Driving for the Objectives - Get Part66 License

I am driving two complementary objectives, to get the 147 approval and to get the students to get the EASA part 66 license. In the last meeting on 22 Feb, I briefed the staff on what it takes to get the license.

The notice was very clear and specific about the requirements..

- The age requirements - the applicant must be above 21 years.

- English requirement - credit on O level english

- pass all the 13 modules.

- Evidence of practical experiences

- Evidence of aircraft experience

To support this, the aviation school must have 4 groups of staff. They are..

- the knowledge instructors.

- The knowledge examiners

- the validators

- the assessors.

The requirements for the above positions are given by the authorities.

The students are behind in their exams. Our best bet is to get the exam at our own facilities. That will give us the greater flexibility.

EASA 147 Aviation School - Personnel Requirements

EASA 147 documents for an approved maintenance school has identified the following groups of personnel to be made available:

- An Accountable Manager

- Knowledge Instructors

- Practical Instructors

- Assessors

The requirements for the above groups are as follows..

a. Management - The Accountable Manager

EASA 147 views the role of accountable manager as very critical. He has to display understanding of the 147 requirements and to ensure that the resources, processes and procedures are implemented to support the stated requirements.

A person had to be appointed to ensure that the company comply to the requirements of the 147 requirements.

b. Requirements for Knowledge Instructors

A knowledge instructor is the person who will be teaching in the classroom on the 13 modules for the Basic Course. He has to meet the following requirements.

- Undergone instructional course.

- Has knowledge of EASA

- Working Knowledge of Training Organisation exposition.

Other Prerequisite to be Knowledge Instructor

Beside the mentioned requirements as stated above, an instructor must meet the requirements below:...

- have part 66 license . (OR)

- have sufficient working experiences. (OR)

- have the experience of technical instructor.

On meeting the requirements, the instructor has to attend another course on the required subjects followed by sit-in in the class.

The initial course to be done under the guidance of an approved instructor.

Requirement for Practical Experience

Viewing the CAP 741, the CAA puts a very general description on its usage. The UK Civil Aviation Authority states that the document is a logbook to record history of aircraft experience and employment history to be used for job application, license application and confirming of technical competencies.

Viewing the logbook, it consists of three sections:

1- personal data and record of employment.
2. Basic Training and Basic Skill
3. Type training and maintenance experiences.

We were not too sure when to start filling the logbook. There were some of the earlier staff who feels that the logbook to be filled up when the students have completed the examinations of the 13 modules. However that does not make sense as some of the records required for it are for basic skills which are required for the license. Let us examine some of the elements of the required basic skills:

Samples of the Basic Skills:

- Soldering cables to single or multiple pins connector.
- Check aircraft wiring for continuity in conjunction with wiring diagram.

These basic skills are taught in maintenance school. As such the record can be entered when the students are doing the courses.

How to Use The LogBook

Although CAA listed the purposes of the logbook, as quoted above, as a training organisation, I would use it slightly different. I am using it as the reference point of the targeted skills and practical requirements.

The logbook list the skills required, as the part 66 list the required hours of practical training, the logbook will be a convenient indicators of what sort of training practices are required.

academic grading

My school is basically an EASA 147 school. However, due to the requirements of a number of sponsors, we have to provide an academic grading system using the CGPA system.

We had a short meeting and decided that the system will comprise of three items:

1. The policy of examination marking and records.

2. The scored points

3. The Credit Hours.

A. The Policy

Being a maintenance 147 school, our marking system, records and archive with have to comply to requirements of the local civil aviation requirements. As such

the grade point and the CGPA will only be a secondary data extracted from the original 147 marking system. The 147 schools normally use % marking system, where 100% is the mark if you get all the questions right.

B. The Scored points

This is grade point equivalent to the percentage marking. The following points system is used.

85-100 A 4.00

80-84 A- 3.67

75-79 B+ 3.33

C. The credit hours

This is the system to convert the hours taught to the figure to indicate the importance of the module. A score of grade point of 4 for module 1, which is taught within 72 hours should have a lower significant compared to module 6, which are taught in a longer time.

Calculation Of CGPA

The standard academic calculation is used.

aircraft maintenance school

The role of aircraft maintenance school has changed. Prior to EASA 147 system, it was expected to play a secondary role of providing the theoretical knowledge. The practical skills were to be given by the industry. The assessments were to be done by the CAA, or the country's civil aviation authority.

The EASA 147 had completely changed the prospective. The responsibilities of training school include:

1. Providing the knowledge.

2. Building the students skills,

3. Providing the aircraft experiences,

4. Building the correct attitudes

5. assessment of knowledge, skills and experiences.

The requirements are stated by the authorities in their official documents. Example given by the Malaysian Airworthiness Notice, posted below...

Privileges of the Approved Maintenance Training Organisation:

a) Carry out the Basic Training Courses in accordance with the manual (MTOE). The Training, knowledge examinations and practical assessments may only be carried out at the stated locations.

b) The ATO may subcontract the conduct of training and related examinations to a non maintenance training organisation only when under the control of the ATO’s quality system in accordance with procedures in MTOE. The subcontracting of basic theoretical training and examination is limited to Modules 1, 2, 3, 4, 5, 8, 9 and 10 .

c) An ATO may be considered for authorisation to conduct examinations on behalf of DGCA.

The practical experience on life aircraft may be contracted to a third part through the collaborative contracts between the parties.

Welcoming Message to New Students

My message to the students was simple. They have two milestones to check their own progress:

1. At the end of 2.5 years they should pass all the 13 modules.

2. and second target is after the 4 years they will get their license.

A visit to the local airworthiness authority confirm that the services to be provided by an approved training organisation should include all activities to enable the students to get the license.

What are required to get the license?. A check on the rule, states that the application for the license should include the following documentation:
i) Evidence of competency in theoretical knowledge and the English language;
ii) Evidence of competency in practical skills certified by a Validator;
iii) Evidence of practical assessments in aircraft maintenance experience certified by a Practical Assessor; and
iv) Recommendation from the ATO.

The students were told that the road to get the license will be a collaborative efforts between the school and the students. Looking at the requirements, they have to start collecting the practical tasks as early. Just in case the instructor forgot to give them the task sheet and practical work schedule, the students can insist. It is their right and they will the one sending the application later.

Boeing Aircrafts

Boeing is fighting for the leadership in the industry. It was the indisputable leader until the airbus is making a major inroad into the industry.

I remember in the early 70's, the competition was very much between Boeing and McDonald Douglas. In my judgement, the DC10 was a much advance aircraft compared to B747. The DC8 and B707 was on a level fight, and DC8 seem to be a winner. Towards the end, we know who had won and DC was bought over by Boeing.

Boeing Company Presentation

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