B3 engineer application.
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B3 engineer application.
Has anyone on this forum had encounters with this issue that I'm having with the CAA?
I am a experienced (20years) B2 engineer who has sat all the required modules to remove the limitations 10 & 11 (airframe &engine ) from his restricted B1 licence. One of these modules is 11A (airframe).
In the mean time I have also been getting work experience at a light aircraft maintenance company. So I applied for a B3 category.
The CAA rejected my application because I hadn't supplied a Module 11C certificate iaw the EASA modulisation table.
I would have thought that Module 11A is at a far higher level than 11C and would therefore 'trump' it. It indeed has the same paragraphs but mostly at level 3 rather than levels 1&2. I have appealed and have had it rejected.
I am unsure as how to proceed next. I thought the B3 category was brought in to help with the shortage of certifiers in the field of light aviation.
Does anyone know of a contact, information or any previous experience in this field?
Best Regards.
Steve.
I am a experienced (20years) B2 engineer who has sat all the required modules to remove the limitations 10 & 11 (airframe &engine ) from his restricted B1 licence. One of these modules is 11A (airframe).
In the mean time I have also been getting work experience at a light aircraft maintenance company. So I applied for a B3 category.
The CAA rejected my application because I hadn't supplied a Module 11C certificate iaw the EASA modulisation table.
I would have thought that Module 11A is at a far higher level than 11C and would therefore 'trump' it. It indeed has the same paragraphs but mostly at level 3 rather than levels 1&2. I have appealed and have had it rejected.
I am unsure as how to proceed next. I thought the B3 category was brought in to help with the shortage of certifiers in the field of light aviation.
Does anyone know of a contact, information or any previous experience in this field?
Best Regards.
Steve.
I think the problem lies not in the syllabus on paper but the content at exam. For example did your MOD 11 cover steel tube construction and wood and fabric? I would expect not.
Might be worth looking at some of the question banks on the net to see what they are asking for 11B/11C
Might be worth looking at some of the question banks on the net to see what they are asking for 11B/11C
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From what you say you are looking to do 2 things here, remove 10 & 11 from your B1.1, and add the B3. What was the result of removing 10 & 11 from the B1.1
I assume that's on a B1 as 10 & 11 would indicate you were a BCAR 'X' licence holder, Electrical Only. Granted on conversion
EDIT afterthought why not B1.2 and you get the B3 as well
I assume that's on a B1 as 10 & 11 would indicate you were a BCAR 'X' licence holder, Electrical Only. Granted on conversion
EDIT afterthought why not B1.2 and you get the B3 as well
Last edited by BluFin; 27th Sep 2016 at 19:46.
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Yes, you are correct. I got my restricted B1 when the system changed. The limitation removal was not a sucess either. First they wanted propeller experience which I submitted second time around plus extra ATA chapters and hand skill proof but that still wasn't deemed enough. The propeller experience requirement has been dropped though. That can be difficult when your company has 747,777 & 767's.
I know of 4 others in my company who have had their applications rejected at least twice all for vague reasons. As from September the CAA will recoup the time spent on failed applications by charging £170.
As for the content of Module 11A, it does and I was examined on wooden structures, fabric and various types of fuselage construction. Not much of that on a turbine powered, pressurised 777.
I know of 4 others in my company who have had their applications rejected at least twice all for vague reasons. As from September the CAA will recoup the time spent on failed applications by charging £170.
As for the content of Module 11A, it does and I was examined on wooden structures, fabric and various types of fuselage construction. Not much of that on a turbine powered, pressurised 777.
EDIT afterthought why not B1.2 and you get the B3 as well
I've got a B1.2, which evolved from a Section L licence over 30 years ago. I applied for a B3 a while back and was told I'd have to get electrical limitations lifted. Not worth it on account of the course price. :-(
I've got a B1.2, which evolved from a Section L licence over 30 years ago. I applied for a B3 a while back and was told I'd have to get electrical limitations lifted. Not worth it on account of the course price. :-(
Interesting one stevef as I believe that B1.2 now has the privileges of B3.
I have B1.2 which also evolved from a BCAR licence. I only had electrical restrictions over 5700kg as electrics for light aircraft was always in the syllabus going back to 1978.
https://www.easa.europa.eu/the-agency/faqs/part-66
QUESTION
"I am the holder of a B1.2 licence (i.e “aeroplane piston”). Can I exercise my privileges for piston-engine non-pressurised aeroplanes1 of 2000 kg MTOM and below (i.e. category B3)?"
ANSWER
"By default, a category B3 licence is included in a category B1.2 licence because the basic knowledge requirements (66.A.25(a)) and the basic experience requirement (66.A.30) for a B3 licence are covered by the similar requirements of a B1.2 licence.
Provided that the qualification requirements are fulfilled, the B1.2 licence holder can release maintenance tasks performed on piston-engine non-pressurised aeroplanes of 2000 kg MTOM and below.
In particular the B1.2 licence holder would have to meet 66.A.20(b), which means that:
the applicable requirements of Part-M and/or Part-145 will be complied; and
in the preceding two-year period he/she has 6 months of maintenance experience in accordance with the privileges granted by the aircraft maintenance licence or; met the provision for the issue of the appropriate privileges; and
he/she has the adequate competence to certify maintenance on the corresponding aircraft; and
he/she is able to read, write and communicate to an understandable level in the language(s) in which the technical documentation and procedures necessary to support the issue of the certificate of release to service are written.
AMC 66.A.20(b) and GM 66.A.20(b) gives further explanations on the 6-months maintenance experience in the last 2 years, including demonstration of experience on at least one aircraft type per aircraft structure (metal, composite or wood)."
The worst thing about the modern licensing system is that the days of being able to speak to someone and get a rational decision are long gone. The tick box culture that pervades the CAA has made life for pre EASA licensed engineers a total misery. People are being asked to supply proof that doesn't exist largely because companies and records are gone and there was no requirement for an individual to keep such information.
I have B1.2 which also evolved from a BCAR licence. I only had electrical restrictions over 5700kg as electrics for light aircraft was always in the syllabus going back to 1978.
https://www.easa.europa.eu/the-agency/faqs/part-66
QUESTION
"I am the holder of a B1.2 licence (i.e “aeroplane piston”). Can I exercise my privileges for piston-engine non-pressurised aeroplanes1 of 2000 kg MTOM and below (i.e. category B3)?"
ANSWER
"By default, a category B3 licence is included in a category B1.2 licence because the basic knowledge requirements (66.A.25(a)) and the basic experience requirement (66.A.30) for a B3 licence are covered by the similar requirements of a B1.2 licence.
Provided that the qualification requirements are fulfilled, the B1.2 licence holder can release maintenance tasks performed on piston-engine non-pressurised aeroplanes of 2000 kg MTOM and below.
In particular the B1.2 licence holder would have to meet 66.A.20(b), which means that:
the applicable requirements of Part-M and/or Part-145 will be complied; and
in the preceding two-year period he/she has 6 months of maintenance experience in accordance with the privileges granted by the aircraft maintenance licence or; met the provision for the issue of the appropriate privileges; and
he/she has the adequate competence to certify maintenance on the corresponding aircraft; and
he/she is able to read, write and communicate to an understandable level in the language(s) in which the technical documentation and procedures necessary to support the issue of the certificate of release to service are written.
AMC 66.A.20(b) and GM 66.A.20(b) gives further explanations on the 6-months maintenance experience in the last 2 years, including demonstration of experience on at least one aircraft type per aircraft structure (metal, composite or wood)."
The worst thing about the modern licensing system is that the days of being able to speak to someone and get a rational decision are long gone. The tick box culture that pervades the CAA has made life for pre EASA licensed engineers a total misery. People are being asked to supply proof that doesn't exist largely because companies and records are gone and there was no requirement for an individual to keep such information.
Last edited by ericferret; 28th Sep 2016 at 10:35.
