{
  "url": "https://openlegislation.uk/eu-regulation-2014-1321/annex-III/appendix-III",
  "json_url": "https://openlegislation.uk/eu-regulation-2014-1321/annex-III/appendix-III.json",
  "legislation": "eur/2014/1321",
  "legislation_title": "Commission Regulation (EU) No 1321/2014 of 26 November 2014 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (Recast) (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2014-1321",
  "path": "annex/III/appendix/III",
  "kind": "appendix",
  "number": "III",
  "heading": "Aircraft type training and examination standard",
  "text": "On the job training\n1.\nGeneral\nAircraft type training shall consist of theoretical training and examination, and, except for the category C ratings, practical training and assessment.\n(a)Theoretical training and examination shall comply with the following requirements:\n(i)Shall be conducted by a maintenance training organisation appropriately approved in accordance with Annex IV (Part-147) or, when conducted by other organisations, as directly approved by the CAA.\n(ii)Shall comply, except as permitted by the differences training provided for in point (c), with the standard set out in point 3.1 of this Appendix and, if available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.\n(iii)In the case of a category C person qualified by holding an academic degree as specified in point 66.A.30(a)(5), the first relevant aircraft type theoretical training shall be at the category B1 or B2 level.\n(iv)Shall have been started and completed within the 3 years preceding the application for a type rating endorsement.\n(b)Practical training and assessment shall comply with the following requirements:\n(i)Shall be conducted by a maintenance training organisation appropriately approved in accordance with Annex IV (Part-147) or, when conducted by other organisations, as directly approved by the CAA.\n(ii)Shall comply, except as permitted by the differences training described in point (c), with the standard set out in point 3.2 of this Appendix and, if available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.\n(iii)Shall include a representative cross section of maintenance activities relevant to the aircraft type.\n(iv)Shall include demonstrations using equipment, components, simulators, other training devices or aircraft.\n(v)Shall have been started and completed within the 3 years preceding the application for a type rating endorsement.\n(c)Differences training\n(i)Differences training is the training required in order to cover the differences between two different aircraft type ratings of the same manufacturer as determined by the CAA.\n(ii)Differences training has to be defined on a case-to-case basis taking into account the requirements contained in this Appendix III in respect of both theoretical and practical elements of type rating training.\n(iii)A type rating shall only be endorsed on a licence after differences training when the applicant also complies with one of the following conditions:\nhaving already endorsed on the licence the aircraft type rating from which the differences are being identified, or\nhaving completed the type training requirements for the aircraft from which the differences are being identified.\n2.\nAircraft type training levels\nThe three levels listed below define the objectives, the depth of training and the level of knowledge that the training is intended to achieve.\nLevel 1: A brief overview of the airframe, systems and powerplant as outlined in the Systems Description Section of the Aircraft Maintenance Manual/Instructions for Continued Airworthiness.\nCourse objectives: Upon completion of Level 1 training, the student will be able to:\n(a)provide a simple description of the whole subject, using common words and examples, using typical terms and identify safety precautions related to the airframe, its systems and powerplant;\n(b)identify aircraft manuals, maintenance practices important to the airframe, its systems and powerplant;\n(c)define the general layout of the aircraft's major systems;\n(d)define the general layout and characteristics of the powerplant;\n(e)identify special tooling and test equipment used with the aircraft.\nLevel 2: Basic system overview of controls, indicators, principal components, including their location and purpose, servicing and minor troubleshooting. General knowledge of the theoretical and practical aspects of the subject.\nCourse objectives: In addition to the information contained in the Level 1 training, at the completion of Level 2 training, the student will be able to:\n(a)understand the theoretical fundamentals; apply knowledge in a practical manner using detailed procedures;\n(b)recall the safety precautions to be observed when working on or near the aircraft, powerplant and systems;\n(c)describe systems and aircraft handling particularly access, power availability and sources;\n(d)identify the locations of the principal components;\n(e)explain the normal functioning of each major system, including terminology and nomenclature;\n(f)perform the procedures for servicing associated with the aircraft for the following systems: Fuel, Power Plants, Hydraulics, Landing Gear, Water/Waste, and Oxygen;\n(g)demonstrate proficiency in use of crew reports and on-board reporting systems (minor troubleshooting) and determine aircraft airworthiness per the MEL/CDL;\n(h)demonstrate the use, interpretation and application of appropriate documentation including instructions for continued airworthiness, maintenance manual, illustrated parts catalogue, etc.\nLevel 3: Detailed description, operation, component location, removal/installation and bite and troubleshooting procedures to maintenance manual level.\nCourse objectives: In addition to the information contained in Level 1 and Level 2 training, at the completion of Level 3 training, the student will be able to:\n(a)demonstrate a theoretical knowledge of aircraft systems and structures and interrelationships with other systems, provide a detailed description of the subject using theoretical fundamentals and specific examples and to interpret results from various sources and measurements and apply corrective action where appropriate;\n(b)perform system, powerplant, component and functional checks as specified in the aircraft maintenance manual;\n(c)demonstrate the use, interpret and apply appropriate documentation including structural repair manual, troubleshooting manual, etc.;\n(d)correlate information for the purpose of making decisions in respect of fault diagnosis and rectification to maintenance manual level;\n(e)describe procedures for replacement of components unique to aircraft type.\n3.\nAircraft type training standard\nAlthough aircraft type training includes both theoretical and practical elements, courses can be approved for the theoretical element, the practical element or for a combination of both.\n3.1.\nTheoretical element\n(a)Objective:\nOn completion of a theoretical training course the student shall be able to demonstrate, to the levels identified in the Appendix III syllabus, the detailed theoretical knowledge of the aircraft's applicable systems, structure, operations, maintenance, repair, and troubleshooting according to approved maintenance data. The student shall be able to demonstrate the use of manuals and approved procedures, including the knowledge of relevant inspections and limitations.\n(b)Level of training:\nTraining levels are those levels defined in point 2 above.\nAfter the first type course for category C certifying staff all subsequent courses need only be to level 1.\nDuring a level 3 theoretical training, level 1 and 2 training material may be used to teach the full scope of the chapter if required. However, during the training the majority of the course material and training time shall be at the higher level.\n(c)Duration:\nThe theoretical training minimum tuition hours are contained in the following table:\nFor non-pressurised piston engine aeroplanes below 2 000 kg MTOM, the minimum duration can be reduced by 50 %.\nFor helicopters in Group 2 (as defined in point 66.A.5), the minimum duration can be reduced by 30 %.\nCategory\nHours\nAeroplanes with a maximum take-off mass above 30 000 kg:\nB1.1\n150\nB1.2\n120\nB2\n100\nC\n30\nAeroplanes with a maximum take-off mass equal or less than 30 000 kg and above 5 700 kg:\nB1.1\n120\nB1.2\n100\nB2\n100\nC\n25\nAeroplanes with a maximum take-off mass of 5 700 kg and below\nB1.1\n80\nB1.2\n60\nB2\n60\nC\n15\nHelicopters\nB1.3\n120\nB1.4\n100\nB2\n100\nC\n25\nFor the purpose of the table above, a tuition hour means 60 minutes of teaching and exclude any breaks, examination, revision, preparation and aircraft visit.\nThese hours apply only to theoretical courses for complete aircraft/engine combinations according to the type rating as defined by the CAA.\n(d)Justification of course duration:\nTraining courses carried out in a maintenance training organisation approved in accordance with Annex IV (Part-147) and courses directly approved by the CAA shall justify their hour duration and the coverage of the full syllabus by a training needs analysis based on:\nthe design of the aircraft type, its maintenance needs and the types of operation,\ndetailed analysis of applicable chapters — see contents table in point 3.1(e) below,\ndetailed competency analysis showing that the objectives as stated in point 3.1(a) above are fully met.\nWhere the training needs analysis shows that more hours are needed, course lengths shall be longer than the minimum specified in the table.\nSimilarly, tuition hours of differences courses or other training course combinations (such as combined B1/B2 courses), and in cases of theoretical type training courses below the figures given in point 3.1(c) above, these shall be justified to the CAA by the training needs analysis as described above.\nIn addition, the course must describe and justify the following:\nThe minimum attendance required to the trainee, in order to meet the objectives of the course.\nThe maximum number of hours of training per day, taking into account pedagogical and human factors principles.\nIf the minimum attendance required is not met, the certificate of recognition shall not be issued. Additional training may be provided by the training organisation in order to meet the minimum attendance time.\n(e)Content:\nAs a minimum, the elements in the Syllabus below that are specific to the aircraft type shall be covered. Additional elements introduced due to type variations, technological changes, etc. shall also be included.\nThe training syllabus shall be focused on mechanical and electrical aspects for B1 personnel, and electrical and avionic aspects for B2.\nLevelChapters\nAeroplanes turbine\nAeroplanes piston\nHelicopters turbine\nHelicopters piston\nAvionics\nLicence category.\nB1\nC\nB1\nC\nB1\nC\nB1\nC\nB2\nIntroduction module:\n05\nTime limits/maintenance checks\n1\n1\n1\n1\n1\n1\n1\n1\n1\n06\nDimensions/Areas (MTOM, etc.)\n1\n1\n1\n1\n1\n1\n1\n1\n1\n07\nLifting and Shoring\n1\n1\n1\n1\n1\n1\n1\n1\n1\n08\nLevelling and weighing\n1\n1\n1\n1\n1\n1\n1\n1\n1\n09\nTowing and taxiing\n1\n1\n1\n1\n1\n1\n1\n1\n1\n10\nParking/mooring, Storing and Return to Service\n1\n1\n1\n1\n1\n1\n1\n1\n1\n11\nPlacards and Markings\n1\n1\n1\n1\n1\n1\n1\n1\n1\n12\nServicing\n1\n1\n1\n1\n1\n1\n1\n1\n1\n20\nStandard practices — only type particular\n1\n1\n1\n1\n1\n1\n1\n1\n1\nHelicopters\n18\nVibration and Noise Analysis (Blade tracking)\n—\n—\n—\n—\n3\n1\n3\n1\n—\n60\nStandard Practices Rotor\n—\n—\n—\n—\n3\n1\n3\n1\n—\n62\nRotors\n—\n—\n—\n—\n3\n1\n3\n1\n1\n62A\nRotors — Monitoring and indicating\n—\n—\n—\n—\n3\n1\n3\n1\n3\n63\nRotor Drives\n—\n—\n—\n—\n3\n1\n3\n1\n1\n63A\nRotor Drives — Monitoring and indicating\n—\n—\n—\n—\n3\n1\n3\n1\n3\n64\nTail Rotor\n—\n—\n—\n—\n3\n1\n3\n1\n1\n64A\nTail rotor — Monitoring and indicating\n—\n—\n—\n—\n3\n1\n3\n1\n3\n65\nTail Rotor Drive\n—\n—\n—\n—\n3\n1\n3\n1\n1\n65A\nTail Rotor Drive — Monitoring and indicating\n—\n—\n—\n—\n3\n1\n3\n1\n3\n66\nFolding Blades/Pylon\n—\n—\n—\n—\n3\n1\n3\n1\n—\n67\nRotors Flight Control\n—\n—\n—\n—\n3\n1\n3\n1\n—\n53\nAirframe Structure (Helicopter)\n—\n—\n—\n—\n3\n1\n3\n1\n—\n25\nEmergency Flotation Equipment\n—\n—\n—\n—\n3\n1\n3\n1\n1\nAirframe structures\n51\nStandard practices and structures (damage classification, assessment and repair)\n3\n1\n3\n1\n—\n—\n—\n—\n1\n53\nFuselage\n3\n1\n3\n1\n—\n—\n—\n—\n1\n54\nNacelles/Pylons\n3\n1\n3\n1\n—\n—\n—\n—\n1\n55\nStabilisers\n3\n1\n3\n1\n—\n—\n—\n—\n1\n56\nWindows\n3\n1\n3\n1\n—\n—\n—\n—\n1\n57\nWings\n3\n1\n3\n1\n—\n—\n—\n—\n1\n27A\nFlight Control Surfaces (All)\n3\n1\n3\n1\n—\n—\n—\n—\n1\n52\nDoors\n3\n1\n3\n1\n—\n—\n—\n—\n1\nZonal and Station Identification Systems.\n1\n1\n1\n1\n1\n1\n1\n1\n1\nAirframe systems:\n21\nAir Conditioning\n3\n1\n3\n1\n3\n1\n3\n1\n3\n21A\nAir Supply\n3\n1\n3\n1\n3\n1\n3\n1\n2\n21B\nPressurisation\n3\n1\n3\n1\n3\n1\n3\n1\n3\n21C\nSafety and Warning Devices\n3\n1\n3\n1\n3\n1\n3\n1\n3\n22\nAutoflight\n2\n1\n2\n1\n2\n1\n2\n1\n3\n23\nCommunications\n2\n1\n2\n1\n2\n1\n2\n1\n3\n24\nElectrical Power\n3\n1\n3\n1\n3\n1\n3\n1\n3\n25\nEquipment and Furnishings\n3\n1\n3\n1\n3\n1\n3\n1\n1\n25A\nElectronic Equipment including emergency equipment\n1\n1\n1\n1\n1\n1\n1\n1\n3\n26\nFire Protection\n3\n1\n3\n1\n3\n1\n3\n1\n3\n27\nFlight Controls\n3\n1\n3\n1\n3\n1\n3\n1\n2\n27A\nSys. Operation: Electrical/Fly-by-Wire\n3\n1\n—\n—\n—\n—\n—\n—\n3\n28\nFuel Systems\n3\n1\n3\n1\n3\n1\n3\n1\n2\n28A\nFuel Systems — Monitoring and indicating\n3\n1\n3\n1\n3\n1\n3\n1\n3\n29\nHydraulic Power\n3\n1\n3\n1\n3\n1\n3\n1\n2\n29A\nHydraulic Power — Monitoring and indicating\n3\n1\n3\n1\n3\n1\n3\n1\n3\n30\nIce and Rain Protection\n3\n1\n3\n1\n3\n1\n3\n1\n3\n31\nIndicating/Recording Systems\n3\n1\n3\n1\n3\n1\n3\n1\n3\n31A\nInstrument Systems\n3\n1\n3\n1\n3\n1\n3\n1\n3\n32\nLanding Gear\n3\n1\n3\n1\n3\n1\n3\n1\n2\n32A\nLanding Gear — Monitoring and indicating\n3\n1\n3\n1\n3\n1\n3\n1\n3\n33\nLights\n3\n1\n3\n1\n3\n1\n3\n1\n3\n34\nNavigation\n2\n1\n2\n1\n2\n1\n2\n1\n3\n35\nOxygen\n3\n1\n3\n1\n—\n—\n—\n—\n2\n36\nPneumatic\n3\n1\n3\n1\n3\n1\n3\n1\n2\n36A\nPneumatic — Monitoring and indicating\n3\n1\n3\n1\n3\n1\n3\n1\n3\n37\nVacuum\n3\n1\n3\n1\n3\n1\n3\n1\n2\n38\nWater/Waste\n3\n1\n3\n1\n—\n—\n—\n—\n2\n41\nWater Ballast\n3\n1\n3\n1\n—\n—\n—\n—\n1\n42\nIntegrated modular avionics\n2\n1\n2\n1\n2\n1\n2\n1\n3\n44\nCabin Systems\n2\n1\n2\n1\n2\n1\n2\n1\n3\n45\nOn-Board Maintenance System (or covered in 31)\n3\n1\n3\n1\n3\n1\n—\n—\n3\n46\nInformation Systems\n2\n1\n2\n1\n2\n1\n2\n1\n3\n50\nCargo and Accessory Compartments\n3\n1\n3\n1\n3\n1\n3\n1\n1\nTurbine Engine\n70\nStandard Practices — Engines,\n3\n1\n—\n—\n3\n1\n—\n—\n1\n70A\nconstructional arrangement and operation (Installation Inlet, Compressors, Combustion Section, Turbine Section, Bearings and Seals, Lubrication Systems).\n3\n1\n—\n—\n3\n1\n—\n—\n1\n70B\nEngine Performance\n3\n1\n—\n—\n3\n1\n—\n—\n1\n71\nPowerplant\n3\n1\n—\n—\n3\n1\n—\n—\n1\n72\nEngine Turbine/Turbo Prop/Ducted Fan/Unducted fan\n3\n1\n—\n—\n3\n1\n—\n—\n1\n73\nEngine Fuel and Control\n3\n1\n—\n—\n3\n1\n—\n—\n1\n75\nAir\n3\n1\n—\n—\n3\n1\n—\n—\n1\n76\nEngine controls\n3\n1\n—\n—\n3\n1\n—\n—\n1\n78\nExhaust\n3\n1\n—\n—\n3\n1\n—\n—\n1\n79\nOil\n3\n1\n—\n—\n3\n1\n—\n—\n1\n80\nStarting\n3\n1\n—\n—\n3\n1\n—\n—\n1\n82\nWater Injections\n3\n1\n—\n—\n3\n1\n—\n—\n1\n83\nAccessory Gear Boxes\n3\n1\n—\n—\n3\n1\n—\n—\n1\n84\nPropulsion Augmentation\n3\n1\n—\n—\n3\n1\n—\n—\n1\n73A\nFADEC\n3\n1\n—\n—\n3\n1\n—\n—\n3\n74\nIgnition\n3\n1\n—\n—\n3\n1\n—\n—\n3\n77\nEngine Indicating Systems\n3\n1\n—\n—\n3\n1\n—\n—\n3\n49\nAuxiliary Power Units (APUs)\n3\n1\n—\n—\n—\n—\n—\n—\n2\nPiston Engine\n70\nStandard Practices — Engines\n—\n—\n3\n1\n—\n—\n3\n1\n1\n70A\nConstructional arrangement and operation (Installation, Carburettors, Fuel injection systems, Induction, Exhaust and Cooling Systems, Supercharging/Turbocharging, Lubrication Systems).\n—\n—\n3\n1\n—\n—\n3\n1\n1\n70B\nEngine Performance\n—\n—\n3\n1\n—\n—\n3\n1\n1\n71\nPowerplant\n—\n—\n3\n1\n—\n—\n3\n1\n1\n73\nEngine Fuel and Control\n—\n—\n3\n1\n—\n—\n3\n1\n1\n76\nEngine Control\n—\n—\n3\n1\n—\n—\n3\n1\n1\n79\nOil\n—\n—\n3\n1\n—\n—\n3\n1\n1\n80\nStarting\n—\n—\n3\n1\n—\n—\n3\n1\n1\n81\nTurbines\n—\n—\n3\n1\n—\n—\n3\n1\n1\n82\nWater Injections\n—\n—\n3\n1\n—\n—\n3\n1\n1\n83\nAccessory Gear Boxes\n—\n—\n3\n1\n—\n—\n3\n1\n1\n84\nPropulsion Augmentation\n—\n—\n3\n1\n—\n—\n3\n1\n1\n73A\nFADEC\n—\n—\n3\n1\n—\n—\n3\n1\n3\n74\nIgnition\n—\n—\n3\n1\n—\n—\n3\n1\n3\n77\nEngine Indication Systems\n—\n—\n3\n1\n—\n—\n3\n1\n3\nPropellers\n60A\nStandard Practices — Propeller\n3\n1\n3\n1\n—\n—\n—\n—\n1\n61\nPropellers/Propulsion\n3\n1\n3\n1\n—\n—\n—\n—\n1\n61A\nPropeller Construction\n3\n1\n3\n1\n—\n—\n—\n—\n—\n61B\nPropeller Pitch Control\n3\n1\n3\n1\n—\n—\n—\n—\n—\n61C\nPropeller Synchronising\n3\n1\n3\n1\n—\n—\n—\n—\n1\n61D\nPropeller Electronic control\n2\n1\n2\n1\n—\n—\n—\n—\n3\n61E\nPropeller Ice Protection\n3\n1\n3\n1\n—\n—\n—\n—\n—\n61F\nPropeller Maintenance\n3\n1\n3\n1\n—\n—\n—\n—\n1\n(f)Multimedia Based Training (MBT) methods may be used to satisfy the theoretical training element either in the classroom or in a virtual controlled environment subject to the acceptance of the CAA .\n3.2.\nPractical element\n(a)Objective:\nThe objective of practical training is to gain the required competence in performing safe maintenance, inspections and routine work according to the maintenance manual and other relevant instructions and tasks as appropriate for the type of aircraft, for example troubleshooting, repairs, adjustments, replacements, rigging and functional checks. It includes the awareness of the use of all technical literature and documentation for the aircraft, the use of specialist/special tooling and test equipment for performing removal and replacement of components and modules unique to type, including any on-wing maintenance activity.\n(b)Content:\nAt least 50 % of the crossed items in the table below, which are relevant to the particular aircraft type, shall be completed as part of the practical training.\nTasks crossed represent subjects that are important for practical training purposes to ensure that the operation, function, installation and safety significance of key maintenance tasks is adequately addressed; particularly where these cannot be fully explained by theoretical training alone. Although the list details the minimum practical training subjects, other items may be added where applicable to the particular aircraft type.\nTasks 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 tasks shall also be incorporated and undertaken as appropriate to the aircraft type.\nGlossary of the table: LOC: Location; FOT: Functional/Operational Test; SGH: Service and Ground Handling; R/I: Removal/Installation; MEL: Minimum Equipment List; TS: TroubleShooting.\nChapters\nB1/B2\nB1\nB2\nLOC\nFOT\nSGH\nR/I\nMEL\nTS\nFOT\nSGH\nR/I\nMEL\nTS\nIntroduction module:\n5\nTime limits/maintenance checks\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n6\nDimensions/Areas (MTOM, etc.)\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n7\nLifting and Shoring\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n8\nLevelling and weighing\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n9\nTowing and taxiing\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n10\nParking/mooring, Storing and Return to Service\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n11\nPlacards and Markings\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n12\nServicing\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n20\nStandard practices — only type particular\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\nHelicopters:\n18\nVibration and Noise Analysis (Blade tracking)\nX/—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n60\nStandard Practices Rotor — only type specific\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n62\nRotors\nX/—\n—\nX\nX\n—\nX\n—\n—\n—\n—\n—\n62A\nRotors — Monitoring and indicating\nX/X\nX\nX\nX\nX\nX\n—\n—\nX\n—\nX\n63\nRotor Drives\nX/—\nX\n—\n—\n—\nX\n—\n—\n—\n—\n—\n63A\nRotor Drives — Monitoring and indicating\nX/X\nX\n—\nX\nX\nX\n—\n—\nX\n—\nX\n64\nTail Rotor\nX/—\n—\nX\n—\n—\nX\n—\n—\n—\n—\n—\n64A\nTail rotor -Monitoring and indicating\nX/X\nX\n—\nX\nX\nX\n—\n—\nX\n—\nX\n65\nTail Rotor Drive\nX/—\nX\n—\n—\n—\nX\n—\n—\n—\n—\n—\n65A\nTail Rotor Drive — Monitoring and indicating\nX/X\nX\n—\nX\nX\nX\n—\n—\nX\n—\nX\n66\nFolding Blades/Pylon\nX/—\nX\nX\n—\n—\nX\n—\n—\n—\n—\n—\n67\nRotors Flight Control\nX/—\nX\nX\n—\nX\nX\n—\n—\n—\n—\n—\n53\nAirframe Structure (Helicopter)\nNote: covered under Airframe structures\n25\nEmergency Flotation Equipment\nX/X\nX\nX\nX\nX\nX\nX\nX\n—\n—\n—\nAirframe structures:\n51\nStandard Practices and Structures (damage classification, assessment and repair)\n53\nFuselage\nX/—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n54\nNacelles/Pylons\nX/—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n55\nStabilisers\nX/—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n56\nWindows\nX/—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n57\nWings\nX/—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n27A\nFlight Control Surfaces\nX/—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n52\nDoors\nX/X\nX\nX\n—\n—\n—\n—\nX\n—\n—\n—\nAirframe systems:\n21\nAir Conditioning\nX/X\nX\nX\n—\nX\nX\nX\nX\n—\nX\nX\n21A\nAir Supply\nX/X\nX\n—\n—\n—\n—\nX\n—\n—\n—\n—\n21B\nPressurisation\nX/X\nX\n—\n—\nX\nX\nX\n—\n—\nX\nX\n21C\nSafety and warning Devices\nX/X\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n22\nAutoflight\nX/X\n—\n—\n—\nX\n—\nX\nX\nX\nX\nX\n23\nCommunications\nX/X\n—\nX\n—\nX\n—\nX\nX\nX\nX\nX\n24\nElectrical Power\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n25\nEquipment and Furnishings\nX/X\nX\nX\nX\n—\n—\nX\nX\nX\n—\n—\n25A\nElectronic Equipment including emergency equipment\nX/X\nX\nX\nX\n—\n—\nX\nX\nX\n—\n—\n26\nFire Protection\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n27\nFlight Controls\nX/X\nX\nX\nX\nX\nX\nX\n—\n—\n—\n—\n27A\nSys. Operation: Electrical/Fly-by-Wire\nX/X\nX\nX\nX\nX\n—\nX\n—\nX\n—\nX\n28\nFuel Systems\nX/X\nX\nX\nX\nX\nX\nX\nX\n—\nX\n—\n28A\nFuel Systems — Monitoring and indicating\nX/X\nX\n—\n—\n—\n—\nX\n—\nX\n—\nX\n29\nHydraulic Power\nX/X\nX\nX\nX\nX\nX\nX\nX\n—\nX\n—\n29A\nHydraulic Power — Monitoring and indicating\nX/X\nX\n—\nX\nX\nX\nX\n—\nX\nX\nX\n30\nIce and Rain Protection\nX/X\nX\nX\n—\nX\nX\nX\nX\n—\nX\nX\n31\nIndicating/Recording Systems\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n31A\nInstrument Systems\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n32\nLanding Gear\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\n—\n32A\nLanding Gear — Monitoring and indicating\nX/X\nX\n—\nX\nX\nX\nX\n—\nX\nX\nX\n33\nLights\nX/X\nX\nX\n—\nX\n—\nX\nX\nX\nX\n—\n34\nNavigation\nX/X\n—\nX\n—\nX\n—\nX\nX\nX\nX\nX\n35\nOxygen\nX/—\nX\nX\nX\n—\n—\nX\nX\n—\n—\n—\n36\nPneumatic\nX/—\nX\n—\nX\nX\nX\nX\n—\nX\nX\nX\n36A\nPneumatic — Monitoring and indicating\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n37\nVacuum\nX/—\nX\n—\nX\nX\nX\n—\n—\n—\n—\n—\n38\nWater/Waste\nX/—\nX\nX\n—\n—\n—\nX\nX\n—\n—\n—\n41\nWater Ballast\nX/—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n42\nIntegrated modular avionics\nX/X\n—\n—\n—\n—\n—\nX\nX\nX\nX\nX\n44\nCabin Systems\nX/X\n—\n—\n—\n—\n—\nX\nX\nX\nX\nX\n45\nOn-Board Maintenance System (or covered in 31)\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n46\nInformation Systems\nX/X\n—\n—\n—\n—\n—\nX\n—\nX\nX\nX\n50\nCargo and Accessory Compartments\nX/X\n—\nX\n—\n—\n—\n—\n—\n—\n—\n—\nTurbine/Piston Engine Module:\n70\nStandard Practices — Engines — only type particular\n—\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n70A\nConstructional arrangement and operation (Installation Inlet, Compressors, Combustion Section, Turbine Section, Bearings and Seals, Lubrication Systems)\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\nTurbine engines:\n70B\nEngine Performance\n—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n71\nPower Plant\nX/—\nX\nX\n—\n—\n—\n—\nX\n—\n—\n—\n72\nEngine Turbine/Turbo Prop/Ducted Fan/ Unducted fan\nX/—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n73\nEngine Fuel and Control\nX/X\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\n73A\nFADEC Systems\nX/X\nX\n—\nX\nX\nX\nX\n—\nX\nX\nX\n74\nIgnition\nX/X\nX\n—\n—\n—\n—\nX\n—\n—\n—\n—\n75\nAir\nX/—\n—\n—\nX\n—\nX\n—\n—\n—\n—\n—\n76\nEngine Controls\nX/—\nX\n—\n—\n—\nX\n—\n—\n—\n—\n—\n77\nEngine Indicating\nX/X\nX\n—\n—\nX\nX\nX\n—\n—\nX\nX\n78\nExhaust\nX/—\nX\n—\n—\nX\n—\n—\n—\n—\n—\n—\n79\nOil\nX/—\n—\nX\nX\n—\n—\n—\n—\n—\n—\n—\n80\nStarting\nX/—\nX\n—\n—\nX\nX\n—\n—\n—\n—\n—\n82\nWater Injection\nX/—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\n83\nAccessory Gearboxes\nX/—\n—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n84\nPropulsion Augmentation\nX/—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\nAuxiliary Power Units (APUs):\n49\nAuxiliary Power Units (APUs)\nX/—\nX\nX\n—\n—\nX\n—\n—\n—\n—\n—\nPiston Engines:\n70\nStandard Practices — Engines — only type particular\n—\n—\nX\n—\n—\n—\n—\nX\n—\n—\n—\n70A\nConstructional arrangement and operation (Installation Inlet, Compressors, Combustion Section, Turbine Section, Bearings and Seals, Lubrication Systems)\nX/X\n—\n—\n—\n—\n—\n—\n—\n—\n—\n—\n70B\nEngine Performance\n—\n—\n—\n—\n—\nX\n—\n—\n—\n—\n—\n71\nPower Plant\nX/—\nX\nX\n—\n—\n—\n—\nX\n—\n—\n—\n73\nEngine Fuel and Control\nX/X\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\n73A\nFADEC Systems\nX/X\nX\n—\nX\nX\nX\nX\nX\nX\nX\nX\n74\nIgnition\nX/X\nX\n—\n—\n—\n—\nX\n—\n—\n—\n—\n76\nEngine Controls\nX/—\nX\n—\n—\n—\nX\n—\n—\n—\n—\n—\n77\nEngine Indicating\nX/X\nX\n—\n—\nX\nX\nX\n—\n—\nX\nX\n78\nExhaust\nX/—\nX\n—\n—\nX\nX\n—\n—\n—\n—\n—\n79\nOil\nX/—\n—\nX\nX\n—\n—\n—\n—\n—\n—\n—\n80\nStarting\nX/—\nX\n—\n—\nX\nX\n—\n—\n—\n—\n—\n81\nTurbines\nX/—\nX\nX\nX\n—\nX\n—\n—\n—\n—\n—\n82\nWater Injection\nX/—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\n83\nAccessory Gearboxes\nX/—\n—\nX\nX\n—\n—\n—\n—\n—\n—\n—\n84\nPropulsion Augmentation\nX/—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n—\nPropellers:\n60A\nStandard Practices — Propeller\n—\n—\n—\nX\n—\n—\n—\n—\n—\n—\n—\n61\nPropellers/Propulsion\nX/X\nX\nX\n—\nX\nX\n—\n—\n—\n—\n—\n61A\nPropeller Construction\nX/X\n—\nX\n—\n—\n—\n—\n—\n—\n—\n—\n61B\nPropeller Pitch Control\nX/—\nX\n—\nX\nX\nX\n—\n—\n—\n—\n—\n61C\nPropeller Synchronising\nX/—\nX\n—\n—\n—\nX\n—\n—\n—\nX\n—\n61D\nPropeller Electronic control\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n61E\nPropeller Ice Protection\nX/—\nX\n—\nX\nX\nX\n—\n—\n—\n—\n—\n61F\nPropeller Maintenance\nX/X\nX\nX\nX\nX\nX\nX\nX\nX\nX\nX\n4.\nType training examination and assessment standard\n4.1.\nTheoretical element examination standard\nAfter the theoretical portion of the aircraft type training has been completed, a written examination shall be performed, which shall comply with the following:\n(a)Format of the examination is of the multi-choice type. Each multi-choice question shall have 3 alternative answers of which only one shall be the correct answer. The total time is based on the total number of questions and the time for answering is based upon a nominal average of 90 seconds per question.\n(b)The incorrect alternatives shall seem equally plausible to anyone ignorant of the subject. All the alternatives shall be clearly related to the question and of similar vocabulary, grammatical construction and length.\n(c)In numerical questions, the incorrect answers shall correspond to procedural errors such as the use of incorrect sense (+ versus -) or incorrect measurement units. They shall not be mere random numbers.\n(d)The level of examination for each chapter shall be the one defined in point 2 ‘Aircraft type training levels’. However, the use of a limited number of questions at a lower level is acceptable.\n(e)The examination shall be of the closed book type. No reference material is permitted. An exception will be made for the case of examining a B1 or B2 candidate's ability to interpret technical documents.\n(f)The number of questions shall be at least 1 question per hour of instruction. The number of questions for each chapter and level shall be proportionate to:\nthe effective training hours spent teaching at that chapter and level,\nthe learning objectives as given by the training needs analysis.\nThe CAA will assess the number and the level of the questions when approving the course.\n(g)The minimum examination pass mark is 75 %. When the type training examination is split in several examinations, each examination shall be passed with at least a 75 % mark. In order to be possible to achieve exactly a 75 % pass mark, the number of questions in the examination shall be a multiple of 4.\n(h)Penalty marking (negative points for failed questions) is not to be used.\n(i)End of module phase examinations cannot be used as part of the final examination unless they contain the correct number and level of questions required.\n4.2.\nPractical element assessment standard\nAfter the practical element of the aircraft type training has been completed, an assessment must be performed, which must comply with the following:\n(a)The assessment shall be performed by designated assessors appropriately qualified.\n(b)The assessment shall evaluate the knowledge and skills of the trainee.\n5.\nType examination standard\nType examination shall be conducted by training organisations appropriately approved under Part-147 or by the CAA.\nThe examination shall be oral, written or practical assessment based, or a combination thereof and it shall comply with the following requirements:\n(a)Oral examination questions shall be open.\n(b)Written examination questions shall be essay type or multi-choice questions.\n(c)Practical assessment shall determine a person's competence to perform a task.\n(d)Examinations shall be on a sample of chapters drawn from point 3 type training/examination syllabus, at the indicated level.\n(e)The incorrect alternatives shall seem equally plausible to anyone ignorant of the subject. All of the alternatives shall be clearly related to the question and of similar vocabulary, grammatical construction and length.\n(f)In numerical questions, the incorrect answers shall correspond to procedural errors such as corrections applied in the wrong sense or incorrect unit conversions: they shall not be mere random numbers.\n(g)The examination shall ensure that the following objectives are met:\n1..Properly discuss with confidence the aircraft and its systems.\n2..Ensure safe performance of maintenance, inspections and routine work according to the maintenance manual and other relevant instructions and tasks as appropriate for the type of aircraft, for example troubleshooting, repairs, adjustments, replacements, rigging and functional checks such as engine run, etc., if required.\n3..Correctly use all technical literature and documentation for the aircraft.\n4..Correctly use specialist/special tooling and test equipment, perform removal and replacement of components and modules unique to type, including any on-wing maintenance activity\n(h)The following conditions apply to the examination:\n1..The maximum number of consecutive attempts is three. Further sets of three attempts are allowed with a 1 year waiting period between sets. A waiting period of 30 days is required after the first failed attempt within one set, and a waiting period of 60 days is required after the second failed attempt.\nThe applicant shall confirm in writing to the maintenance training organisation or the CAA to which they apply for an examination, the number and dates of attempts during the last year and the maintenance training organisation or the CAA where these attempts took place. The maintenance training organisation or the CAA is responsible for checking the number of attempts within the applicable timeframes.\n2..The type examination shall be passed and the required practical experience shall be completed within the 3 years preceding the application for the rating endorsement on the aircraft maintenance licence.\n3..Type examination shall be performed with at least one examiner present. The examiner(s) shall not have been involved in the applicant's training.\n(i)A written and signed report shall be made by the examiner(s) to explain why the candidate has passed or failed.\n6.\nOn the Job Training\nOn the Job Training (OJT) shall be approved by the CAA.\nIt shall be conducted at and under the control of a maintenance organisation appropriately approved for the maintenance of the particular aircraft type and shall be assessed by designated assessors appropriately qualified.\nIt shall have been started and completed within the 3 years preceding the application for a type rating endorsement.\n(a)Objective:\nThe objective of OJT is to gain the required competence and experience in performing safe maintenance.\n(b)Content:\nOJT shall cover a cross section of tasks acceptable to the CAA. The 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.\nEach task shall be signed off by the student and countersigned by a designated supervisor. The tasks listed shall refer to an actual job card/work sheet, etc.\nThe final assessment of the completed OJT is mandatory and shall be performed by a designated assessor appropriately qualified.\nThe following data shall be addressed on the OJT worksheets/logbook:\n1..Name of Trainee;\n2..Date of Birth;\n3..Approved Maintenance Organisation;\n4..Location;\n5..Name of supervisor(s) and assessor, (including licence number if applicable);\n6..Date of task completion;\n7..Description of task and job card/work order/tech log, etc.;\n8..Aircraft type and aircraft registration;\n9..Aircraft rating applied for.\nIn order to facilitate the verification by the CAA, demonstration of the OJT shall consist of (i) detailed worksheets/logbook and (ii) a compliance report demonstrating how the OJT meets the requirement of this Part.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "F",
      "label": "F1",
      "text": "Word in Annex 3 Appendix 3 point 1(a)(i) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(a)(i) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F2",
      "text": "Substituted by Commission Regulation (EU) 2018/1142 of 14 August 2018 amending Regulation (EU) No 1321/2014 as regards the introduction of certain categories of aircraft maintenance licences, the modification of the acceptance procedure of components from external suppliers and the modification of the maintenance training organisations' privileges (Text with EEA relevance)."
    },
    {
      "type": "F",
      "label": "F3",
      "text": "Word in Annex 3 Appendix 3 point 1(b)(i) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(a)(i) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F4",
      "text": "Word in Annex 3 Appendix 3 point 1(c)(i) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(a)(ii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F5",
      "text": "Word in Annex 3 Appendix 3 point 3.1(c) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(b)(i) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F6",
      "text": "Word in Annex 3 Appendix 3 point 3.1(d) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(b)(ii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F7",
      "text": "Word in Annex 3 Appendix 3 point 3.1(f) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(b)(iii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F8",
      "text": "Word in Annex 3 Appendix 3 point 4.1(f) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(c) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F9",
      "text": "Word in Annex 3 Appendix 3 point 5 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(d) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F10",
      "text": "Word in Annex 3 Appendix 3 point 6 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(e)(i) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F11",
      "text": "Word in Annex 3 Appendix 3 point 6(b) substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(e)(ii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "F",
      "label": "F12",
      "text": "Word in Annex 3 Appendix 3 point 6 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 278(4)(e)(iii) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)"
    },
    {
      "type": "footnote",
      "label": "f1",
      "text": "For non-pressurised piston engine aeroplanes below 2 000 kg MTOM, the minimum duration can be reduced by 50 %."
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "For helicopters in Group 2 (as defined in point 66.A.5), the minimum duration can be reduced by 30 %."
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "For the purpose of this point 4, a ‘chapter’ means each one of the rows preceded by a number in the table contained in point 3.1(e)."
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "For the purpose of this point 5, a ‘chapter’ means each one of the rows preceded by a number in the tables contained in points 3.1(e) and 3.2(b)."
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2014/1321/annex/III/appendix/III",
    "retrieved_at": "2026-11-01T14:47:03.190425+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}