66.B.1 Scope

Regulation (EU) No 1321/2014

This section establishes the procedures including the administrative requirements to be followed by the competent authorities in charge of the implementation and the enforcement of Section A of this Annex (Part-66).

66.B.10 Competent authority

Regulation (EU) No 1321/2014

(a) General

The Member State shall designate a competent authority with allocated responsibilities for the issuance, continuation, change, suspension or revocation of aircraft maintenance licences.

This competent authority shall establish an adequate organisational structure to ensure compliance with this Annex (Part-66).

(b) Resources

The competent authority shall be appropriately staffed to ensure the implementation of the requirements of this Annex (Part-66).

(c) Procedures

The competent authority shall establish documented procedures detailing how compliance with this Annex (Part-66) is accomplished. These procedures shall be reviewed and amended to ensure continued compliance.

66.B.20 Record-keeping

Regulation (EU) No 1321/2014

(a) The competent authority shall establish a system of record-keeping that allows adequate traceability of the process to issue, revalidate, change, suspend or revoke each aircraft maintenance licence.

(b) These records shall include for each licence:

1. the application for an aircraft maintenance licence or change to that licence, including all supporting documentation;

2. a copy of the aircraft maintenance licence including any changes;

3. copies of all relevant correspondence;

4. details of any exemption and enforcement actions;

5. any report from other competent authorities relating to the aircraft maintenance licence holder;

6. the records of examinations conducted by the competent authority;

7. the applicable conversion report used for conversion;

8. the applicable credit report used for crediting.

(c) Records referred to in points 1 to 5 of point (b) shall be kept at least 5 years after the end of the licence validity.

(d) Records referred to in points 6, 7 and 8 of point (b) shall be kept for an unlimited period.

AMC 66.B.20 Record-keeping

ED Decision 2015/029/R

1. The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organized in a consistent way throughout the competent authority (chronological, alphabetical order, etc.).

2. All records containing sensitive data regarding applicants or organisations should be stored in a secure manner with controlled access to ensure confidentiality of this kind of data.

3. All computer hardware used to ensure data backup should be stored in a different location from that containing the working data in an environment that ensures they remain in good condition. When hardware or software changes take place special care should be taken that all necessary data continues to be accessible at least through the full period specified in 66.B.20.

66.B.25 Mutual exchange of information

Regulation (EU) 2019/1383

(a) The competent authorities shall participate in a mutual exchange of information in accordance with Article 72(1) of Regulation (EU) 2018/1139.

(b) Without prejudice to the competencies of the Member States, in the case of a potential safety threat involving several Member States, the concerned competent authorities shall assist each other in carrying out the necessary oversight action.

66.B.30 Exemptions

Regulation (EU) 2019/1383

All exemptions granted in accordance with Article 71(1) of Regulation (EU) 2018/1139 shall be recorded and retained by the competent authority.

SUBPART B — ISSUE OF AN AIRCRAFT MAINTENANCE LICENCE

Regulation (EU) No 1321/2014

This Subpart provides the procedures to be followed by the competent authority to issue, change or continue an aircraft maintenance licence.

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

Regulation (EU) 2018/1142

(a) On receipt of EASA Form 19 and any supporting documentation, the competent authority shall verify EASA Form 19 for completeness and ensure that the experience claimed meets the requirement of this Annex (Part-66).

(b) The competent authority shall verify an applicant's examination status and/or confirm the validity of any credits to ensure that all module requirements of Appendix I or Appendix VII, as applicable, have been met as required by this Annex (Part-66).

(c) When having verified the identity and date of birth of the applicant and being satisfied that the applicant meets the standards of knowledge and experience required by this Annex (Part-66), the competent authority shall issue the relevant aircraft maintenance licence to the applicant. The same information shall be kept on competent authority records.

(d) In the case where aircraft types or groups are endorsed at the time of the issuance of the first aircraft maintenance licence, the competent authority shall verify compliance with point 66.B.115.

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

ED Decision 2015/029/R

1. Applicants claiming the maximum reduction in 66.A.30(a) total experience based upon successful completion of a 147.A.200 approved basic training course should include the Part-147 certificate of recognition for approved basic training.

2. Applicants claiming reduction in 66.A.30(a) total experience based upon successful completion of training considered relevant by the competent authority as a skilled worker in a technical trade, should include the relevant certificate of successful completion of training.

3. Applicants claiming credit against the 66.A.30(a) total experience requirement by virtue of 66.A.30(a) non-civil aircraft maintenance experience may only be granted such credit where the Member State has recognised such non-civil aircraft maintenance experience. The competent authority in recognising non-civil aircraft maintenance experience should have specified who within the non-civil environment may make a statement that the applicant has met relevant maintenance experience. The applicant should include a detailed statement of such maintenance experience signed by the non-civil maintenance authority in accordance with the conditions specified by the competent authority.

4. The competent authority should check that the experience record satisfies above paragraphs in terms of content and the countersigning signature.

AMC 66.B.100 to 115

ED Decision 2015/029/R

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

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

ED Decision 2019/009/R

At the issue or renewal of a B2L licence:

               one or several system ratings; and

               one or several group/subgroup ratings,

should be endorsed on the licence (EASA 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.

66.B.105 Procedure for the issue of an aircraft maintenance licence via a maintenance organisation approved in accordance with Annex II (Part-145)

Regulation (EU) No 1321/2014

(a) A maintenance organisation approved in accordance with Annex II (Part-145), when authorised to carry out this activity by the competent authority, may (i) prepare the aircraft maintenance licence on behalf of the competent authority or (ii) make recommendations to the competent authority regarding the application from an individual for a aircraft maintenance licence so that the competent authority may prepare and issue such licence.

(b) Maintenance organisations referred to in point (a) shall ensure compliance with points 66.B.100(a) and (b).

(c) In all cases, the aircraft maintenance licence can only be issued to the applicant by the competent authority.

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

ED Decision 2022/011/R

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 competent authority at least once in each 12-month period. This procedure should include a limitation stating that it is only applicable to the case where the competent authority for the Part-145 approval and for the Part-66 licence is the same.

2. The Part-145 organisation should check that the experience records have been properly countersigned.

3. The maintenance organisation approved under Part-145 may keep the experience record of applicants in a different form from that of application EASA Form 19 but such different form or manner should be acceptable to the competent authority.

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

Regulation (EU) 2018/1142

(a) At the completion of the procedures specified in points 66.B.100 or 66.B.105, the competent authority shall endorse the additional basic category, subcategory or, for category B2L, system rating(s) on the aircraft maintenance licence by stamp and signature or shall reissue the licence.

(b)  The record system of the competent authority shall be changed accordingly.

(c)  Upon request by the applicant, the competent authority shall replace a licence in category B2L with a licence in category B2 endorsed with the same aircraft rating(s) when the holder has demonstrated both of the following:

(i)  by examination the differences between the basic knowledge corresponding to the B2L licence held and the basic knowledge of the B2 licence, as set out in Appendix I;

(ii)  the practical experience required in Appendix IV.

(d)  In the case of a holder of an aircraft maintenance licence in subcategory B1.2 endorsed with the Group 3 rating or in category B3 endorsed with the rating ‘piston engine non-pressurised aeroplanes of 2 000 kg MTOM and below’, the competent authority shall issue, upon application, a fully rated licence in subcategories L1 and L2, with the same limitations as the B1.2/B3 licence held.

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

ED Decision 2019/009/R

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 competent authority.

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

Regulation (EU) 2018/1142

(a) On receipt of a satisfactory EASA Form 19 and any supporting documentation demonstrating compliance with the requirements of the applicable rating together with the accompanying aircraft maintenance licence, the competent authority shall either:

1. endorse the applicant's aircraft maintenance licence with the applicable aircraft rating; or

2. reissue the said licence to include the applicable aircraft rating; or

3. remove the applicable limitations in accordance with point 66.A.50.

The competent authority record system shall be changed accordingly.

(b) In the case where the complete type training is not conducted by maintenance training organisation appropriately approved in accordance with Annex IV (Part-147), the competent authority shall be satisfied that all type training requirements are complied with before the type rating is issued.

(c) In the case where the On the Job Training is not required, the aircraft type rating shall be endorsed based on a Certificate of Recognition issued by a maintenance training organisation approved in accordance with Annex IV (part-147).

(d) In the case where the aircraft type training is not covered by a single course, the competent authority shall be satisfied prior to the type rating endorsement that the content and length of the courses fully satisfy the scope of the licence category and that the interface areas have been appropriately addressed.

(e) In the case of differences training, the competent authority shall be satisfied that (i) the applicant's previous qualification, supplemented by (ii) either a course approved in accordance with Annex IV (Part-147) or a course directly approved by the competent authority, are acceptable for type rating endorsement.

(f) The competent authority shall ensure that compliance with the practical elements of the type training is demonstrated by one of the following:

(i)  by the provision of detailed practical training records or a logbook provided by the organisation which delivered the course directly approved by the competent authority in accordance with point 66.B.130;

(ii)  where available, by a training certificate, covering the practical training element, issued by a maintenance training organisation appropriately approved in accordance with Annex IV (Part-147).

(g) Aircraft type endorsement shall use the aircraft type ratings specified by the Agency.

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

ED Decision 2022/011/R

(a) Where the type training has not been conducted by a Part-147 organisation, there should be supporting documents confirming to the competent authority that:

               The type training has been approved by the competent authority in accordance with 66.B.130,

               the applicant has completed the elements of the approved type training; and

               the trainee has been successfully examined/assessed.

(b) Aircraft type training may be subdivided in airframe and/or powerplant and/or avionics/electrical systems type training courses.

1. Airframe type training course means a type training course including all relevant aircraft structure and electrical and mechanical systems excluding the powerplant.

2. Powerplant type training course means a type training course on the bare engine, including the build-up to a quick engine change unit.

3. The interface of the engine/airframe systems should be addressed by either airframe or powerplant type training course. In some cases, such as for general aviation, it may be more appropriate to cover the interface during the airframe course due to the large variety of aircraft that can have the same engine type installed.

4. Avionics/electrical systems type training course means type training on avionics and electrical systems covered by but not necessarily limited to ATA Chapters 22, 23, 24, 25, 27, 31, 33, 34, 42, 44, 45, 46, 73 and 77 or equivalent.

(c) For the acceptance of the OJT programme described in Section 6 of Appendix III to Part-66, the licensing competent authority should develop adequate procedures which may be similar to the procedure described in AMC 66.B.130 for the ‘direct approval of aircraft type training’.

In the case where the licensing competent authority is different from the competent authority of the maintenance organisation which provides the OJT, the licensing authority may take into consideration the fact that the maintenance organisation may already have the OJT programme accepted by their own competent authority (directly approved or through Chapter 3.20 of the MOE, as described in AMC1 145.A.70(a)).

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

Regulation (EU) 2021/700

(a) The competent authority shall compare the holder's aircraft maintenance licence with the competent authority records and verify any pending revocation, suspension or change action pursuant to point 66.B.500. If the documents are identical and no action is pending pursuant to point 66.B.500, the holder's copy shall be renewed for 5 years and the file endorsed accordingly.

(b) If the competent authority records are different from the aircraft maintenance licence held by the licence holder:

1. the competent authority shall investigate the reasons for such differences and may choose not to renew the aircraft maintenance licence.

2. the competent authority shall inform the licence holder and any known maintenance organisation approved in accordance with Annex I (Part-M) Subpart F, Annex II (Part-145) or Annex Vd (Part-CAO) that may be directly affected by such fact.

3. the competent authority shall, if necessary, take action in accordance with point 66.B.500 to revoke, suspend or change the licence in question.

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

ED Decision 2022/011/R

The competent authority should not carry out any investigation to ensure that the licence holder is in current maintenance practice as this is not a condition for the renewal of a licence. Ensuring the continued validity of the certification privileges is a matter for the approved Part-145 / 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 competent authority 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.

66.B.125 Procedure for the conversion of licences including group ratings

Regulation (EU) 2018/1142

(a) Individual aircraft type ratings already endorsed on the aircraft maintenance licence referred to in point 4 of Article 5 shall remain on the licence and shall not be converted to new ratings unless the licence holder fully meets the requirements for endorsement defined in point 66.A.45 of this Annex (Part-66) for the corresponding group/sub-group ratings.

(b) The conversion shall be performed in accordance with the following conversion table:

1. for category B1 or C:

               helicopter piston engine, full group: converted to ‘full subgroup 2c’ plus the aircraft type ratings for those single piston engine helicopters which are in Group 1;

               helicopter piston engine, manufacturer group: converted to the corresponding ‘manufacturer subgroup 2c’ plus the aircraft type ratings for those single piston engine helicopters of that manufacturer which are in Group 1;

               helicopter turbine engine, full group: converted to ‘full subgroup 2b’ plus the aircraft type ratings for those single turbine engine helicopters which are in Group 1;

               helicopter turbine engine, manufacturer group: converted to the corresponding ‘manufacturer subgroup 2b’ plus the aircraft type ratings for those single turbine engine helicopters of that manufacturer which are in Group 1;

               aeroplane single piston engine — metal structure, either full group or manufacturer group: converted to ‘full group 3’. For the B1 licence, the following limitations shall be included: composite-structure aeroplanes, wooden-structure aeroplanes, and metal-tubing and fabric aeroplanes;

               aeroplane multiple piston engines — metal structure, either full group or manufacturer group: converted to ‘full group 3’ plus the aircraft type ratings for those aeroplanes with multiple piston engines of the corresponding full/manufacturer group which are in Group 1. For the B1 licence, the following limitations shall be included: composite-structure aeroplanes, wooden-structure aeroplanes and metal-tubing and fabric aeroplanes;

               aeroplane single piston engine — wooden structure, either full group or manufacturer group: converted to ‘full group 3’. For the B1 licence, the following limitations shall be included: pressurised aeroplanes, metal-structure aeroplanes, composite-structure aeroplanes and metal-tubing and fabric aeroplanes;

               aeroplane multiple piston engines — wooden structure, either full group or manufacturer group: converted to ‘full group 3’. For the B1 licence, the following limitations shall be included: pressurised aeroplanes, metal-structure aeroplanes, composite-structure aeroplanes and metal-tubing and fabric aeroplanes;

               aeroplane single piston engine — composite structure, either full group or manufacturer group: converted to ‘full group 3’. For the B1 licence, the following limitations shall be included: pressurised aeroplanes, metal-structure aeroplanes, wooden-structure aeroplanes and metal-tubing and fabric aeroplanes;

               aeroplane multiple piston engines — composite structure, either full group or manufacturer group: converted to ‘full group 3’. For the B1 licence, the following limitations shall be included: pressurised aeroplanes, metal-structure aeroplanes, wooden-structure aeroplanes and metal-tubing and fabric aeroplanes;

               aeroplane turbine — single engine, full group: converted to ‘full sub-group 2a’ plus the aircraft type ratings for those single turboprop aeroplanes which did not require an aircraft type rating in the previous system and are in Group 1;

               aeroplane turbine — single engine, manufacturer group: converted to the corresponding ‘manufacturer subgroup 2a’ plus the aircraft type ratings for those single turboprop aeroplanes of that manufacturer which did not require an aircraft type rating in the previous system and are in Group 1;

               aeroplane turbine — multiple engines, full group: converted to the aircraft type ratings for those aeroplanes with multiple turboprop engines which did not require an aircraft type rating in the previous system.

2. for category B2:

               aeroplane: converted to ‘full sub-group 2a’ and ‘full group 3’, plus the aircraft type ratings for those aeroplanes which did not require an aircraft type rating in the previous system and are in group 1,

               helicopter: converted to ‘full sub-groups 2b and 2c’, plus the aircraft type ratings for those helicopters which did not require an aircraft type rating in the previous system and are in group 1;

3. for category C:

               aeroplane: converted to ‘full sub-group 2a’ and ‘full group 3’, plus the aircraft type ratings for those aeroplanes which did not require an aircraft type rating in the previous system and are in group 1,

               helicopter: converted to ‘full sub-groups 2b and 2c’, plus the aircraft type ratings for those helicopters which did not require an aircraft type rating in the previous system and are in group 1.

(c) If the licence was subject to limitations following the conversion process referred to in point 66.A.70, these limitations shall remain on the licence, unless they are removed under the conditions defined in the relevant conversion report referred to in point 66.B.300.

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

Regulation (EU) 2018/1142

(a)  In the case of type training for aircraft other than airships, the competent authority may approve aircraft type training not conducted by a maintenance training organisation approved in accordance with Annex IV (Part-147), pursuant to point 1 of Appendix III to this Annex (part-66). In such case, the competent authority shall have a procedure to ensure that the aircraft type training complies with Appendix III to this Annex (Part-66).

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

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

ED Decision 2019/009/R

In the case of type training for aircraft other than airships:

1. The procedure for the direct approval of type training courses by the competent authority should require that the following aspects are described by the organisation providing the training:

               The content and the duration of the theoretical and/or practical elements, as applicable, in accordance with Appendix III to Part-66, including the Training Need Analysis (TNA);

               The teaching methods and instructional equipment;

               The material and documentation provided to the student;

               The qualification of instructors, examiners and/or assessors, as applicable;

               The examination and/or assessment procedure, as applicable. Further guidance about the assessment and the designated assessors is given in Appendix III to AMC to Part-66.

               The documentation and records to be provided to the student to justify the satisfactory completion of the training course and related examination/assessment. This should include not only a certificate of completion but enough documentation and records to justify that the content and duration approved has been met and that the examination/assessment has been successfully passed.

2. The above criteria apply to a full course as well as to a partial course such as the practical element of a type training course and its assessment.

3. The procedure should also indicate how the competent authority is going to audit the proper performance of the approved course.

4. The direct approval of aircraft type training should be done on a case by case basis and should not be granted for long term periods, since it is not a privilege of the organisation providing the training.

SUBPART C — EXAMINATIONS

Regulation (EU) No 1321/2014;

This Subpart provides the procedures to be followed for the examinations conducted by the competent authority.

66.B.200 Examination by the competent authority

Regulation (EU) 2018/1142

(a) All examination questions shall be kept in a secure manner prior to an examination, to ensure that candidates will not know which particular questions will form the basis of the examination.

(b) The competent authority shall nominate:

1. persons who control the questions to be used for each examination;

2. examiners who shall be present during all examinations to ensure the integrity of the examination.

(c) Basic examinations shall follow the standard specified in Appendices I and II or in Appendices VII and VIII to this Annex (Part-66), as applicable.

(d) Type training examinations and type examinations shall follow the standard specified in Appendix III to this Annex (Part-66).

(e) New essay questions shall be raised at least every 6 months and questions already used withdrawn or rested from use. A record of the questions used shall be retained in the records for reference.

(f) All examination papers shall be handed out at the start of the examination to the candidate and handed back to the examiner at the end of the allotted examination time period. No examination paper may be removed from the examination room during the allotted examination time period.

(g) Apart from specific documentation needed for type examinations, only the examination paper may be available to the candidate during the examination.

(h) Examination candidates shall be separated from each other so that they cannot read each other's examination papers. They may not speak to any person other than the examiner.

(i) Candidates who are proven to be cheating shall be banned from taking any further examination within 12 months of the date of the examination in which they were found cheating.

GM 66.B.200 Examination by the competent authority

ED Decision 2020/002/R

1. Questions may be prepared in the national language but the use of aviation English is recommended wherever possible.

2. The primary purpose of essay questions is to determine that the candidate can express themselves in a clear and concise manner and can prepare a concise technical report for the maintenance record, which is why only a few essay questions are required.

3. Oral type questions may not be used as the primary means of examination because of the difficulty in establishing consistency of standards between examiners or day-to-day.

However, nothing prevents the competent authority from meeting potential certifying staff for the purpose of ensuring they understand their obligations and responsibilities in the application of maintenance Parts.

4. For pass mark purposes, the essay questions should be considered as separate from the multiple choice questions.

5. Multiple choice question (MCQ) generation.

The following principles should be observed when developing multiple choice question:

(a) The examination should measure clearly formulated goals. Therefore the field and depth of knowledge to be measured by each question should be fully identified.

(b) All the questions should be of the multiple choice type with three alternative answers.

(c) Questions that require specialised knowledge of specific aircraft types should not be asked in a basic licence examination.

(d) The use of abbreviations and acronyms should generally be avoided. However where needed, only internationally recognised abbreviations and acronyms should be used. In case of doubt use the full form, e.g. angle of attack = 12 degrees instead of a= 12°.

(e) Questions and answers should be formulated as simply as possible: the examination is not a test of language. Complex sentences, unusual grammar and double negatives should be avoided.

(f) A question should comprise one complete positive proposition. No more than 3 different statements should appear among the suggested responses otherwise the candidate may be able to deduce the correct answer by eliminating the unlikely combinations of statements.

(g) Questions should have only one true answer.

(h) The correct answer should be absolutely correct and complete or, without doubt, the most preferable. Responses that are so essentially similar that the choice is a matter of opinion rather than a matter of fact should be avoided. The main interest in MCQs is that they can be quickly performed: this is not achieved if doubt exists about the correct answer.

(i) The incorrect alternatives should seem equally plausible to anyone ignorant of the subject. All alternatives should be clearly related to the question and of similar vocabulary, grammatical structure and length. In numerical questions, the incorrect answers should correspond to procedural errors such as corrections applied in the wrong sense or incorrect unit conversions: they should not be mere random numbers.

(j) Calculators are not allowed during examination. Therefore all calculations should be feasible 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 competent authority to determine if candidates can express themselves in a clear and concise manner in the form of a written response, in a technical report format using the technical language of the aviation industry. The essay examination also allows to assess, in part, the technical knowledge retained by the individual and with a practical application relevant to a maintenance scenario.

(b) Questions should be written so as to be broad enough to be answered by candidates for 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 need to ensure consideration is given to the limited practical experience that most candidates will have.

(c) To make the questions and the marking procedures are as consistent as possible, each question and model answer, with the required key areas required (see below), should be reviewed independently by at least 2 technical staff members.

(d) When raising questions the following should be considered:

               Each essay question will have a time allowance of 20 minutes.

               A complete A4 side is provided for each question and answer, if required the answer can be extended onto the reverse side of the page.

               The question should be such that the answer expected will be at the level shown for that subject in the module syllabus.

               The question should not be ambiguous but should seek a broad reply rather than be limited in scope for answer.

               The question should lend itself to be written in a technical report style, in a logical sequence (beginning, middle and end), containing the applicable and relevant technical words needed in the answer.

               Do not ask for drawings/sketches to support the essay.

               The question should be relevant to the category and level of difficulty listed in the syllabus, e.g. a description of a typical general aviation system may not be acceptable for a typical commercial aeroplane.

               Subject to obvious constraints in relation to the topic being addressed the question should have a strong bias towards the practical maintenance of a system/component and the answer should show an understanding of normal and deteriorated conditions of an aircraft and its systems.

Variations on alternative possible answers which have not been thought of, may have to be taken into account to aid the examiner when marking. If considered relevant, the model answer should be amended to include these new points.

(e) Because of the difficulty in marking an essay answer using key points only, there is a need for the way in which the report was written to be assessed and taken into consideration.

(f) The total points for each question will add up to 100 and will need to reflect both the combination of the technical (key point) element and the report style element.

(g) Each key point will be graded upon its importance and have point weighting allocated to it. The total weight will represent 60% of the mark.

(h) Key points are the ‘important elements’ that may be knowledge or experience-based and will include other maintenance orientated factors such as relevant safety precautions or legislative practices if applicable. Excessive reference to the need for MM referral or safety checks may be considered wasteful.

(i) The question answer will be analysed for the clarity and manner in which the essay report is presented and have a weighting allocated to it which will represent 40% of the mark.

(j) The answer should show the candidate's ability to express himself in technical language. This includes readability of the language, basic grammar and use of terminology.

(k) The report starts in the beginning and has logical process to reach a conclusion.

(l) Supporting diagrams should not be encouraged but if used should supplement the answer and not replace the need for a broad text answer.

(m) The report should not be indexed, itemised or listed.

(n) Within reason the candidate should not be penalised for incorrect spelling.

(o) A zero mark should only be given in exceptional circumstances. Even if the student misunderstands the question and gives an answer to a different question, a sympathetic mark even if only for the report style should be given, this could up to the maximum percentage allowed.

(p) The two allocated marks should be added together and written into the answer paper.

(q) If a question answer resulting in a borderline failure is principally due to ‘written report errors,’ the paper should be discussed and the mark agreed if possible with another examiner.

SUBPART D — CONVERSION OF CERTIFYING STAFF QUALIFICATIONS

Regulation (EU) No 1321/2014

This Subpart provides the procedures for the conversion of certifying staff qualifications referred to in point 66.A.70 to aircraft maintenance licences.

66.B.300 General

Regulation (EU) No 1321/2014

(a) The competent authority may only convert qualifications

(i)  obtained in the Member State for which it is competent, without prejudice to bilateral agreements and

(ii)  valid prior to the entry into force of the applicable requirements of this Annex (Part-66).

(b) The competent authority may only perform the conversion in accordance with a conversion report established pursuant to points 66.B.305 or 66.B.310, as applicable.

(c) Conversion reports shall be either

(i)  developed by the competent authority or

(ii)  approved by the competent authority to ensure compliance with this Annex (Part-66).

(d) Conversion reports together with any change of these shall be kept on record by the competent authority in accordance with point 66.B.20.

GM 66.B.300 General

ED Decision 2015/029/R

As described in point 66.B.300, certifying staff qualifications eligible for conversion are those valid ‘prior to the entry into force of the applicable requirements of this Annex (Part-66)’, which means those qualifications valid before the following dates:

               28 September 2005 for aircraft above 5 700 kg MTOM (ref. (EC) No 2042/2003, Article 7, point 3(e));

               28 September 2006 for aircraft of 5 700 kg MTOM and below (ref. (EC) No 2042/2003, Article 7, point 3(f)).

Nevertheless, since the B3 licence did not exist at those dates, certifying staff qualifications eligible for conversion to a B3 licence are those valid before 28 September 2012, which is the date where the authority has been obliged to start issuing such licences in accordance with (EC) No 2042/2003, Article 7, point 3(h), item (i).

66.B.305 Conversion report for national qualifications

Regulation (EU) 2018/1142

(a) The conversion report for national certifying staff qualifications shall describe the scope of each type of qualification, including the associated national licence, if any, the associated privileges and include a copy of the relevant national regulations defining these.

(b) The conversion report shall show for each type of qualification referred to in point (a):

1. to which aircraft maintenance licence it will be converted; and

2. which limitations shall be added in accordance with points 66.A.70(c) or (d), as applicable; and

3. the conditions to remove the limitations, specifying the module/subjects on which examination is needed to remove the limitations and obtain a full aircraft maintenance licence, or to include an additional (sub-) category. This shall include the modules defined in Appendix I to this Annex (Part-66) not covered by the national qualification.

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

ED Decision 2016/011/R

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 other-than-complex motor-powered aircraft not used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 should include the privileges associated to the national qualification. The reports should identify which limitations are needed to the Part-66 licence in order to maintain these privileges.

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

ED Decision 2015/029/R

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.

66.B.310 Conversion report for approved maintenance organisations authorisations

Regulation (EU) No 1321/2014

(a) For each approved maintenance organisation concerned, the conversion report shall describe the scope of each type of authorisation issued by the maintenance organisation and include a copy of the relevant approved maintenance organisation's procedures for the qualification and the authorisation of certifying staff on which the conversion process is based.

(b) The conversion report shall show for each type of authorisation referred to in point (a):

1. to which aircraft maintenance licence it will be converted, and

2. which limitations shall be added in accordance with points 66.A.70(c) or (d), as applicable, and

3. the conditions to remove the limitations, specifying the module/subjects on which examination is needed to remove the limitations and obtain a full aircraft maintenance licence, or to include an additional (sub-) category. This shall include the modules defined in Appendix III to this Annex (Part-66) not covered by the national qualification.

AMC 66.B.310(a) Conversion report for approved maintenance organisations' authorisations

ED Decision 2020/002/R

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 air carriers licensed in accordance with Regulation (EC) No 1008/2008 should include the privileges associated to the organisation authorisation. The reports should identify which limitations are needed to the Part-66 licence in order to maintain these privileges.

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

ED Decision 2015/029/R

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 organisation authorisation and the Part-66 licence qualification. This conversion does not include such comparison.

This means that, in order to remove such limitations, full compliance with the conditions of Part-66 needs to be demonstrated.

SUBPART E — EXAMINATION CREDITS

Regulation (EU) 2021/700

This Subpart provides the procedures for granting examination credits referred to in point 66.A.25(e).

66.B.400 General

Regulation (EU) No 1321/2014

(a) The competent authority may only grant credit on the basis of a credit report prepared in accordance with point 66.B.405.

(b) The credit report shall be either

(i)  developed by the competent authority or

(ii)  approved by the competent authority to ensure compliance with this Annex (Part-66).

(c) Credit reports together with any change of these shall be dated and kept on record by the competent authority in accordance with point 66.B.20.

66.B.405 Examination credit report

Regulation (EU) 2018/1142

(a) The credit report shall include a comparison between the following:

(i)  the modules, submodules, subjects and knowledge levels contained in Appendices I or VII to this Annex (Part-66), as applicable;

(ii)  the syllabus of the technical qualification concerned, relevant to the particular category being sought.

This comparison shall state whether compliance has been demonstrated and contain the justifications for each statement.

(b)  Credits for examinations, other than basic knowledge examinations carried out in maintenance training organisations approved in accordance with Annex IV (Part-147), can only be granted by the competent authority of the Member State in which the qualification has been obtained, unless a formal agreement exists with such competent authority advising otherwise.

(c)  No credit can be granted unless there is a statement of compliance for each module and submodule, indicating where the equivalent standard can be found in the technical qualification.

(d)  The competent authority shall check on a regular basis whether the following have changed:

(i)  the national qualification standard;

(ii)  Appendices I or VII to this Annex (Part-66), as applicable.

The competent authority shall also assess if changes to the credit report are consequently required. Such changes shall be documented, dated and recorded.

66.B.410 Examination credit validity

Regulation (EU) 2018/1142

(a) The competent authority shall notify to the applicant in writing any credits granted together with the reference to the credit report used.

(b) Credits shall expire 10 years after they are granted.

(c) Upon expiration of the credits, the applicant may apply for new credits. The competent authority shall extend the validity of the credits for an additional period of 10 years without further consideration if the basic knowledge requirements defined in Appendices I or VII to this Annex (Part-66), as applicable, have not been changed.

GM 66.B.410 Examination credit validity

ED Decision 2015/029/R

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.

SUBPART F — CONTINUING OVERSIGHT

Regulation (EU) No 1321/2014

This Subpart describes the procedures for the continuing oversight of the aircraft maintenance licence and in particular for the revocation, suspension or limitation of the aircraft maintenance licence.

66.B.500 Revocation, suspension or limitation of the aircraft maintenance licence

Regulation (EU) 2021/700

The competent authority shall suspend, limit or revoke the aircraft maintenance licence where it has identified a safety issue or if it has clear evidence that the person has carried out or been involved in one or more of the following activities:

1. obtaining the aircraft maintenance licence and/or the certification privileges by falsification of documentary evidence;

2. failing to carry out requested maintenance combined with failure to report such fact to the organisation or person who requested the maintenance;

3. failing to carry out required maintenance resulting from own inspection combined with failure to report such fact to the organisation or person for whom the maintenance was intended to be carried out;

4. negligent maintenance;

5. falsification of the maintenance record;

6. issuing a certificate of release to service knowing that the maintenance specified on the certificate of release to service has not been carried out or without verifying that such maintenance has been carried out;

7. carrying out maintenance or issuing a certificate of release to service when adversely affected by alcohol or drugs;

8. issuing certificate of release to service while not in compliance with this Regulation.