The changes to UK CAA LAE Type Rating Applications from the 1st of August 2013
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The changes to UK CAA LAE Type Rating Applications from the 1st of August 2013
For those who are thinking of applying for initial licences with ratings in the UK soon, remember on the 1st of August 2013, The CAA SRG will be only processing Type Rating applications to the changes introduced by EASA rule change 1149/2011.
If you haven't got a rating on your ticket post 1st of August, You will have to do a type course with a theory part and a minimum 2 week practical assessment part bolted onto it, both by an approved 147 training Organization and the practical element must involve time on the actual aircraft. If you haven't got proof of working on certain facets of the 1149 practical elements, the 2 weeks will be longer, possibly up to 5 weeks.
You will still have to have 6 months’ time working on the type you are going for have as your first rating as well. What is more that this OJT must be structured by your company in an approved PART 145 OJT package with an assessor authorised by your company checking your progress and your company supplying a certificate of OJT completion, so you can send it off to the CAA with your 2 other PART 147 certificates.. Only 50% of this OJT can be done before the type course. CAA will not accept old style CAP 741 worksheets for the OJT element post 1st August iaw 1149/2011.
For those who can decipher EASA regulations..
Hard Stuff
The easy Presentation...
Other pages refer to changing in certification rights for B1 & B2, PART 66 licence training and experience limits and the re-introduction of Company approvals without licencing within Base Maintenance (Yes that is happening too!)
Pages 48 and 49 of the presentation are about Type Rating OJT for initial type's. Notice that the OJT is tied to a company and it must conform to the NRA as well. As for doing OJT with a PART 145 MRO under another NRA authority, wherever the UKCAA and company will deal with that NRA in allowing that companies OJT to be acceptable is a worry, but if their 147 and 145 set ups are acceptable to the home NRA, the UKCAA possibly will say "OK by us" too. However this OJT part only affects newbie LWTR’s.
EASA have also grouped aircraft not by manufacturer group, but by complexity. If somebody holds a rating on a 73 for example and wants an A320 rating, he will only have to do the theory and practical element course parts run by the 147 authorised training college / company. No more 50/30/20% OJT tasks on worksheets.. Only changing ratings between groups requires OJT in my understanding. Groups are defined on page 19 of the first link.
If you have done your old style type course and work sheets for a type, get them in within the next 3 months. I have heard from a mate in Europe that its introduction last year has totally mucked up loads of people, but that is only a rumour..
Those who can have been warned..
If you haven't got a rating on your ticket post 1st of August, You will have to do a type course with a theory part and a minimum 2 week practical assessment part bolted onto it, both by an approved 147 training Organization and the practical element must involve time on the actual aircraft. If you haven't got proof of working on certain facets of the 1149 practical elements, the 2 weeks will be longer, possibly up to 5 weeks.
You will still have to have 6 months’ time working on the type you are going for have as your first rating as well. What is more that this OJT must be structured by your company in an approved PART 145 OJT package with an assessor authorised by your company checking your progress and your company supplying a certificate of OJT completion, so you can send it off to the CAA with your 2 other PART 147 certificates.. Only 50% of this OJT can be done before the type course. CAA will not accept old style CAP 741 worksheets for the OJT element post 1st August iaw 1149/2011.
For those who can decipher EASA regulations..
Hard Stuff
The easy Presentation...
Other pages refer to changing in certification rights for B1 & B2, PART 66 licence training and experience limits and the re-introduction of Company approvals without licencing within Base Maintenance (Yes that is happening too!)
Pages 48 and 49 of the presentation are about Type Rating OJT for initial type's. Notice that the OJT is tied to a company and it must conform to the NRA as well. As for doing OJT with a PART 145 MRO under another NRA authority, wherever the UKCAA and company will deal with that NRA in allowing that companies OJT to be acceptable is a worry, but if their 147 and 145 set ups are acceptable to the home NRA, the UKCAA possibly will say "OK by us" too. However this OJT part only affects newbie LWTR’s.
EASA have also grouped aircraft not by manufacturer group, but by complexity. If somebody holds a rating on a 73 for example and wants an A320 rating, he will only have to do the theory and practical element course parts run by the 147 authorised training college / company. No more 50/30/20% OJT tasks on worksheets.. Only changing ratings between groups requires OJT in my understanding. Groups are defined on page 19 of the first link.
If you have done your old style type course and work sheets for a type, get them in within the next 3 months. I have heard from a mate in Europe that its introduction last year has totally mucked up loads of people, but that is only a rumour..
Those who can have been warned..
Last edited by Alber Ratman; 22nd Apr 2013 at 14:33. Reason: paragraph changes
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Thanks for the info! I think that's the final nail in the coffin for me and I'm going to give up hope of ever getting licensed. They just keep changing the goalposts all the time and the closer you get the more hurdles they put in your way.
How many Part-145 companies in the UK are ready for these changes? I was recently working down at ATC Lasham and they didn't have any way of getting people trained up under this new system and a load of guys had completed type courses but were unable to get the type added because of this.
I'm sure that all it will mean is that there will be far fewer UK licensed engineers, because the UK CAA is the only NAA that will actually enforce all of these new rules properly.
How many Part-145 companies in the UK are ready for these changes? I was recently working down at ATC Lasham and they didn't have any way of getting people trained up under this new system and a load of guys had completed type courses but were unable to get the type added because of this.
I'm sure that all it will mean is that there will be far fewer UK licensed engineers, because the UK CAA is the only NAA that will actually enforce all of these new rules properly.
I currently have a number of questions relating to this issue awaiting answers from the CAA. I will post them if and when I get a reply. At the moment the default setting for the CAA is NO. You have to fight and argue everything. I am sick and tired of how we are treated in the UK. The extra delays and costs involved in dealing with an organisation which only seems to care about it's audit trail are agravating in the extreme.
Couple this with the moving goal posts and the total lack of consistency and you have a recipe for anger and frustration.
Couple this with the moving goal posts and the total lack of consistency and you have a recipe for anger and frustration.
Last edited by ericferret; 23rd Apr 2013 at 10:19.
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We would all like to hear what they say, ericferret. I'm lucky that I will have support of my company in this matter. I have seen other major players in the UK are on the ball with this, however this will hurt contractors trying to gain type ratings by their own big time..
Last edited by Alber Ratman; 23rd Apr 2013 at 10:41.
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Has anybody tried www.caa-complaints.co.uk for these sort of issues and if so any success?
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Lovegroove,
You will find that the clever people at certain MRO's know that the B1 and B2 requirement for support staff at Base Maintenance has also been removed, as long as companies can show that staff are trained and experienced enough (even without a B licence) to certify others in tasks not requiring duplicate or other critical tasks. One MRO, I have seen ex car mechanics's, trained up to A licence level and a few years on a type filling in a log book designed for such positions, now in a position to sign off DVIs and lower tasks as self certs and oversign other tasks at a very low level, recently the privillage of a B1 only.. Company Approvals as in the old days of BCAR and the French system prior to EASA are back.. There will not be the need for so many B1/B2s within base maint.
Where is Matmax??
However, nothing has changed to stop you getting your basic licence. If you get that, there could be a lucky break going to get you up the ladder and over the other hurdles.. A "why don't I look at AJS?" one night on my laptop has ended up as employment on a wage a lot more than I would ever earn at my previous employer and a rating on the way, with the prospects that other ratings will come along later.. If you ain't got the basic, you can have nothing!
You will find that the clever people at certain MRO's know that the B1 and B2 requirement for support staff at Base Maintenance has also been removed, as long as companies can show that staff are trained and experienced enough (even without a B licence) to certify others in tasks not requiring duplicate or other critical tasks. One MRO, I have seen ex car mechanics's, trained up to A licence level and a few years on a type filling in a log book designed for such positions, now in a position to sign off DVIs and lower tasks as self certs and oversign other tasks at a very low level, recently the privillage of a B1 only.. Company Approvals as in the old days of BCAR and the French system prior to EASA are back.. There will not be the need for so many B1/B2s within base maint.
Where is Matmax??
However, nothing has changed to stop you getting your basic licence. If you get that, there could be a lucky break going to get you up the ladder and over the other hurdles.. A "why don't I look at AJS?" one night on my laptop has ended up as employment on a wage a lot more than I would ever earn at my previous employer and a rating on the way, with the prospects that other ratings will come along later.. If you ain't got the basic, you can have nothing!
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You will find that the clever people at certain MRO's know that the B1 and B2 requirement for support staff at Base Maintenance has also been removed
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Redline, I stand corrected mate, you are right. However I have seen Approved Mechanics who are not B1s certify task cards in base maintenance.. This wasn't the worlds favourite airline either and a little birdie has told me the other company got into a lot of trouble with theirs..
I'm sure the current regulation change document does have passages of PART 145 where the terminology of B1 and B2 has been removed from Support Staffs, unless my eyesight is going wrong!
I'm sure the current regulation change document does have passages of PART 145 where the terminology of B1 and B2 has been removed from Support Staffs, unless my eyesight is going wrong!
Last edited by Alber Ratman; 24th Apr 2013 at 10:33.
AR
Part 145.A.30 (e) and the AMC requires an organisation to establish and control the competence of all personnel involved in maintenance. The AMC specifies that staff are assessed for competence before they work unsupervised. For the approved mechanic this would mean they could carry out the task to standard defined in the approved data and will notify supervisors of defects etc. Under these circumstances the CAA can accept a procedure that allows approved mechanics to sign cards for specific tasks. The main problem is that organisations have been unable to implement robust procedures to establish and control competence and demonstrate they are doing so in a consistent manner.
Part 145.A.30 (e) and the AMC requires an organisation to establish and control the competence of all personnel involved in maintenance. The AMC specifies that staff are assessed for competence before they work unsupervised. For the approved mechanic this would mean they could carry out the task to standard defined in the approved data and will notify supervisors of defects etc. Under these circumstances the CAA can accept a procedure that allows approved mechanics to sign cards for specific tasks. The main problem is that organisations have been unable to implement robust procedures to establish and control competence and demonstrate they are doing so in a consistent manner.
