The Extinction of EASA Part 66 Certified Mechanics in Private Aviation!

The aviation industry is facing a crisis in the availability of European Union Aviation Safety Agency (EASA) Part 66 certified aircraft mechanics, particularly in the private aviation sector. Having worked for years in an EASA Part 145 maintenance environment as a postholder, I’ve witnessed firsthand the challenges and transitions within the industry. With many seasoned mechanics heading into retirement in the coming years, the private aviation sector risks a critical shortage of certified personnel capable of maintaining its diverse fleet of aircraft.

The Transition to an EASA Part 66 License

When EASA licensing regulations were implemented in 2003 (above 5700 kg) and 2006 (below 5700 kg), mechanics with national Aircraft Maintenance Licenses (AML) had the opportunity to transition to an EASA Part 66 license under a grandfather clause. This process allowed experienced professionals to transfer their qualifications, provided they could demonstrate work experience on a range of aircraft types. This transition created a pool of highly skilled and versatile mechanics, many of whom could work across various aircraft models.

However, these mechanics are nearing the end of their careers, and the pipeline of new certified personnel has not kept pace. This is particularly problematic for private aviation, which requires a broader scope of expertise due to the sheer variety of aircraft types in operation.

Challenges in the Private Aviation Sector

While airlines typically operate a uniform fleet, simplifying certification and training requirements, the private aviation sector presents unique hurdles. These challenges have made it increasingly difficult to cultivate a new generation of mechanics with the broad qualifications needed to support private aircraft.

1. Complexity and costs of EASA Part 147 Training Requirements

For some aircraft types, EASA Part 147 training courses mandate combining B1 (mechanical) and B2 (avionics) training. This creates a significant barrier for specialists. For example, a B2 mechanic focused solely on avionics may find it impossible to expand their qualifications to include certain aircraft types without completing the B1 course as well—a course irrelevant to their expertise. This “one-size-fits-all” approach fails to account for the specialized roles prevalent in private aviation.

Also, the costs to expand your EASA Part 66 license with an additional private jet type are nothing short of enormous. It’s not uncommon to see training prices starting at €25,000.00 for a single type training, and that’s just the beginning. This figure doesn’t include the additional expenses and not the additional expenses associated with completing the mandatory On-the-Job Training (OJT), which often also involves travel, accommodations, and coordination with certified organizations. For private aviation companies dealing with rare or specialized aircraft types, these costs can quickly become a prohibitive burden, complicating efforts to maintain a qualified workforce.

2. On-the-Job Training (OJT) Limitations

OJT is another obstacle. In airline environments, OJT is rather straightforward, as fleets are standardized. In private aviation, however, mechanics often encounter rare or unique aircraft types. Securing OJT opportunities on these models can be so challenging that companies must sometimes request assistance from competitors. This reliance on external parties complicates the certification process and delays the readiness of mechanics.

3. Limited Availability of Type Training Courses

EASA Part 147 training courses are not universally available, especially for older or less common aircraft types frequently encountered in private aviation. This lack of access to necessary training further hampers the ability to maintain a diverse fleet and keep up with industry demands.

The need for a more practical approach!

EASA has largely tailored its regulations and training requirements to meet the needs of airlines, which benefit from standardized fleets and economies of scale. However, this focus neglects the realities of private aviation. In 10 to 20 years, when mechanics with grandfathered licenses retire, the private aviation sector will face an even greater shortage of qualified personnel.

To address this impending crisis, EASA must adopt a more practical and flexible approach. As the private aviation sector plays a vital role in Europe’s aviation ecosystem, and its unique needs must not be overshadowed by the priorities of the airline industry. EASA has an opportunity to rethink its regulatory framework to ensure the continued availability of skilled mechanics. Without proactive measures, the extinction of EASA Part 66 certified mechanics in private aviation is inevitable—a prospect that threatens the safety, efficiency, and growth of the industry. It’s time for practical solutions to secure the future of private aviation.