Exams & Revision

PART66Online: Hello, Good question. The category you pick before a module quiz (A, B1, B2 and so on) sets the paper: the number of questions and the time allowed for that category, the same as in the real exam. Chapter practice works differently. It is not an exam paper for any category, just a short drill on the chapters you choose: 10, 20 or 30 questions, with no category to pick. So when you open 6.5.4 (aircraft rivets), you are not doing a B-level exam, you are practising the rivet questions on their own. 6.5.4 is in the Category A syllabus as well, so it is a good one to drill. The one thing the chapter list does not do is hide the chapters Category A does not need. In Module 6 those are 6.3.3 (fabric covering) and 6.7 (springs), which are not in the Category A syllabus, so you can skip them. You can also tick several chapters at once, for example all four 6.5 fastener chapters, and practise them together.

PART66Online: Hello Mec, The first thing to know is that EASA itself does not issue Part-66 licences or hold the exams. The licence comes from a national authority, and in Switzerland that is FOCA (BAZL). Their Part-66 page says: "The FOCA can only issue or transfer a licence to a person with Swiss citizenship or who is employed in a maintenance organisation approved by the FOCA." So unless you are Swiss, the order is a job at a FOCA-approved maintenance organisation first, then the licence. A licence from another EASA country's authority is also valid in Switzerland, so that is a possible route too, but check that authority's own conditions first. I would email FOCA now at aml@bazl.admin.ch and get their answer in writing before you spend money on exams. That is probably also why the repair stations go quiet. A Part-145 station cannot issue a licence or hold the module exams; it matters to you as the employer that makes you eligible. Your A&P and IA do not convert into a Part-66 licence. There is no recognition between the two systems for individual mechanics, so plan on passing the modules for each category. Your degree may earn credit for some modules, but that is FOCA's decision, so ask them in the same email how they would assess it, and how much of your FAA experience they would accept. Fifteen years is a strong start, but part of the experience has to be recent and on the category you apply for. On sitting the exams from the US: module exams are run by approved Part-147 training organisations or by an authority. EASA approves some Part-147 organisations outside Europe and publishes them with their scope of approval (search "Foreign Part-147 Organisations" on easa.europa.eu). You need one with basic training for your category in its scope, not type training only, that accepts exam-only candidates, and FOCA should confirm before you pay that it accepts that organisation's exam certificates. If nothing in the US fits, plan one longer trip to a European Part-147 school and sit as many modules as you can in one block, rather than flying over for each one. I would also narrow the categories. B3 and B2L are for smaller, non-complex aircraft; if you will work on airliners or business jets, B1 and B2 are the ones that count. They share several modules, but some papers are longer for one category than the other. Our examination page lists the questions and time for every module by category: part66online.com/examination Category C does not come straight after. EASA requires time exercising B1 or B2 privileges as support staff in a maintenance organisation first. With your engineering degree, also ask FOCA whether they offer the academic route to C: the regulation has one, each authority decides which degrees it recognises, and you would still need the B1 or B2 module knowledge. There is a side-by-side of the FAA and EASA systems here if it helps: part66online.com/faa-a-and-p

Lisa_T: Hey, that's really common, almost nobody remembers a chapter after reading it once and doing one quiz on it. What helps more than moving on to new material is going back to the same chapter a few days later and drilling it again, then using the Weak Areas practice, which only gives you the questions you've got wrong so far. Think of it like learning the way to a new place, you don't know it after driving it once, but by the third or fourth time you stop needing the map. Short sessions most days will stick far better than one long one when you're tired.

PART66Online: Thanks for raising this. Module 12 is Helicopter Aerodynamics, Structures and Systems, so it covers the whole helicopter, not only the rotor-specific parts. Many of its systems topics are the same as on aeroplanes, and they are examined that way. ILS is in scope. The avionic systems section of the Module 12 syllabus includes navigation systems, and helicopters certified for instrument flight fly ILS approaches just as aeroplanes do. You should expect ILS questions in the real exam. Cargo compartment classes are a closer call. The Module 12 syllabus covers fire protection (detection and extinguishing) and cabin and cargo layout, including cargo retention, so cargo fire protection is fair game. The Class A, B, C classification itself comes from large aeroplane certification, though, so a question that rests entirely on those classes is more aeroplane than helicopter. On contesting: if you think a question in your real exam is outside the syllabus, raise it with the organisation or authority that ran the exam, as soon as you can after sitting it while you still remember the wording. They will judge it on whether the topic is in the Module 12 syllabus, not on whether it feels helicopter-specific, so it is worth checking the syllabus first: part66online.com/syllabus/view/12 If a question in our own Module 12 bank looks off-syllabus to you, please use the "Feedback on this question" box on the quiz page and choose "This question or answer is wrong". Those reports come straight to us and we review every one.