Add a type rating - UK Part 66 aircraft maintenance licence

If aircraft types of the same manufacturer have different type ratings as stated in Appendix I to AMC to Part-66, there is a gap of knowledge gap preventing the endorsement of the second aircraft type. E.g. the Airbus A330 (GE CF6) is a different rating to the Airbus A318/A319/A320/A321 (CFM56).

If the Airbus A318/A319/A320/A321 (CFM56) is previously endorsed or the criteria for endorsement are met (based on conversion or type training) the Airbus A330 (GE CF6) can be endorsed (within the time limits) following either.

• a complete theoretical + practical Airbus A330 (GE CF6) course, or
• a differences training course, theoretical and practical for Airbus A330 (GE CF6) compared to Airbus A318 (CFM56) (and/or A319/A320/A321) as described in Appendix III point 1(c).

A Part-147 organisation difference training is not required for variants within the same aircraft type rating, for example: from A320 to A321. Nevertheless, some training to cover the differences may be necessary. This may be provided by an approved maintenance organisation, before issuing the certifying staff authorisation, (see AMC to Paragraph 1(c) of Appendix III to Part-66 ‘Aircraft Type Training and Examination Standard. On-the-Job Training’).

A type rating shall only be endorsed on a licence after differences training when the applicant also complies with one of the following conditions:
— having already endorsed on the licence the aircraft type rating from which the differences are being identified, or
— having completed the type training requirements for the aircraft from which the differences are being identified (Both theory and practical elements). Ref Part 66 Appendix III(c)(iii)

The UK aircraft type list can be found here SRG 1782.

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.

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. (Part 66, AMC to Paragraphs 1(b), 3.2 and 4.2 of Appendix III)

In addition, for B1 and B2 licences, where the aircraft is the first in a licence category or subcategory, on the job (OJT) training shall be completed (66.A.45(c) and GM 66.A.45).

Aircraft type rating training must have been started and be completed within the 3 years preceding the application for a type rating endorsement (Part-66, Appendix III, paragraph 1).

It does not make sense to attend in the first instance a type rating training course with the intent of getting this later endorsed on the maintenance licence for the following reasons:

• At the time the training is gained, the holder has no licence, and it may take more than 3 years before the applicant is compliant with the basic knowledge (66.A.25), as well as the experience requirements (66.A.30).
• The applicant runs the risk the Certificate of Recognition may have expired at the time they apply for the licence and the type rating endorsement.

The practical assessment addresses the practical portion of any type training whereas the OJT assessment addresses the additional practical experience necessary gained in a true maintenance environment as part of the first type rating in a (sub)category.

This is illustrated in Appendix III to Part 66 forund here; Aircraft type training and examination standard

OJT completion statement

At the end of OJT, a designated assessor must certify the completeness of the whole OJT process. The intent of the requirement does not suggest that there should be an assessment performed by the assessor on top of every task monitored by the supervisor and at the very end of the OJT programme, there should already be a comprehensive hands-on assessment of the candidate.

This assessment should include confirmation of the completion of the required diversity and quantity of OJT and should be based on the supervisor(s) reports and feedback. Ensure that the OJT procedure was fully met (in terms of objective and content); and

In case of doubt, the assessor may decide to proceed to an additional evaluation of the candidate or perform a gap analysis when the OJT procedure is not fully met such as an insufficient number of tasks or diversity of tasks or unclear supervisor’s report regarding the candidate’s performance.

A supervisor should not sign any actual task if the person did not achieve the required competence in safe task performance.

Note: It’s important to highlight here that OJT addresses:

The first type rating in a (sub)category of aircraft and subsequently addresses individuals having no experience in that new (sub)category of aircraft (e.g. extension of the license).

The OJT task is confirmed by the direct supervisor(s), who has personally observed the work being performed. The OJT supervisor should be a capable coach and designated by the organisation.

AMC to Section 6. of Appendix III to Part-66 gives more clarification about the assessment process and the function of the assessor.

This assessment should include confirmation of the required diversity and quantity of OJT and should be based on the supervisor(s) reports and feedback. Typically, this would be in the form of a Compliance Report completed by the assessor.

The Compliance Report will be required by the CAA to support any application for first type rating.

OJT is applicable to aircraft under 66.A.45 including AMC and GM

OJT must be representative of the aircraft and shall cover a cross section of tasks acceptable to the CAA. OJT tasks to be completed shall be representative of the aircraft and systems both in complexity and in the technical input required to complete that task. While relatively simple tasks may be included, other more complex maintenance tasks shall also be incorporated and undertaken as appropriate to the aircraft type.

This means that the tasks listed in Appendix II which are representative of the aircraft or another model in the type rating should be kept and those not representative be disregarded.

Some tasks should be selected from each paragraph of the Appendix II list, this means that it is not necessary to perform exactly 50% in each ATA chapter (AMC to Section 6 of Appendix III to Part 66).

New tasks more representative of the type of aircraft may be added by the maintenance organisation as replacements.

The OJT tasks should be selected because of their frequency, safety, novelty. Tasks selected among those frequently carried out by the organisation on this type or more related to safety should be deleted.

Novelty is considered to be areas peculiar to the aircraft type, domains not covered by Part-66 Appendix I, practical training elements that cannot be imparted through simulation devices, etc.

See AMC to Section 6 of Appendix III to Part-66 point 4 and 5.

Quantity of OJT tasks

The AMC to Appendix III of Part 66 states that the tasks are representative of the licence (sub)category applied for. This means that the tasks should identify whether they relate to a B1.1, B1.3 licence, to a B2 or L5, and be adapted to the privilege of each licence category / subcategory as defined in 66.A.20(a):

The following are examples for consideration.

• For a B1 licence. Aircraft structure, power plant and mechanical and electrical systems in addition work on avionics system with simple test but not including trouble shooting.
• For a B2, avionics, aircraft electrical system tasks and avionics/electrical tasks within mechanical and power plant systems. Ground Handling & Servicing, Standard mechanical practises, General Inspections (EZAP, EWIS, Zonal), Functional & Operational Checks, Component Changes.
• For a L5. Aircraft structure, power plant, mechanical and electrical systems, radio, Emergency Locator Transmitters (ELT), transponder systems and other avionics systems requiring simple tests to prove their serviceability.

OJT shall be performed on the aircraft type for which the applicant is seeking type endorsement. The objective of the OJT is to gain the required competence and experience in performing safe maintenance on that particular aircraft type.

Where the applicant has completed a type course followed by a subsequent differences type course, and they do not hold any other type ratings endorsed on their UK Part 66 licence, OJT is required on the base aircraft and not one of the subsequent courses for which a difference course has been completed. 

As a minimum, the OJT procedure should describe the following elements:

• Content of the OJT: the list of tasks that should be performed during the OJT or a list of generic tasks and the process how to develop a list of particular tasks out of this list of generic tasks,
• Requirements for the assessor and supervisors performing the OJT, how are they trained, competency assessed and designated,
• OJT logbook/worksheets format and content,
• OJT compliance report format and content,
• Production planning for the implementation of OJT (how to plan the tasks),
• Supervision process and the assessment process, what to do if the assessment is not positive,
• Safe release to service of the aircraft after OJT.

AMC to Section 6 of Appendix III to Part-66 should be used when defining the content of the procedure.

The endorsement of the first aircraft type rating, within a given category/sub-category, requires satisfactory completion of the corresponding On-the-Job-Training (ref. 66.A.45(c)).

The OJT shall be approved by the UK CAA (ref. Part 66, Appendix III, sec. 6).

It shall be carried out in a maintenance organisation approved under UK Part-145 and the procedures for OJT should be included in the exposition (MOE chapter 3.15 “OJT procedure”, approved by the UK CAA.
(ref. AMC to Section 6 of Appendix III to Part-66).

For the Part-145, holding UK approval, controlled within the exposition (typically section 3.15. This should include the process & procedures for supporting OJT for UK licence holders).

It is recommended that prior to starting any OJT outside of the UK the individual contacts the organisation to verify the validity of the organisations UK OJT approval.

Apply for a UK Part 66 Aircraft Maintenance Licence

The current fee for this service is £165.00 per Type Rating.

The addition of a Type Rating will also incur a Rolling Renewal fee. In order to calculate this fee, you will need to have the expiry date of your current licence to hand when completing the online application form.

The expiry date is normally found on page 6 of 8 of your current Part 66 Aircraft Maintenance Licence depending on the size of your Licence.

If you are applying for any other additional services, the appropriate fee will also apply.

An additional fee will be payable if you wish your documents to be returned by secure courier.

For safe return of your documents there is a secure courier service available.

The Scheme of Charges also offers further guidance.