How to Keep CAA and EASA Part-66 Licences and Type Ratings Current

Holding a UK CAA or EASA Part-66 Aircraft Maintenance Licence does not, by itself, provide unrestricted permission to certify maintenance. Licence validity, recent experience, type-rating endorsements and organisational authorisation are separate requirements.

Since Brexit, UK CAA and EASA Part-66 licences have been separate regulatory credentials. A UK Part-66 licence does not automatically provide EASA privileges, and an EASA licence does not automatically provide UK privileges. Engineers working under both systems must maintain compliance with each authority independently.

For a wider explanation of licensing routes, see our guide to EASA licensed engineers and FAA A&P mechanics.

1. Understand the difference between licence validity and currency

A Part-66 licence remains valid for five years from its last renewal, provided it has been renewed correctly under the applicable authority's rules. Its validity is not automatically affected when the recent-experience requirement in 66.A.20(b)(2) is no longer met.

The distinction is critical:

• The licence may remain legally valid for five years.
• The holder may nevertheless lose the right to exercise certifying-staff or support-staff privileges if the recent-experience requirement is not met.

Point 66.A.20(b)(2) requires certifying staff to have sufficient recent maintenance experience before exercising Part-66 privileges. If that requirement is no longer satisfied, the licence does not immediately disappear or become invalid. The holder must not use its privileges to certify maintenance or perform functions reserved for appropriately qualified support staff until the recent-experience position has been restored.

Review the applicable requirements in the EASA Easy Access Rules for Continuing Airworthiness and the relevant UK CAA Part-66 guidance before relying on a licence privilege.

A licence ceases to be valid on its stated expiry date in accordance with 66.A.40, Continued Validity of the Aircraft Maintenance Licence. Until the CAA has renewed the licence under 66.B.120 and the licence holder has signed it, the privileges of an expired licence must not be used.

The same principle applies to EASA licences, although the renewal process is handled by the competent authority that issued the licence.

2. Maintain the required recent experience

Recent experience is what allows a valid Part-66 licence to be used operationally. Engineers should maintain a continuous record of relevant maintenance activity rather than waiting until renewal or an employer audit is approaching.

Experience should be:

• Relevant to the privileges and aircraft categories held;
• Performed in an appropriate maintenance environment;
• Recorded in sufficient detail to demonstrate the work undertaken;
• Supported by employer, Part-145 or other approved-organisation records where required.

The practical benchmark under Part-66 is generally based on performing maintenance activity for the required period within the preceding two years. The experience must relate to the privileges being exercised. Remaining employed in aviation, or performing work unrelated to the aircraft and maintenance functions covered by the licence, is not necessarily sufficient.

If recent experience has lapsed, the engineer should not continue certifying on the assumption that the licence's five-year validity preserves those privileges. The appropriate route may involve regaining qualifying maintenance experience, meeting the applicable authority's conditions and obtaining confirmation from the employer or competent authority before resuming certification.

Employers should also distinguish between a licence and company authorisation. Our article on who can perform an independent inspection explains how qualifications, competence and organisational authorisation interact in maintenance.

3. Keep accurate records using a CAP 741 logbook

For UK engineers, a well-maintained CAP 741 logbook is an effective way to demonstrate continuing experience. It should be updated promptly and should identify, where applicable:

• Aircraft type and registration;
• Date and location of the work;
• Maintenance task or inspection performed;
• Whether the work was line or base maintenance;
• The relevant ATA chapter or system;
• The engineer's role;
• Supervisor or certifying-staff confirmation;
• The organisation under which the work was carried out.

A logbook is not a substitute for the regulatory requirements, but it provides an auditable record when applying for renewal, adding a type rating or demonstrating recent experience to an employer, Part-145 organisation or the CAA.

Read our guide to filling out a CAP 741 logbook and review the common CAP 741 mistakes that delay licence applications.

Engineers holding both UK CAA and EASA licences should maintain records that clearly separate, or identify, experience relevant to each authority's requirements. A single activity may be relevant to both licences, but it should not be assumed to satisfy both authorities without checking the applicable rules.

Keep your evidence organised with Part 66 Logbook Analysis. Analyse your logbook today and identify gaps before a renewal, application or audit.

4. Complete type-rating training within the permitted timeframe

A type rating must be supported by compliant training and endorsement. Under Part-66, aircraft type-rating training must have been started and completed within the three years preceding the application for the type-rating endorsement.

For a UK CAA Part-66 application, the applicant must:

• Hold an existing UK Part-66 Aircraft Maintenance Licence;
• Meet the applicable requirements of UK Regulation (EU) No 1321/2014, Annex III, Part-66, including 66.A.45;
• Complete the relevant theoretical and practical type-rating training;
• Use an approved UK Part-147 training organisation or a course covered by Direct Course Approval in accordance with UK Part-66.B.130;
• Complete any required practical experience or on-the-job training.

Training completed outside the applicable approval system must not be assumed to be acceptable. Before enrolling, engineers should confirm that the course is approved for the exact aircraft type, licence category and authority under which the endorsement will be sought.

The EASA Part-66 aircraft maintenance licence guidance provides useful regulatory context, while UK applicants should confirm current requirements directly with the CAA.

For EASA licensing, the equivalent training must be acceptable to the relevant EASA Part-147 organisation and competent authority. A UK Part-147 course is not automatically an EASA Part-147 course, and a UK CAA type-rating endorsement should not be treated as an EASA endorsement.

5. Check whether OJT is required

For B1 and B2 licences, on-the-job training may be required when the aircraft is the first type in the relevant licence category or subcategory. This requirement arises under 66.A.45(c) and the associated guidance material.

OJT should be completed through an appropriately approved organisation and documented against the required aircraft maintenance tasks. The evidence should demonstrate practical competence, not merely attendance on an aircraft type.

Before starting, confirm:

• Whether the aircraft is the first type in the relevant category or subcategory;
• Whether the OJT programme has been accepted or approved as required;
• Which tasks must be completed;
• Who is authorised to supervise and certify the OJT;
• What records must accompany the type-rating application.

Failure to plan OJT correctly can result in completed training being insufficient for endorsement. Engineers seeking training should also explore our directory of Part 147 training schools.

For further background, read about EASA licences and OJT approval in the UK.

6. Renew the licence before its expiry date

Licence renewal should be treated as a controlled administrative process, not as an action to complete after expiry.

Before applying, check:

• The expiry date shown on the licence;
• Whether the licence details and personal information are current;
• Whether recent experience can be demonstrated;
• Whether all type-rating records are complete;
• Whether the authority requires original documents, certified copies or electronic submissions;
• Whether the renewal application has been signed correctly.

For a UK CAA licence, the CAA must renew the licence in accordance with 66.B.120. The licence holder must then sign the renewed document before using its privileges.

If the licence expires while the application is being processed, the privileges of the expired licence must not be exercised. This includes signing certificates of release to service or performing other functions that depend on the licence privileges.

Always check the latest instructions on the CAA's official Part-66 page and with the competent authority responsible for an EASA licence.

7. Budget for type-rating and application costs

The UK CAA charges a fee for type-rating services. Fees can change, so applicants should verify the latest charge on the CAA's official Part-66 information before submitting an application.

Other costs may include:

• Part-147 theoretical and practical training;
• Examinations;
• OJT administration;
• Travel and accommodation;
• Licence amendments or replacement documents;
• Additional fees for applications involving several ratings or licence categories.

The cost of maintaining a type rating is therefore not limited to the authority fee. Planning training and applications around employment requirements can help prevent duplicated courses or rejected submissions.

8. Maintain separate UK CAA and EASA compliance

A UK Part-66 licence and an EASA Part-66 licence are separate licences issued under different regulatory systems. Engineers who require both should monitor each licence independently, including:

• Expiry and renewal dates;
• Recent-experience evidence;
• Type-rating endorsements;
• Training approval;
• OJT requirements;
• Competent-authority application procedures.

An employer's aircraft approval is also relevant. A Part-66 licence alone does not automatically grant certification authority within a Part-145 organisation. The organisation must issue the appropriate authorisation, and the engineer must remain competent, current and familiar with the aircraft and company procedures.

For practical guidance on recording maintenance decisions and handing over open work, see our aircraft maintenance shift handover checklist.

9. Military engineers must document recognised experience

Former military engineers may be able to use UK Ministry of Defence recognition routes when applying for civil Part-66 credit, licence issue or type-rating support. Military experience should be documented in a form that demonstrates the aircraft, tasks, level of responsibility and period of service.

Applicants should retain:

• Service records;
• Training certificates;
• Aircraft-type evidence;
• Task records;
• Statements of experience;
• Confirmation of maintenance responsibility;
• Relevant MoD or approved-organisation documentation.

Recognition is not automatic. The CAA or another competent authority will determine what credit or evidence is acceptable. Military personnel planning a transition to civil maintenance should secure this documentation before leaving service, while records and contacts remain accessible.

Final checklist for keeping Part-66 privileges current

To avoid losing the ability to exercise certification privileges:

• Track the five-year licence expiry date.
• Apply for renewal early enough for the authority to process and sign the licence.
• Maintain the required recent experience under 66.A.20(b)(2).
• Keep a detailed CAP 741 logbook or equivalent supporting record.
• Complete type-rating training within the three years before applying for endorsement.
• Confirm that training is approved by the correct UK CAA or EASA Part-147 system.
• Complete OJT where it is required for the first type in a B1 or B2 category or subcategory.
• Keep UK CAA and EASA licences, ratings and renewal dates separate.
• Do not exercise privileges from an expired licence.
• Confirm the additional company authorisation required before certifying in a Part-145 environment.

The essential point is that licence validity, recent experience and type-rating status are separate compliance issues. A Part-66 licence may remain valid for five years while the holder has temporarily lost the right to exercise its privileges because recent experience is no longer sufficient. Accurate records, timely renewal and correctly approved type-rating training are the foundations of keeping UK CAA and EASA maintenance credentials operationally current.

For more aviation maintenance guidance, visit the AeroTech Careers Blog.