AMC1 Appendix III Aircraft type training and type evaluation standard — on-the-job training (OJT) Section 1

• ED Decision 2023/019/R found in: EAR for Continuing Airworthiness - Revision July 2024

AMC1 Appendix III Aircraft type training and type evaluation standard — on-the-job training (OJT) Section 1 ED Decision 2023/019/R Aircraft Type Training 1. Aircraft type training may be sub-divided in airframe and/or powerplant and/or avionics/electrical systems type training courses. Airframe type training course means a type training course including all relevant aircraft structure and electrical and mechanical systems excluding the powerplant. Powerplant type training course means a type training course on the bare engine, including the build-up to a quick engine change unit. The interface of the engine/airframe systems should be addressed by either airframe or powerplant type training course. In some cases, such as for general aviation, it may be more appropriate to cover the interface during the airframe course due to the large variety of aircraft that can have the same engine type installed. Avionics/electrical systems type training course means type training on avionics and electrical systems covered by but not necessarily limited to ATA (Air Transport Association) Chapters 22, 23, 24, 25, 27, 31, 33, 34, 42, 44, 45, 46, 73 and 77 or equivalent. 2. Practical training may be performed either following or integrated with the theoretical elements. However, it should not be performed before theoretical training. 3. The content of the theoretical and practical training should: address the different parts of the aircraft which are representative of the structure, the systems/components installed and the cabin; and include training on the use of technical manuals, maintenance procedures and the interface with the operation of the aircraft. Therefore it should be based on the following elements: Type design including relevant type design variants, new technology and techniques; Feedback from in-service difficulties, occurrence reporting, etc ; Significant applicable airworthiness directives and service bulletins; Known human factor issues associated with the particular aircraft type; Use of common and specific documentation, (when applicable, such as MMEL, AMM, MPD, TSM, SRM, WD, AFM, tool handbook), philosophy of the troubleshooting, etc.; Knowledge of the maintenance on-board reporting systems and ETOPS maintenance conditions where applicable; Use of special tooling and test equipment and specific maintenance practises including critical safety items and safety precautions; Significant and critical tasks/aspects from the MMEL, CDL, Fuel Tank Safety (FTS), airworthiness limitation items (ALI) including Critical Design Configuration Control Limitations (CDCCL), CMR and all ICA documentation such as MRB, MPD, SRM, AMM, etc., when applicable. Maintenance actions and procedures to be followed as a consequence of specific certification requirements, such as, but not limited to, RVSM (Reduced Vertical Separation Minimum) and NVIS (Night Vision Imaging Systems); Knowledge of relevant inspections and limitations as applicable to the effects of environmental factors or operational procedures such as cold and hot climates, wind, moisture, sand, de-icing / anti-icing, etc. The type training does not necessarily need to include all possible customer options corresponding to the type rating described in the Appendix I to AMC to Part-66 . 4. Limited avionic system training should be included in the category B1 type training as the B1 privileges include work on avionics systems requiring simple tests to prove their serviceability. 5. Electrical systems should be included in both categories of B1 and B2 type training. 6. The theoretical and practical training should be complementary and may be: i ntegrated or split ; s upported by the use of training aids, such as trainers, virtual aircraft, aircraft components, maintenance simulation training devices (MSTDs) and maintenance training devices (MTDs) . s upported by the use of training aids, such as trainers, virtual aircraft, aircraft components, maintenance simulation training devices (MSTDs) and maintenance training devices (MTDs) . 7. The integration and usage of MSTDs and MTDs, as defined in AMC 147.A.30(a), in maintenance type training (theoretical and/or practical) should consider the following: The use of actual aircraft components should be allowed for any MSTD or MTD, even if the components are in a non-airworthy condition. The complexity and degree of simulation for an MSTD may vary and should support type training elements that address a component, a system or the entire aircraft. Based on its characteristics and capabilities, the MSTD may be: a training device capable of providing, for the respective component or system, the representation of aircraft location, access and layout, and for servicing with an acceptable level of accuracy and limited simulation; or a training device capable of providing, for the respective component or system, the representation of aircraft location, access and layout with sufficient accuracy and with interactive simulation for servicing, and the applicable maintenance data for operational (O) and functional (F) test elements including built-in test (BIT) initiation and monitoring from outside the cockpit; such representation should have the capability to accommodate some troubleshooting scenarios; or a training device capable of providing, for the respective component or system, the representation of onboard (flight deck/cockpit or cabin) indication and controls with an acceptable level of accuracy and limited interactive simulation; or a training device capable of providing, for the respective component or system, the representation of onboard (flight deck/cockpit or cabin) indication and controls with sufficient accuracy and with interactive simulation for servicing, and the applicable maintenance data for operational (O) and functional (F) test elements including built-in test (BIT) initiation and monitoring; such representation should have the capability to accommodate some troubleshooting scenarios; or any combination of the above. Flight simulation training devices (FSTDs) may be used as MSTDs whenever their characteristics and capabilities are considered appropriate for, and supportive of, the delivery of the respective maintenance training element(s). An MTD is any training device other than an MSTD used for maintenance training and/or examination and/or assessment.