{"id":22115,"date":"2025-01-13T14:17:27","date_gmt":"2025-01-13T13:17:27","guid":{"rendered":"https:\/\/faaircraftsales.com\/non-classifiee\/easa-part-66-certified-mechanics\/"},"modified":"2025-01-24T15:55:41","modified_gmt":"2025-01-24T14:55:41","slug":"easa-part-66-certified-mechanics","status":"publish","type":"post","link":"https:\/\/faaircraftsales.com\/fr\/blog-fr-airplanesales\/easa-part-66-certified-mechanics\/","title":{"rendered":"L&#8217;extinction des m\u00e9caniciens certifi\u00e9s EASA Part 66 dans l&#8217;aviation priv\u00e9e !"},"content":{"rendered":"\n<p class=\"wp-block-paragraph\" id=\"ember1540\">L\u2019industrie a\u00e9ronautique est confront\u00e9e \u00e0 une crise concernant la disponibilit\u00e9 de m\u00e9caniciens a\u00e9ronautiques certifi\u00e9s par l\u2019Agence de l\u2019Union europ\u00e9enne pour la s\u00e9curit\u00e9 a\u00e9rienne (EASA) Part 66, en particulier dans le secteur de l\u2019aviation priv\u00e9e. Ayant travaill\u00e9 pendant des ann\u00e9es dans un environnement de maintenance EASA Part 145 en tant que responsable, j\u2019ai \u00e9t\u00e9 t\u00e9moin direct des d\u00e9fis et des transitions auxquels l\u2019industrie fait face. Avec de nombreux m\u00e9caniciens exp\u00e9riment\u00e9s approchant de la retraite dans les ann\u00e9es \u00e0 venir, le secteur de l\u2019aviation priv\u00e9e risque une p\u00e9nurie critique de personnel certifi\u00e9 capable de maintenir sa flotte diversifi\u00e9e d\u2019a\u00e9ronefs.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">La transition vers une licence EASA Part 66<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Lorsque les r\u00e9glementations de certification de l\u2019EASA ont \u00e9t\u00e9 mises en \u0153uvre en 2003 (pour les a\u00e9ronefs de plus de 5700 kg) et en 2006 (pour les a\u00e9ronefs de moins de 5700 kg), les m\u00e9caniciens titulaires de licences nationales de maintenance a\u00e9ronautique (AML) ont eu la possibilit\u00e9 de passer \u00e0 une licence EASA Part 66 gr\u00e2ce \u00e0 une clause de droits acquis. Ce processus a permis aux professionnels exp\u00e9riment\u00e9s de transf\u00e9rer leurs qualifications, \u00e0 condition qu\u2019ils puissent d\u00e9montrer une exp\u00e9rience de travail sur une vari\u00e9t\u00e9 de types d\u2019a\u00e9ronefs. Cette transition a cr\u00e9\u00e9 un vivier de m\u00e9caniciens hautement qualifi\u00e9s et polyvalents, capables de travailler sur divers mod\u00e8les d\u2019avions.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Cependant, ces m\u00e9caniciens approchent la fin de leur carri\u00e8re, et le flux de nouveaux personnels certifi\u00e9s n\u2019a pas suivi. Cela pose un probl\u00e8me particulier \u00e0 l\u2019aviation priv\u00e9e, qui exige un champ d\u2019expertise plus large en raison de la grande vari\u00e9t\u00e9 de types d\u2019avions en op\u00e9ration.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">D\u00e9fis dans le secteur de l\u2019aviation priv\u00e9e<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Alors que les compagnies a\u00e9riennes exploitent g\u00e9n\u00e9ralement une flotte uniforme, ce qui simplifie les exigences de certification et de formation, le secteur de l\u2019aviation priv\u00e9e pr\u00e9sente des obstacles uniques. Ces d\u00e9fis rendent de plus en plus difficile la formation d\u2019une nouvelle g\u00e9n\u00e9ration de m\u00e9caniciens ayant les qualifications \u00e9tendues n\u00e9cessaires pour soutenir les avions priv\u00e9s.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">Complexit\u00e9 et co\u00fbt des exigences de formation EASA Part 147<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Pour certains types d\u2019a\u00e9ronefs, les cours de formation EASA Part 147 exigent une combinaison de formation B1 (m\u00e9canique) et B2 (avionique). Cela repr\u00e9sente une barri\u00e8re significative pour les sp\u00e9cialistes. Par exemple, un m\u00e9canicien B2 sp\u00e9cialis\u00e9 uniquement dans l\u2019avionique pourrait trouver impossible d\u2019\u00e9largir ses qualifications \u00e0 certains types d\u2019a\u00e9ronefs sans compl\u00e9ter \u00e9galement la formation B1, qui est pourtant sans rapport avec son expertise. Cette approche \u00ab universelle \u00bb ne tient pas compte des r\u00f4les sp\u00e9cialis\u00e9s pr\u00e9sents dans l\u2019aviation priv\u00e9e.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">En outre, les co\u00fbts d\u2019extension d\u2019une licence EASA Part 66 pour inclure un nouveau type d\u2019avion priv\u00e9 sont extr\u00eamement \u00e9lev\u00e9s. Il n\u2019est pas rare que les prix des formations d\u00e9butent \u00e0 25 000 \u20ac pour une seule formation de type, et ce n\u2019est qu\u2019un d\u00e9but. Ce montant n\u2019inclut pas les d\u00e9penses suppl\u00e9mentaires associ\u00e9es \u00e0 la r\u00e9alisation de la formation pratique obligatoire (OJT), qui implique souvent des frais de d\u00e9placement, d\u2019h\u00e9bergement et de coordination avec des organismes certifi\u00e9s. Pour les entreprises d\u2019aviation priv\u00e9e op\u00e9rant sur des mod\u00e8les rares ou sp\u00e9cialis\u00e9s, ces co\u00fbts peuvent rapidement devenir un fardeau prohibitif, compliquant leurs efforts pour maintenir une main-d&#8217;\u0153uvre qualifi\u00e9e.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">Limitations de la formation pratique en cours d\u2019emploi (OJT)<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">L\u2019OJT repr\u00e9sente un autre obstacle. Dans les compagnies a\u00e9riennes, l\u2019OJT est relativement simple, car les flottes sont standardis\u00e9es. Dans l\u2019aviation priv\u00e9e, cependant, les m\u00e9caniciens rencontrent souvent des types d\u2019a\u00e9ronefs rares ou uniques. Obtenir des opportunit\u00e9s d\u2019OJT sur ces mod\u00e8les peut \u00eatre si difficile que les entreprises doivent parfois demander de l\u2019aide \u00e0 des concurrents. Cette d\u00e9pendance vis-\u00e0-vis de parties externes complique le processus de certification et retarde la pr\u00e9paration des m\u00e9caniciens.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">Disponibilit\u00e9 limit\u00e9e des cours de formation de type<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Les cours de formation EASA Part 147 ne sont pas universellement disponibles, en particulier pour les types d\u2019a\u00e9ronefs plus anciens ou moins courants, qui sont fr\u00e9quemment rencontr\u00e9s dans l\u2019aviation priv\u00e9e. Ce manque d\u2019acc\u00e8s aux formations n\u00e9cessaires entrave la capacit\u00e9 \u00e0 entretenir une flotte diversifi\u00e9e et \u00e0 r\u00e9pondre aux exigences du secteur.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">Le besoin d\u2019une approche plus pratique&nbsp;!<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">L\u2019EASA a principalement adapt\u00e9 ses r\u00e9glementations et exigences de formation aux besoins des compagnies a\u00e9riennes, qui b\u00e9n\u00e9ficient de flottes standardis\u00e9es et d\u2019\u00e9conomies d\u2019\u00e9chelle. Cependant, cette orientation n\u00e9glige les r\u00e9alit\u00e9s de l\u2019aviation priv\u00e9e. D\u2019ici 10 \u00e0 20 ans, lorsque les m\u00e9caniciens titulaires de licences de transition prendront leur retraite, le secteur de l\u2019aviation priv\u00e9e fera face \u00e0 une p\u00e9nurie encore plus importante de personnel qualifi\u00e9.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\" id=\"ember1540\">Pour r\u00e9pondre \u00e0 cette crise imminente, <a href=\"https:\/\/www.easa.europa.eu\/en\">l\u2019EASA<\/a> doit adopter une approche plus pratique et flexible. Le secteur de l\u2019aviation priv\u00e9e joue un r\u00f4le vital dans l\u2019\u00e9cosyst\u00e8me a\u00e9ronautique europ\u00e9en, et ses besoins uniques ne doivent pas \u00eatre \u00e9clips\u00e9s par les priorit\u00e9s des compagnies a\u00e9riennes. L\u2019EASA a l\u2019opportunit\u00e9 de repenser son cadre r\u00e9glementaire pour garantir la disponibilit\u00e9 continue de m\u00e9caniciens qualifi\u00e9s. Sans mesures proactives, l\u2019extinction des m\u00e9caniciens certifi\u00e9s EASA Part 66 dans l\u2019aviation priv\u00e9e est in\u00e9vitable \u2014 une perspective qui menace la s\u00e9curit\u00e9, l\u2019efficacit\u00e9 et la croissance du secteur. Il est temps de trouver des solutions pratiques pour s\u00e9curiser l\u2019avenir de l\u2019aviation priv\u00e9e.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>L\u2019industrie a\u00e9ronautique est confront\u00e9e \u00e0 une crise concernant la disponibilit\u00e9 de m\u00e9caniciens a\u00e9ronautiques certifi\u00e9s par l\u2019Agence de l\u2019Union europ\u00e9enne pour la s\u00e9curit\u00e9 a\u00e9rienne (EASA) Part 66, en particulier dans le secteur de l\u2019aviation priv\u00e9e. Ayant travaill\u00e9 pendant des ann\u00e9es dans un environnement de maintenance EASA Part 145 en tant que responsable, j\u2019ai \u00e9t\u00e9 t\u00e9moin direct &hellip; <a href=\"https:\/\/faaircraftsales.com\/fr\/blog-fr-airplanesales\/easa-part-66-certified-mechanics\/\">Continued<\/a><\/p>\n","protected":false},"author":2,"featured_media":22088,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[24],"tags":[],"class_list":["post-22115","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-blog-fr-airplanesales"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>L&#039;extinction des m\u00e9caniciens certifi\u00e9s EASA Part 66 !<\/title>\n<meta name=\"description\" content=\"L&#039;industrie a\u00e9ronautique est confront\u00e9e \u00e0 une 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