.305, M.B.604 or CAO.B.055, or during on-the- spot checks, request the licence holder to provide documentary evidence of compliance with 66.A.20(b) when exercising certification privileges. AMC 66.B.130 Procedure for the direct approval of aircraft type training In the case of type training for aircraft other than airships: 1. The procedure for the direct approval of type training courses by the 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; - 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 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 organization providing the training. GM 66.B.200 Examination by the Authority 1. Questions shall 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 candidates can express themselves in a clear and concise manner and can prepare a concise technical report, which is why only a few essay questions are required. Annex III to President’s Decision No. 17 of 2022 Page 27 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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 Authority from meeting potential certifying staff for the purpose of ensuring that 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 questions: (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 be 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. Annex III to President’s Decision No. 17 of 2022 Page 28 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 (j) Calculators are not allowed during examination. Therefore, all calculations should be feasible without a calculator. Where a question involves calculations not feasible without a calculator, such as , then the question should specify the approximate value of . (k) Questions should be in accordance with Part-66 examination syllabus (Appendix I and Appendix VII). 6. Essay question generation: (a) The purpose of the essay is to allow the 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 assessing, 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 any A or B licence category or subcategories 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 or Appendix VII; - cover technology applicable to most areas of aircraft maintenance; - reflects common working practices; - it is not type or manufacturer specific and avoids subjects which are rarely found in practice; - when drafting a question, there is a need to ensure that consideration is given to the limited practical experience that most candidates will have. (c) To make the questions and the marking procedures as consistent as possible, each question and model answer, with the required key areas (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 Annex III to President’s Decision No. 17 of 2022 Page 29 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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. 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 answer to the question 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/herself 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, Annex III to President’s Decision No. 17 of 2022 Page 30 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 this could add up to the maximum percentage allowed. (p) The two allocated marks should be added together and written into the answer paper. (q) If an 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. GM 66.B.300 General 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: - 01 May 2007 for aircraft above 5 700 kg MTOM; - 01 May 2007 for aircraft of 5 700 kg MTOM and below . 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 2013, which is the date where the authority has the obligation to start issuing such licences in accordance with QCAR 1003/2006, Article 10, point 3(h), item (i). AMC 66.B.305(a) Conversion report for national qualifications 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 to maintain these privileges. GM 66.B.305(b)3 Conversion report for national qualifications As conversions performed on the basis of 66.A.70(d) are aimed to maintain the privileges of the pre-existing 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. Annex III to President’s Decision No. 17 of 2022 Page 31 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 AMC 66.B.310(a) Conversion report for approved maintenance organizations authorisations 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 are limited to other than complex motor- powered aircraft that are not used by license air carriers, should include the privileges associated with the organisation authorisation. The report should identify which limitations are needed to the Part-66 licence to maintain these privileges. GM 66.B.310(b)3 Conversion report for approved maintenance organizations authorisations As conversions performed on the basis of 66.A.70(d) are aimed to maintain the privileges of the pre-existing organisation authorisations, the limitations introduced on the Part-66 licence are not linked to possible differences between the qualification required for the organization 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. GM 66.B.410 Examination credit validity 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. AMC to Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On- the-Job Training” Aircraft type training and On-the-Job Training 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 Annex III to President’s Decision No. 17 of 2022 Page 32 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 should be limited to the translation of the questions, but should not provide clarifications or help in relation to those questions. AMC to Section 1 of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the- Job Training” Aircraft type training 1. Aircraft type training may be subdivided 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 Annex III to President’s Decision No. 17 of 2022 Page 33 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 troubleshooting, etc.; - Knowledge of the maintenance on-board reporting systems and ETOPS maintenance conditions, when applicable; - Use of special tooling and test equipment and specific maintenance practises including critical safety items and safety precautions; - 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. 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” Practical element of the aircraft type training 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. Annex III to President’s Decision No. 17 of 2022 Page 34 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 Nevertheless, for aeroplanes with a MTOM equal or above 30 000 kg, the duration for the practical element of a type rating training course should not be less than two weeks unless a shorter duration meeting the objectives of the training and taking into account pedagogical aspects (maximum duration per day) is justified to the Authority. 4. The organisation providing the practical element of the type training should provide trainees with 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. 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. AMC to Paragraph 1(c) of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On- the-Job Training” Differences training 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). AMC to Paragraph 3.1(d) of Appendix III to Part-66 “Aircraft Type Training and Examination Standard. On-the-Job Training” Training Needs Analysis for the theoretical element of the aircraft type training 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; - he 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 Annex III to President’s Decision No. 17 of 2022 Page 35 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 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 entry of this Regulation 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 hereof this Part 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 the 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 Authority should be performed on a case-by-case basis appropriate to the aircraft type. For example, 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 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 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: o Activation/reactivation; Annex III to President’s Decision No. 17 of 2022 Page 36 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 o Removal/installation; o Testing; o Servicing; o Inspection, check and repairs; o 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: o Frequency of the task; o Human factor issues associated to the task; o Difficulty of the task; o Criticality and safety impact of the task; o In-service experience; o Novel or unusual design features (not covered by Part-66 Appendix I); o Similarities with other aircraft types; o Special tests and tools/equipment. - It is acceptable to follow an approach based on: o Tasks or groups of tasks; or o Systems or subsystems or components. 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 to the minimum standard to which the topics of the TNA should be taught according to the set-up objectives. - Address the following: Annex III to President’s Decision No. 17 of 2022 Page 37 of 212 AMC & GM to Annex III (Part-66) of QCAR 1003/2006 o Description of each system/component including the structure (where applicable); o System/component operation taking into account: a. Complexity of the system (e.g. the need of further breakdown 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: o The instructional methods and equipment, teaching methods and blending of the teaching methods to ensure the effectiveness of the training; o The maintenance training documen