The Extinction of EASA Part 66 Certified Mechanics in Private Aviation!
The aviation industry is facing a crisis in the availability of European Union Aviation Safety Agency (EASA) Part 66 certified aircraft mechanics, particularly in the private aviation sector. Having worked for years in an EASA Part 145 maintenance environment as a postholder, I’ve witnessed firsthand the challenges and transitions within the industry. With many seasoned mechanics heading into retirement in the coming years, the private aviation sector risks a critical shortage of certified personnel capable of maintaining its diverse fleet of aircraft.
The Transition to an EASA Part 66 License
When EASA licensing regulations were implemented in 2003 (above 5700 kg) and 2006 (below 5700 kg), mechanics with national Aircraft Maintenance Licenses (AML) had the opportunity to transition to an EASA Part 66 license under a grandfather clause. This process allowed experienced professionals to transfer their qualifications, provided they could demonstrate work experience on a range of aircraft types. This transition created a pool of highly skilled and versatile mechanics, many of whom could work across various aircraft models.
However, these mechanics are nearing the end of their careers, and the pipeline of new certified personnel has not kept pace. This is particularly problematic for private aviation, which requires a broader scope of expertise due to the sheer variety of aircraft types in operation.
Challenges in the Private Aviation Sector
While airlines typically operate a uniform fleet, simplifying certification and training requirements, the private aviation sector presents unique hurdles. These challenges have made it increasingly difficult to cultivate a new generation of mechanics with the broad qualifications needed to support private aircraft.
1. Complexity and costs of EASA Part 147 Training Requirements
For some aircraft types, EASA Part 147 training courses mandate combining B1 (mechanical) and B2 (avionics) training. This creates a significant barrier for specialists. For example, a B2 mechanic focused solely on avionics may find it impossible to expand their qualifications to include certain aircraft types without completing the B1 course as well—a course irrelevant to their expertise. This “one-size-fits-all” approach fails to account for the specialized roles prevalent in private aviation.
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Also, the costs to expand your EASA Part 66 license with an additional private jet type are nothing short of enormous. It's not uncommon to see training prices starting at €25,000.00 for a single type training, and that’s just the beginning. This figure doesn’t include the additional expenses and not the additional expenses associated with completing the mandatory On-the-Job Training (OJT), which often also involves travel, accommodations, and coordination with certified organizations. For private aviation companies dealing with rare or specialized aircraft types, these costs can quickly become a prohibitive burden, complicating efforts to maintain a qualified workforce.?
2. On-the-Job Training (OJT) Limitations
OJT is another obstacle. In airline environments, OJT is rather straightforward, as fleets are standardized. In private aviation, however, mechanics often encounter rare or unique aircraft types. Securing OJT opportunities on these models can be so challenging that companies must sometimes request assistance from competitors. This reliance on external parties complicates the certification process and delays the readiness of mechanics.
3. Limited Availability of Type Training Courses
EASA Part 147 training courses are not universally available, especially for older or less common aircraft types frequently encountered in private aviation. This lack of access to necessary training further hampers the ability to maintain a diverse fleet and keep up with industry demands.
The need for a more practical approach!
EASA has largely tailored its regulations and training requirements to meet the needs of airlines, which benefit from standardized fleets and economies of scale. However, this focus neglects the realities of private aviation. In 10 to 20 years, when mechanics with grandfathered licenses retire, the private aviation sector will face an even greater shortage of qualified personnel.
To address this impending crisis, EASA must adopt a more practical and flexible approach. As the private aviation sector plays a vital role in Europe’s aviation ecosystem, and its unique needs must not be overshadowed by the priorities of the airline industry. EASA has an opportunity to rethink its regulatory framework to ensure the continued availability of skilled mechanics. Without proactive measures, the extinction of EASA Part 66 certified mechanics in private aviation is inevitable—a prospect that threatens the safety, efficiency, and growth of the industry. It’s time for practical solutions to secure the future of private aviation.
B2 Licensed engineer at Vistajet
2 个月Bin the practical requirement. Its a waste of time and money to both the trainee and the company they work for. Visiting a site with an aircraft you’re training on to find you can’t actually touch it to any meaningful extent is pointless. Let’s face it, who wants a bunch of unknown trainees letting loose on their customers aircraft? Surely if the OJT is properly supervised for the first type rating then what’s the problem with an acceptance that they have the required skills to conduct safe work on subsequent types, maybe with a slightly elevated level of supervision at their workplace before auths are given?
Independent Airworthiness, Quality, and Compliance consultant.
2 个月I would question the value of the practical training element of Part 147. As a licensed engineer, I learnt far more from having a broken aircraft, the AMM and a toolbox. Once upon a time having that licence implied that you had some knowledge and ability. As you have alluded to, the EASA / CAA regulations are written for the airlines, which is "problematic" for any other type of operation.
Interesting article Vincent. What you describe though is not unique to aviation, as more broadly industrial companies struggle with an aging mechanics population to keep their aging machinery running. Talk of the town is about Industry 5.0, essentially putting a layer of technology around it aimed at reducing dependency on humans to keep things running. It would be interesting to brainstorm if any of that might be of use in the aircraft maintenance world
TMA ICAO TYPE II HELICOPTERS TECHNICIAN AND AIRPLANES (AME) FLIGHT ATTENDANT AND AIRCRAFT PAINTER. TECNICO MANTENIMIENTO AERONAVES (HELICOPTEROS Y AVIONES), AUXILIAR DE VUELO TAMBIEN SOY PINTOR AERONAUTICO.
2 个月I think that we like to aircraft maintenance technician don't need get two or three licenses We know how we have to work only need get one our first license no more The license B1 or B2 even A&P licence doesn't work The owner of the license who got it is the worker that do their tasks over those aircrafts it not the license In the other hand if you think for one guy who desire works on this field is so expensive get other licenses and courses The companies have to provide the courses of their aircraft I like to aircraft maintenance technician have found a lot of walls for those reasons.
UK CAA B2/C H175 B1.3/C H155-AW139 ; EASA B1.3/B2/C- H175 B1.3/C H155-AW139-BK117D2/D3 B1.3/B2/C
2 个月There are shortages of engineers in EASA thats for sure, UK hasnt been helped by politicians that insisted that UK left EASA as well inthe Brexit process. However, addressing the points made, one way to reduce the cost of training is to introduce apprenticeship schemes again. Denmark has a great history of this and its a good model to copy. 2. imo, OJT is essential. The issue for most is that companies with an approved OJT plan are limited and will often only take in house engineer. Thus leaving the self study guys out in the cold. I think this boils down to how well the quality department works or doesnt work and some mystery as to what an OJT program should include. EASA/NAAs could reduce this issue by issuing a template to OJT for each aircraft type. The information is already out there so it will be a case on consolidating the information into a single portal. 3. type courses for older aircraft can be a bit of an issue, but again running a type course for 1-2 guys makes a course highly expensive and inefficient so I dont think, in my experience, that the courses are not available upon request, its just very expensive to run the course and maintain the infrastructure behind for maybe 1 -3 participants a year.