AMC1 Appendix III Aircraft type training and type evaluation standard — on-the-job training (OJT) Section 6

On-the-job training (OJT) General ‘Maintenance organisations appropriately approved according to this Regulation for the maintenance of that aircraft type’ means Part-145 or Part-CAO approved maintenance organisations (AMO) that hold an ‘A’ rating for such aircraft. The OJT may be split in several parts and carried out at different AMOs, also combining line and base facilities from the same or different organisations. The organisation at which the final assessment is carried out, should control and coordinate the OJT activities and have the responsibility for the entire OJT programme. The procedures for the OJT should be included in the Exposition Manual of the approved maintenance organisation. ‘Skills and responsibilities of a typical certifying staff’ include but are not limited to: understanding the importance of professional integrity, behaviour and having an appropriate attitude towards safety; understanding the conditions for ensuring the continuing airworthiness of aircraft and components; the ability to identify and rectify existing and potential unsafe conditions; the ability to prioritise tasks, coordinate with a team, and report discrepancies; the ability to determine the required qualifications for the performance of maintenance tasks; the ability to confirm the proper accomplishment of maintenance tasks; the ability to compile and control completed work cards; knowledge of safety risks linked to a particular working environment; understanding of human performance and limitations; understanding of the AMO’s (where the OJT is performed) privileges and limitations; understanding of the AMO’s personnel authorisations and limitations; being familiar with the AMO’s documents/forms (work packages, work orders, work cards, etc.); being familiar with AMO’s release-to-service procedures: use of the aircraft technical logbook (ATLB), deferral of items and dispatch under MEL/CDL; access, use and control of the required tools and equipment; access, use and control of the required ICAs (AMM, TSM, SRM, etc.).

OJT content and OJT logbook If the aircraft manufacturer has defined the OJT tasks during the type certification of a particular aircraft type (e.g. the operational suitability data (OSD) has been approved for a particular aircraft type), those tasks should be selected. In particular, the analysis performed for the maintenance areas of specific emphasis (MASE), as defined in point 430 of CS-MCSD, helps the organisation identify the more appropriate tasks. Where no such data exists, the task list in Appendix II to the AMC to Annex III (Part-66) serves as the basis to develop an OJT programme including the applicable tasks for a particular aircraft type, based typically on the AMM. The tasks may be selected from the table in Appendix II in order to cover a broader representative sample of both simple and complex tasks on the particular aircraft type in order to reach a balanced distribution of the tasks between line and base maintenance. The tasks should be selected among those that are applicable to the aircraft type and the licence (sub)category applied for; for example, the selection could exclude location tasks (LOC) and tasks that can be considered under the category A licence privileges (seat covers, boilers, wheels, etc.). A minimum number of tasks, as described in point 2 ‘List of tasks for OJT’ of Appendix II, of each of the following categories should be performed: INS/inspections, FOT/functional or operational, SGH/servicing, R/I removal and installation, MEL, and T/S troubleshooting. The licensing authority may accept that a limited number of tasks is not performed as long as the relevant cross section of the tasks as regards quality, quantity and complexity is still assured. A task may be performed on the analogous system installed on a different aircraft type when the systems are similar in terms of design architecture, technology, and functionality. This can be the case, for example, for tasks performed on engines or landing gear of aircraft of the same manufacturer. Such task should be clearly identified and recorded. Certain maintenance tasks could be performed on non-airworthy aircraft that still maintain functionality of systems to the extent that the maintenance tasks can be completely performed without any deviation from the maintenance instructions. Tasks circumscribed to system components may be performed at the workshop. This can be the case, for example, for avionics functional tests. Such scenarios should be limited to specific tasks that may not occur often in the maintenance of operational aircraft. The use of MSTDs and MTDs for OJT should be restricted to a minimum. When an existing licence is changed to include an additional category with a type rating, a different OJT from the category held to the new one may be permissible. In those cases, only tasks corresponding to the differences between the two categories should be performed. The OJT may be partly performed on aircraft whose maintenance is not subject to Regulation (EU) 2018/1139 (for example, aircraft subject to the FAA regulatory framework or training helicopters used by the military) provided that the maintenance is subject to the same procedures and manuals. A minimum of maintenance activity on aircraft that are subject to Regulation (EU) 2018/1139 is, however, required in order to gain sufficient insight into the European civil aviation regulatory framework and into release-to-service procedures. The acceptance of the OJT is up to the licensing authority. The organisation that has control over the OJT should provide candidates with a schedule or plan which indicates the list of tasks to be performed under supervision. A record of the completed tasks is to be entered into a logbook whose design and format should be such that each task or group of tasks is countersigned by the corresponding mentor(s). Regarding day-to-day supervision of the OJT programme in the approved maintenance organisation and the role of the mentor(s), the following should be considered: It is sufficient for the completion of the individual OJT tasks to be confirmed by the direct mentor(s), without the direct evaluation of the assessor being necessary. During the day-to-day OJT performance, the aim of the supervision is for mentors to oversee the whole process, including task completion, use of manuals, adherence to procedures, observance of safety measures, warnings, cautions and recommendations, and demonstration of appropriate behaviour in the maintenance environment. The mentor(s) should personally observe the work being performed to ensure its safe completion, and should be readily available for consultation if needed during the OJT. The mentor(s) should sign the tasks and release the maintenance tasks as the candidate is still not qualified to do so. The mentor(s) should be designated by the approved maintenance organisation to supervise. For training in release-to-service procedures, following the completion of the performance of a specific task chosen by the mentor, the candidate should prepare a document with simulated release to service which has to be marked as ‘for training purposes only’ (e.g. ATL page, maintenance task card, CRS). If both the task and the simulated release to service have been performed to the satisfaction of the mentor, the task may be countersigned in the OJT task list by the mentor. A physical or electronic copy of the document with simulated release should be added to the syllabus. Tasks which are usually performed with more than one person may be performed by more than one candidate under the supervision of one mentor. During the performance of the tasks, the mentor is limited to overseeing three candidates at the same time, given that the candidates can be properly seen ‘at a glance’ from the mentor’s position. Those tasks should be marked as ‘group tasks’ when applying for the approval. All other tasks should be a one-to-one mentorship. In such cases, all the candidates involved should be noted on the work order. At the end of the performance of the OJT, a compliance report shall be made which verifies and documents the correct and complete performance and the recommendation of the mentor(s) for the following assessment. The mentor(s) may deny a recommendation if the candidate has not demonstrated the knowledge, skills, behaviour and/or ethics required from certifying staff.

Final assessment of the applicant The OJT assessment should consist of a theoretical part and a practical part. The theoretical part comprises the regulatory framework, safety procedures, knowledge of aircraft and its systems, maintenance procedures, and other typical certifying staff activities such as: the review and acceptance of work orders; shift-handover procedures and team coordination; communication and interaction with the flight crew; dispatch with unserviceable items; clear aircraft logbook entries and reporting notes; checks before release to service. The practical part should include maintenance tasks on the aircraft (e.g. rem./inst., TS, R/I, FOT, MEL dispatch). The assessor may decide to simulate some aspects of the maintenance tasks. The aircraft type on which the OJT is performed needs to be available for the assessment together with access to the required maintenance data, equipment, and tools. A training aircraft may be acceptable. It is good practice to assess the practical skills on the aircraft in question while the assessment of knowledge may be performed either on the aircraft or in theory. Further guidance about the designated assessors is provided in the AMC to Appendix III to Part-66. If an independent observer is required for the OJT, they shall be selected by the maintenance organisation among the maintenance personnel that have not taken part in the OJT performance but do have an adequate understanding of the OJT procedures.