Piggybank - Course location would normally be at your maintenance base. We have duly approved facilities in UK near Oxford, but the rub is we must have an aircraft (close) which we can visit and identify all the parts discussed during the theoretical training. Unfortunately there are no longer any Lamas G-registered, or,
AFAIK, based in UK. That's the only stumbling block. CAA have been hard work but accept remote site approval with procedure/checklist highlighted in the MTOE. We have a portfolio of courses and have completed training in Asia, Middle East and Africa on this basis.
Soloviev - I am sure your statement is/may be correct
in your country.One of the VERY tedious aspects of Part 147 is that EASA have devolved admin of the approvals to the local NAA, thus the aspect you highlight is, unfortunately, not across-the-board. So far we have completed training in several European countries, to the EASA standard, and yet on completion there are always queries raised by the individual NAAs. It's extremely frustrating. (and leads to the consumption of huge quantities of Vino Rosso - Savoia would approve
)
More seriously we sought the wisdom of the CAA's Man-in-Charge on this point and Licensing and Training Standards were firm on the point (adamant in fact) that since the Eurocopter SA315B Lama/TM Artouste III has an EASA C of A, training standards would have to be to a Part 147 approval. ECF, as inherited TCH, don't do it any more, of course.
And you are quite right, the practical element is not as involved as that prescribed for Twins and more complex helicopters, but a complete, not necessarily airworthy, aircraft with engine was a requirement to fulfil at least the intent of the practical element.Note that the pre-requisites for undertaking our approved course specifically includes prior experience, and thus the duration is just two weeks long; 1 each for A/F and engine, and the end result is a duly approved Part 66 certificate that is presented to the Regulatory authority, together with the prescribed fee to have the endorsement made as the type-rating upon your Part 66 AML
We understand that your defined route of experience, worksheets and exam only applies to Annex 2 aircraft for which EASA has not validated a C of A, and thus National Rules apply (and this includes a National Licence; it is not legal to sign off an NAA aircraft with a Part 66 licence).
As I say, it would be helpful if all members of the EASA 'club' were to sing from the same hymn sheet - not the case at present.
S- mille grazie, we try (and we do pretty much only drink Italian wine - just huge quantities of it................
)
VFR