easa b1,b2 licences

[fortuneteller]

Australia will soon give it's licenced engineers
the opportunity to convert to the easa style b1, b2licences.
Hows it going in the UK etc, does it work, I'm Avionic (EIR) and
feel a bit pieved at losing the elec side of my licence(I'll get a B1.1
restricted to Electrical).

[themoonsaballoon]

I have a CASA licence and an EASA B1 converted it from BCAR section L. Of course with change there are winners and losers, some of the older guys have struggled with the electrical conversion and were left with restrictions on the licenses.For me having all the type ratings on the licence was a bonus as it consolidates everything into one document.This will not be such a gee wizz for you as you already have the type ratings available.Watch out though,this conversion process and addition of subsequent approvals has been a large source of revenue for the C.A.A, most employers pick up the Tab but the contrators are left to foot the bill. When all is said and done if the LAME,s get to work in Europe with less conversion (Air leg perhaps) then a lot will be happy with that,
Good luck let me know how it progresses,
TMAB

[Techman]

I'm Avionic (EIR) and
feel a bit pieved at losing the elec side of my licence(I'll get a B1.1
restricted to Electrical).

If you get a B1.1 you will keep elec but lose avionics. To retain avionics you will need a B2 as well. Although on a B1 you can still do simple avionics tasks, such as replacing LRU's.

When it came to conversions in Europe, it seems the mainland took the pragmatic approach while the UK didn't. But then that debate has been done to death here already.

I converted a ICAO type II licence to a B1/B2 by filling out a one page application form and paying 100 pounds. All ratings was transferred. Which was nice.

[fortuneteller]

thanks for the replies, sorry meant to say i'd get a b2 as well, so I'd still have all eir on existing types, but will end up with I,R on new types. A few of us are concerned for jobs with the introduction of the A licence , does it work properly or under a smoke screen . How did it affect GA, it seems easier with a B2 to get certification rights. As far as cost goes CASA have just introduced a new scale of pricing which is pretty frightening, at least its a 5 yr licence now as opposed to 2.

[wrenchbender]

Techman; and how long ago was that???

[Redstone]

So presumably over time the numbers of B1 B2 lienced engineers in the line environment have diminished?

[Jusdoit]

EASA license conversion

Hey fellow techies,

Just a note to let you know about info I received. I contacted EASA to inquire if I could convert my FAA A&P license (with no restrictions) to an EASA license, and if I could could do that, then how would I? Their response was kind, and to the point:
----------------------------------------------------

Please be informed that the Conversion process in 66.A.70 that you mentioned is used to convert a licence from an EU national law or from a JAA licence into a Part-66 licence.
66.A.70(a) states that “the holder of certifying staff qualification valid in a Member State (of the EU) shall …”

This does not allow an applicant to obtain a Part-66 licence from a foreign licence by equivalence, foreign means from outside of EU.

There is no provision in Part 66 to recognize licences and privileges gained outside of the EU and give a licence by equivalence.

Only the experience can be used, refer to Part-66 for how to obtain a licence, and to paragraph 66.A.30 on how to gain experience credit.
-------------------------------------------------------------------------------------------------

It looks like I'll be hitting the books and studying to take the EASA tests. If anyone has an idea about doing it another way I would appreciate hearing from them. Please email me if you are so inclined. I have nothing against studying and working for what I want, so I'm looking forward to the challenge! Thanks for looking!

[BAe146s make me cry]

The academic differences between FAR Part 65 and EASA Part 66
are quite large. This is what EASA's Mr P.Goudou recently stated
in a letter to a US national living here in the UK, asking the same
question you are now.

It would appear on the outside that no conversion of these Engineer/Mechanic Licences can or has taken place.

This is in fact not completely true.

Around 2001 pre-EASA and the year of JAR66 introduction, A large
Dutch Airline converted many of its FAA licenced personnel through the Dutch CAA. Limited 'bridging examinations' took place, certainly not the
full EASA Part 66 (then JAR66) plethora required now.

Moving forwards to 2006, the UKCAA converted 20+ 'approval holders'
of a large UK airline that happened to have FAA A&P Licences to
restricted Part 66 B1.1 Licences. The official line is - 'the FAA licence
was not used in this conversion as it is not recognised'

It would seem that you will have to attack the books, re-learn the
wheel and attempt the modular exams. They are not structured like
FAR65 examinations, indeed, we have no full computerised technology
for such exams.

The core focus of Part 66 is on quantity, not quality. The practical requirement, which CAN be acheived simply by observing. There are a few bright chaps (academically and practical) coming through now but longterm, the UK MRO industry continues to suffer as a result with an arrogant complacency. This will have consequences.

Good luck whatever you decide.

BAe146??

[yachtno1]

And one famous full cost airline is banishing all it's B2s to the hangar and running the line with A and B1s!

[BAe146s make me cry]

Absolute prats. Thats going to bite one day in amazing fashion

BAe146??? And reducing correct & experienced cover??

[Kiwiconehead]

The transition in Australia will be interesting, I went to one of the ALAEA/CASA briefings last week and it seems they are going down the right path as far as implementation.

I don't think there will be wholesale depatch of the B2s to the hangar as seems to be happening with some European operators.

The major difference is that CASA are not putting a time limit on translation. I believe EASA gave the mech guys 5 years to do the B1 conversion or lose the lot.

With the CASA translation there is no impetus to go and do the B1 bridging training. All the crusty old blackhanders will be perfectly entitled to cruise along on restricted B1s until they retire.

Until there are large numbers of apprentices pouring out of the system with shiny new B1s ready to get type rated there will be no pressure to remove the b2s from the line - and really - who's actually hiring & training any apprentices these days anyway?

And by the time these imaginary apprentices start rolling of the production line any B2 worth his salt will have knocked off the required bridging ccourse and have a B1 anyway, cos we all know the mechnial stuff is the easy stuff

[mecheli]

EASA to CASA?

Any of you guys know if there's gonna be any change when it comes to converting B1 & B2 license to a CASA license?

I have a B1 & B2 license without restrictions, I moved to Australia last year and have gone thru the CASA CTC exams that will give me my B1, getting the rest will just be too expansive/time consuming. There was talk about CASA moving closer to EASA and that there might be a 'straight forward' conversion sometime in the future. Anyone?

[fortuneteller]

CASA has only just started with the intoduction process,cao100.66,eventually the plan is to have conformity with the EASA system. Try this link http://www.casa.gov.au/newrules/maint/cao10066/faq.htm

[foxkilo]

The topic of "academic differences" between FAA Part 65 and EASA Part 66 is quite intriguing... The FAA provides a lot of "open source" info thru ACs to help prospective A&Ps prepare for their exams, whereas the EASA study materials are normally offered only by schools and training orgs, requiring quite a bit of investment ($).

Is it possible to self-study for the EASA Part 66 basic exams using FAA study material (General, Airframe and/or Powerplant)? I'm thinking of using FAA's General textbook for modules 6 and 7... something along these lines... anybody has some ideas on the differences?

Would appreciate some opinions on the above, and whether anyone has info on study materials relevant to EASA Part 66 modules freely available on the internet?

Thanks!

[easaman]

A&P study material

You can use your A&P books, but the exam questions differ much!
There are in the mean time two books out for modules 1,2,3,4 & 8 and modules 5 and avionics parts for modules 11 & 13.
See http://www.jartraining.de/phpBB2/viewtopic.php?t=207

[Fargoo]

And one famous full cost airline is banishing all it's B2s to the hangar and running the line with A and B1s!

Whos that, I know for certain it ain't BA

[Mr.Brown]

Very few outfits could afford the luxury a a pure B2 engineer sitting around waiting for something specific to happen

Where I am we have a few just pure B2's on the Line and they are needed, as the number of avionic snags is abnormal. If we banished all to the hangar or nights the aircraft would all have no autoland during the day and only be upgraded on nights for the first flight of the day.

[BAe146s make me cry]

Try Devon's largest lo-co then. Specifically BHX. The existing crew up there work their socks off - however, just 2 x B2s at last count. It is one of the airline's profit centre's but you'd never guess it by MX staffing levels.

We have to supplement the poor sods in BHX with certifying cover
from Exeter, often.

BAe146???

P.S. As you would expect, staff turnover remains high.

[NutLoose]

Well you know in London where you see red double deckers all over the place, well at a lot of Aircraft engineering sites these days you see Red double decker tool boxes rolling down the road away from said companies........

says it all really.