Engineer experience requirements

Applicants should demonstrate their breadth and depth of experience of aircraft systems & sub-systems when submitting licence applications. Tasks should 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 should be incorporated and undertaken as appropriate to the aircraft type.

Maintenance experience should be written up in a clear manner and demonstrates 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 blanket statement such as “X years maintenance experience completed” would not be acceptable.

Where there is commonality between the trades/existing licence scope, focus should be directed to the B1 element(s). Ensure all the related content is enclosed with the supporting work records and is written in a manner that gives the reader a clear understanding of the task and the work that was performed.

Logbooks must be in the style of the CAA CAP 741: Aircraft Maintenance Engineers Log Book with tasks segregated by system (ATA chapter) and for a basic licence application, presented collated by ATA system rather than by airframe and engine combination.

Failure to present a record in ATA or system order will result in application rejection.

Each task entry should be verified by the certifying staff, certifying the release to service. 

It is strongly suggested you update your work record at the earliest opportunity and on a regular basis.

A simple title with an AMM reference fails to fully identify the work that was performed in most instances, additional information such as challenges faced, troubleshooting steps undertaken and any specialist tools used gives better credit to the experience gained. Therefore multiple boxes in the CAP741 can be used for each entry.

Simple functional checks, operational tests or inspection checks alone are insufficient for a B licence.

Sufficient experience, appropriate to the category, of work in areas including:

• Electrical - aircraft electrical power supply source, plus the distribution system to the different components contained in the aircraft and relevant connectors.
• Continuity, insulation and bonding techniques and testing.
  Crimping and testing of crimped joints.
• Connective devices typically connector pin removal and insertion.
  Wiring protection techniques.
• CDCCL, AWL, EWIS tasks as applicable to aircraft type(s) on which experience was gained.
• Coding/re-coding/calibration.
• Wiring changes/upgrades.
• Modification/STC embodiment/changes.
• Use of avionic test equipment.
• Metal structure/skin damage assessment and repair.
• Composite structure/skin damage assessment and repair.
• Troubleshooting and fault diagnosis in the chapters applicable to the licence.
• Avionic systems as applicable to the licence, typically chapters such as ATA 22, 24 and 34.
• B2 applicants providing experience of ground handling a line maintenance servicing as required by 66.A.20(a)3(ii).

Typical categories of tasks would include the following:

• Functional Checks
• Operational Checks
• Component replacement
• Troubleshooting
• Defect rectification
• Scheduled & Unscheduled maintenance checks
• Minor repairs & modifications
• Servicing
• Releasing the aircraft for service

Further information can be found in AMC 66.A.30(a) Basic experience requirements

Applicants should demonstrate the following:

• Perform inspection of airframe structure for damage; evaluate different levels of damage classes IAW AMM and prepare further actions.
• Perform different structure repairs IAW AMM, SRM or other approved data
• Perform different corrosion protective treatment on different elements of airframe structures (e.g. wing, fuselage, empennage, tail boom, actuators, hinges, linkages, gearboxes, wheels).

Listed below are some typical structural considerations & guidance

Wooden Structures (Typically, Limitation Part 66 05, Part-66 05 & Initial Basic Licence Applications B1.2, B3 & L, subject to rating applied for)

Typical examples/considerations:

• Perform repair of wood (primary) structure (IAW AMM and/or AC. 43.13)
• Perform repair of plywood surface structure, needing bending (IAW AMM and/or AC. 43.13).
• Prepare/ perform finishing of repair.
• Perform balancing after repair /painting (IAW AMM).
• Inspect/ test coating (tension, loose fabric, cracks – IAW AMM and/or AC.43.13).
• Prepare/ select fabric materials (IAW AMM and/or AC.43.13).
• Evaluate/ adapt environmental conditions for work with fabric.
• Perform repair of fabric covering (IAW AMM and/or AC. 43.13).
• Perform lacing (including blind lacing) IAW AMM and/or AC.43.13.
• Perform doping and taping IAW AMM and/or AC.43.13.
• Assess type of damage (IAW AMM/SRM and/or AC. 43.13).
• Inspect wood structure using tapping method.
• Prepare different types of adhesives (AMM and/or AC.43.13) for repairs
• Prepare/ select wood materials for repairs.

Metal Tubing & Fabric Covered (Typically Limitation Part 66 01, Part-66 01 & Initial Basic Licence Applications B1.2, B3 & L, subject to rating applied for)

Typical Examples / Considerations:

• Inspect/ test coating (tension, loose fabric, cracks – IAW AMM and/or AC.43.13).
• Inspect/ test metal tubes (AMM and/or AC. 43.13)
• Perform penetrant inspection of cracks (AMM and/or AC.43.13).
• Assess type of damage (AMM and/or AC. 43.13).
• Perform repair of metal tube fuselage structure (IAW AMM and/or AC. 43.13).
• Prepare/ select fabric materials (IAW AMM and/or AC.43.13).
• Evaluate/ adapt environmental conditions for work with fabric.
• Perform repairs of fabric covering (IAW AMM and/or AC. 43.13).
• Perform lacing (including blind lacing) IAW AMM and/or AC.43.13.
• Perform doping and taping IAW AMM and/or AC.43.13.
• Perform balancing after repair /painting (IAW AMM).
• Composite (Typically Limitation Part 66 02, Part-66 02 & Initial Basic Licence Applications B1.1, B1.2, B3 & L, subject to rating applied for)
  Typical Examples / Considerations:
• Perform tap-test/coin-test and light-test.
• Assess class and type of damage (AMM and/or AC. 43.13).
• Prepare different types of adhesives (AMM and/or AC.43.13) for repairs
• Prepare/ select fiberglass materials of different stiffness (45% vs. 90%).
• Evaluate/ adapt environmental conditions for work with composite.
• Perform repair of composite sandwich structure (IAW AMM and/or AC. 43.13).
• Perform repair of composite surface structure (IAW AMM and/or AC. 43.13).
• Perform balancing after repair/painting (IAW AMM).

Metal (Typically Limitation Part 66 03 Part-66 03 & Initial Basic Licence Applications B1.1, B1.2, B3 & L, subject to rating applied for)

Typical Examples / Considerations:

• Perform different sheet metal repairs IAW AMM, SRM or other approved data
• Perform inspection of airframe structures for evidence of corrosion IAW AMM and prepare further actions
• Perform different corrosion protective treatment on different elements of airframe structures (e.g wing, fuselage, empennage, tail boom, actuators, hinges, linkages, gearboxes, wheels).
• Selection and identification of material and fasteners
• Applicable heat treatments
• Use of sealants and compounds
• Perform balancing after repair /painting (IAW AMM).

As stated in 66.A.30(e), for mechanics having a military background and seeking a Part-66 licence, the objective is to ensure adequate understanding of the civil aircraft maintenance environment, not only because of possible different aircraft technologies, but also because of practices linked to the civil environment.

The technology or systems of the civil aircraft may differ from the military aircraft version configuration (e.g. no video entertainment system; no escape slides/chutes; different fuel or electrical systems) but the experience gained in the military environment might also significantly differ from the  scope of work of the civil maintenance organisation, its procedures and policies (e.g. use and meaning of the certificate of release to service – CAA Form 1, standard parts, store and tools procedures, use of the maintenance documentation such as ADs, SB, SIL…, quality and safety management system; human factor aspects, continuing airworthiness record systems).

In addition, the interaction with the customers (i.e. the Airlines) induces new practices such as use of the aircraft technical log book, MEL, aircraft defect rectification and deferment of items; use of customer documentation (e.g. MPD, MRB, SRM, IPC); interaction with the crew; how to behave with the passengers; special procedure such as (re)fuelling, de-icing /anti-icing; communication with the tower or moving on the apron.

Finally, the requirements for the continuing airworthiness of the aircraft might significantly evolve in the civil environment. To name a few, the following items can be reminded: ADs, SBs, operational directives, CAA requirements; records and archives; repairs and modifications (use of data, CAA/FAA rules; dual-release); special inspections (e.g. CPCP, EWIS); approved maintenance programme and its effectiveness / reliability; occurrence reporting; understanding of MSG-3 methods.

The UK CAA will require correspondence from your MOD employer such as an Engineering Officer, your Officer Commanding (OC) or the Military Aviation Authority. ( or equivalent from non UK military)

• It should be on headed paper with official stamp or seal.
• The correspondence should clearly state your personnel details and a detailed account of your military aviation experience including dates, aircraft types, aircraft systems and your interaction with those systems / work performed. It may also include any other pertinent experience that can be directly attributed to that required by Part-66, such as basic electrical hand skills. Simply listing the ATA chapter with a generic statement would be insufficient. 
• The standard services testimonial is not appropriate or sufficiently detailed

The letter should not resemble a CV and preferably not include references to any managerial positions or military/combat related activities, instead a chronology of your aircraft engineering experience.

It must not be written by the applicant and passed for a signature. It shall be authored by Engineering Officer or OC.

• The letter does not need to be excessively long but the more detailed, the better (typically these letters are between 6-7 pages long, subject to the content and length of the applicants experience).
• Any specific shortfall between the service letter and the Part 66 requirements will need to be demonstrated within the civilian experience record.

The Task Supervisor may be any one of the following:

a) An appropriately qualified Part-147 training instructor authorised by the organisation under the terms of its approval to conduct practical training.

b) An appropriately qualified licensed aircraft maintenance engineer employed by a Part-145 maintenance organisation and authorised for the aircraft type for which the experience is being sought.

c) An appropriately qualified licensed aircraft maintenance engineer employed by a Part-CAO maintenance organisation and authorised for the aircraft type for which the experience is being sought.

d) A person authorised for the purpose by the UK Civil Aviation Authority. For this purpose the CAA would include a person holding an authorisation to supervise and certifying the maintenance task being completed within an organisation completing maintenance on behalf of the military. However, please note 66.A.30(e).

The task supervisor shall confirm the required entries by appending their name, signature and licence number in the appropriate column. 

Persons signing logbook entries are attesting that the logbook owner was actively engaged in the completion of the maintenance task completed. Periodically the CAA does validate logbook entries and will look for evidence that the logbook owner was involved and that the signatory signed for the completion of the maintenance recorded. 

The length of experience is detailed in 66.A.30 Basic experience requirements

There is not currently a recognised course that is considered relevant by the CAA to fulfil the skilled worker requirement, therefore this time reduction is not available.

Please note the following regarding your experience;

• Must contain sufficient detailed experience as required by 66.A.30(a) without extended gaps in experience.
• Sufficient evidence of detailed experience as required by 66.A.30(b) for addition of a category or subcategory for a licence.
• Experience shall be practical and involve a representative cross section of maintenance tasks on aircraft 66.A.30(c).
• Applicants should demonstrate their breadth and depth of experience of the aircraft systems & sub systems when submitting licence applications. Tasks should 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 should be incorporated and undertaken as appropriate to the aircraft type. See GM 66.A.20(a)(1), AMC 66.A.20(b)(2)(2) , AMC 66.A.30(a)(4) & Appendix II list of tasks.
• Evidence of recent experience as required by 66.A.30(d). This is 1 year for the most applications
• Ex-military candidates shall demonstrate experience in civil aircraft maintenance environment AMC 66.A.30(e).
• Experience shall be acquired within 10 years preceding the application (66.A.30(f)). Older evidence may be taken into consideration.

147.200.d(2) requires 30% of the practical training element to be carried out in an actual maintenance working environment.

For this the CAA expects the organisation to be a UK Part 145. The UK Part 147 must have a written agreement with this organisation and must oversee this work to ensure that the training is carried out in accordance with their procedures to meet the requirements of the approved course.

A UK Part 145 is required due to the objective for practical training. It must be conducted in a maintenance working environment to expose the apprentice to a real engineering environment, not just the hands on fixing of aircraft, but also the end-to-end process of aircraft maintenance.

A non-UK 145 uses a different regulation and may have different procedures that may not meet the requirements of UK Part 145 and therefore the apprentice may be learning in an environment that is not representative of what they should expect as a UK licenced engineer.

Therefore, carrying our experience outside the UK is possible, but must be planned and overseen by the UK Part 147 and in a UK Part 145 wherever that happens to be located.