EASA Part-66 Licence (2026): Categories, Exams, Experience & B1.E

By Javier Acuña — aviation maintenance consultant and instructor, 30+ years across airlines, MROs and regulatory compliance (FAA, EASA, ICAO, AS9110, SMS)
Published: September 21, 2026 · Last verified: September 21, 2026

What Is an EASA Part-66 Licence?

A Part-66 licence is the European aircraft maintenance licence (AML) that allows its holder to sign a Certificate of Release to Service (CRS) for maintenance on aircraft under EASA oversight. Part-66 is Annex III to Commission Regulation (EU) No 1321/2014 on continuing airworthiness. Its parent law is the EASA Basic Regulation, (EU) 2018/1139.

Two facts surprise most North American readers. First, EASA writes the rules but does not issue licences: the licence is issued, on EASA Form 26, by the competent authority of the Member State where you first apply. Second, a licence alone does not let you sign anything. You also need a certification authorisation from the approved organisation you work for (Part-145, Part-CAO or Part-M), and the right type rating for the aircraft.

What Are the Part-66 Licence Categories?

Part-66 has seven categories: A, B1, B2, B2L, B3, L and C. Each B1 subcategory automatically includes the matching A subcategory, and B1.2 includes B3.

What is the difference between B1 and B2?

B1 is the mechanical licence; B2 is the avionics licence. The common shorthand “B1 does avionics too” is only half true: B1 may release avionic work only when a simple test proves the system works and no troubleshooting is involved. Avionics fault-finding is B2 territory. On large aircraft, base maintenance is released by Category C staff, with B1 and B2 holders acting as support staff.

What Is the New B1.E Licence for Electric Aircraft?

B1.E is the first Part-66 subcategory built for electric propulsion. It covers aeroplanes with an electric power plant and a maximum take-off mass below 5 700 kg. It was created by Commission Implementing Regulation (EU) 2025/111 and has applied since February 13, 2026.

• Modules: the common Modules 1–10, plus Module 11 (aeroplane structures and systems), Module 17 (propeller) and the new Module 18 – Electric power plant.
• Module 18 exam: 76 multiple-choice questions in 95 minutes. The syllabus covers fundamentals, performance, construction, batteries, fuel cells, power distribution, electronic engine control, indication, installation, ground operation and storage.
• Experience: 3 years, or 2 with relevant technical training, or 1 after a Part-147 basic course — the same as B1.2.
• Aircraft subgroup 2E: a new type-rating subgroup for aeroplanes with an electric power plant.
• Hybrids are not covered: hybrid systems that turn fossil-fuel energy into electricity for thrust are not an “electric power plant”.

Part-66 vs FAA A&P vs Canadian AME: How Do They Compare?

If you already hold a licence in North America — or you are choosing which system to pursue — this is the comparison that usually settles it.

How Do You Get a Part-66 Licence, Step by Step?

The route has five steps. The order matters: exams and experience both have to fall within the 10 years before you apply.

Step 1: Choose the category and the authority

Pick the (sub)category that matches the aircraft you will work on, and the Member State authority you will apply to. Authorities can set their own eligibility conditions. Spain’s AESA, for example, accepts applicants who are EU nationals or residents in Spain, or who trained or sat their exams in Spain, or who work (or are about to) for a Spanish maintenance organisation.

Step 2: Pass the basic knowledge exams

Either complete a full Part-147 basic training course, which includes the exams, or sit the module exams individually at a Part-147 organisation or with the authority. The first route cuts the experience you need.

Step 3: Accumulate practical experience

Gain hands-on maintenance experience on operating aircraft of the category you apply for, documented by the organisation where you worked. At least 1 year must be recent.

Step 4: Apply for the licence

Submit EASA Form 19 to the authority with your exam certificates (EASA Form 148 or the authority’s own) and your experience record. The minimum age is 18.

Step 5: Add a type rating and get authorised

For B1, B2 and C, add the type rating for your aircraft (Group 1) or a group/subgroup rating (Groups 2 and 3). Then your organisation issues your certification authorisation.

Basic Knowledge: Modules and Exam Rules

The syllabus has 18 modules, and no one sits all of them. Every candidate sits Modules 1–10 plus the aircraft- and engine-specific modules of their subcategory. Module 4 is not required for Category A.

Totals exclude the two Module 7 essays (20 minutes each). B2L is examined per system rating: Modules 1–10 total 464 questions in 580 minutes, plus the Module 13 blocks for each rating, and Module 14 for the instruments and airframe-systems ratings.

What are the exam rules?

• Format: multiple choice, three options, one correct, about 75 seconds per question. No negative marking.
• Essays: only in Module 7 since the 2023/989 reform. Modules 9 and 10 no longer have essays.
• Pass mark: 75% on the multiple-choice part and 75% of the key points in each essay. Fail only one part and you retake only that part.
• Retakes: wait 90 days after a failed module, or 30 days if a Part-147 organisation retrains you on the failed subjects.
• Attempts: a maximum of three attempts per exam in any 12-month period.
• 10-year rule: each module must be passed within the 10 years before you apply, unless it was already credited to a licence you hold.

How Much Experience Is Required?

Between 1 and 5 years, depending on the category and your prior training (66.A.30). Experience must be hands-on maintenance on operating aircraft of the category you apply for.

How do you get Category C?

Category C is earned on top of a B licence, not directly. For complex motor-powered aircraft you need 3 years exercising B1.1, B1.3 or B2 privileges, or 5 years exercising B1.2, B1.E, B1.4 or L5 privileges, as support staff, including 12 months in base maintenance. An academic-degree route also exists: 3 years in an aircraft maintenance environment, including 6 months taking part in base maintenance tasks.

Rules that apply to everyone

• Recent experience: at least 1 year must be recent and on the category you apply for. AESA requires 6 months of it within the 12 months before the application.
• 10-year window: experience must be gained within the 10 years before the application.
• Outside approved organisations: experience outside Part-145 or Part-CAO organisations, including military experience, can be accepted when the authority finds it equivalent. You will still need extra civil experience — AESA sets it at 6 months for A and L, and 12 months for B1, B2, B2L and B3.

Where Can You Train and Sit Part-66 Exams?

Basic training and exams are delivered by Part-147 approved organisations or by the competent authority itself. Inside the EU, each national authority approves and lists its own Part-147 organisations. Outside the EU, EASA approves them directly and publishes the list.

Finding an approved organisation

• In an EU country: use the list published by that country’s aviation authority.
• Outside the EU (including the USA and Canada): use EASA’s Part-147 scope of approval dataset, last updated September 18, 2026. Filter by country and check whether the organisation holds basic training approval for your category, or only type training.

Ignore the PDF lists of “EASA foreign Part-147 organisations” that still circulate online. They date from 2019–2021, and EASA replaced them with the live dataset. EASA is also moving foreign approvals to a new Organisation Approvals Tool, announced in June 2026.

Public training routes that count

• Germany: the Fluggerätmechaniker/in dual apprenticeship lasts 3.5 years, in three specialisations (manufacturing, maintenance and engine technology). Apprentices are paid by the training company.
• Spain: AESA accepts the Técnico Superior en Mantenimiento Aeromecánico and avionics vocational diplomas as relevant technical training, which reduces the experience requirement. You still pass every module exam.

What Does a Part-66 Licence Cost?

The authority fees are small; the training is where the money goes. Licence issue, renewal and module exam fees are set by each national authority and published on its fee schedule. The large cost is a Part-147 basic course: up to 2 400 hours for B1.1 or B2, priced privately by each organisation.

We did not publish tuition figures because they could not be verified against an official source and change often. Budget with these drivers instead:

• Course or self-study: a full Part-147 course costs the most but cuts the experience requirement by one to three years.
• Number of modules: a B1.1 candidate sits 13 module exams; each failed exam adds a fee and a 90-day wait.
• Type training: the first type course is usually paid by the employer, but not always — confirm before you sign.
• Relocation: exams and experience must match one authority’s conditions, so the country you apply in affects your cost more than the school does.

Is There Demand for Part-66 Engineers?

Yes, in most of Western and Central Europe. In the EURES 2025 labour shortages report (European Labour Authority), aircraft engine mechanics and repairers were reported in shortage in nine countries: Austria, Belgium, Czechia, Germany, Denmark, Italy, Lithuania, Luxembourg and Romania. Only Finland and Latvia reported a surplus.

Spain alone had issued 5 288 Part-66 licences by September 30, 2025, most of them including Category B1, according to AESA.

Type Ratings and Aircraft Groups

A basic licence does not let a B1, B2 or C holder release an aircraft; the licence also needs the right rating for that aircraft. The rating required depends on the aircraft group (66.A.5).

• On-the-job training (OJT) is required only for the first type rating in each licence (sub)category.
• Groups 2 and 3 can also be rated through a type examination plus documented practical experience, without a full type course.
• Timing: type courses must be started and completed within the 3 years before the endorsement is requested.
• No expiry: once endorsed, a type rating stays on the licence, with no recurrent course at licence level.

Does a Valid Licence Mean You Can Sign? Validity vs Privileges

No. The licence document and the right to use it are separate. The licence is valid for 5 years and renewed administratively: the authority checks it matches its records (66.B.120). There is no re-examination.

To actually exercise the privileges, 66.A.20(b) requires all of the following:

• You work under an approved organisation (Part-145, Part-CAO or Part-M) that authorises you.
• In the previous 2 years you had 6 months of maintenance experience matching your privileges.
• You have adequate competence for the specific aircraft.
• You can read, write and communicate in the language of the technical documentation.

The Route for FAA A&P and Canadian AME Holders

There is no conversion from an FAA A&P, a Transport Canada AME or any other non-EU licence to Part-66. The EU–US and EU–Canada bilateral agreements cover maintenance organisations and products, not personal licences. You must meet every Part-66 requirement.

What does carry over

• Your experience. Maintenance on operating civil aircraft outside the EU can count toward 66.A.30, if it meets Part-66 standards and is documented to the authority’s satisfaction.
• Your knowledge — through exams only. You still pass every required module, but an experienced A&P or AME passes them far faster than a new student.

A practical plan for an experienced technician

1. Choose the subcategory that matches your experience (B1.1 for turbine aeroplanes is the most common).
2. Confirm with your target authority that it will accept you and your experience evidence before you spend money.
3. Study and sit the 13 modules one at a time, at a Part-147 organisation or with the authority.
4. Apply with your module certificates and a detailed experience record.

Since January 1, 2021, UK CAA Part-66 licences are treated the same way: as third-country licences, with no automatic recognition in the EU.

Which Path Fits Your Profile?

European school leaver

A full Part-147 basic course is the fastest route: B1.1 or B2 with 2 years of experience after the course. In Germany, the paid dual apprenticeship is the common entry point.

Career changer with a technical trade

Relevant technical training cuts experience by one to two years. Ask the authority in writing whether your trade qualification counts before planning around it.

FAA A&P or Canadian AME

Sit the modules individually and document your experience. Your experience is your advantage; your exam schedule is your bottleneck.

Technician moving into electric aircraft

If you already hold B1.1 or B1.2, use the transition route before February 13, 2028. If you are starting out, B1.E needs Modules 1–10, 11, 17 and 18.

Myths That Cost Candidates Time

Frequently Asked Questions

Can I convert my FAA A&P to an EASA Part-66 licence?

No. There is no conversion process for the A&P or any other non-EU licence. You must pass every required Part-66 module exam. Your civil maintenance experience in the US can count toward the experience requirement if you document it to the authority’s satisfaction.

Can a Canadian AME get a Part-66 licence without exams?

No. The EU–Canada agreement covers maintenance organisations, not personal licences. A Transport Canada AME follows the same route as an A&P: module exams plus documented experience.

How long does it take to get a B1.1 licence?

With a Part-147 basic course: the 2 400-hour course plus 2 years of practical experience. Without one: 5 years of experience plus all 13 module exams, or 3 years with relevant technical training.

What is the B1.E licence?

B1.E is a Part-66 subcategory for aeroplanes with an electric power plant and a maximum take-off mass below 5 700 kg. It was created by Regulation (EU) 2025/111, applies from February 13, 2026, and adds Module 18 – Electric power plant.

Do you need a medical certificate for a Part-66 licence?

No. Part-66 does not require a medical certificate. Your employer may assess fitness for specific tasks, such as colour vision for wiring work.

Where can I sit Part-66 exams?

At a Part-147 approved organisation or with the competent authority. You can sit modules individually without enrolling in a full course, but you then need more practical experience.

Is an FAA Part 147 school the same as EASA Part-147?

No. They are separate approvals that share a number. FAA Part 147 schools prepare you for the A&P; only an EASA Part-147 approval counts toward Part-66.

Do passed Part-66 modules expire?

Yes, for a new application. Each module must be passed within the 10 years before you apply for the licence or add a category. Modules already credited to a licence you hold are exempt.

My Part-66 licence is valid — can I sign a release?

Only if you meet the privileges conditions of 66.A.20(b): an authorisation from an approved organisation, 6 months of relevant experience in the last 2 years, adequate competence on the aircraft, and command of the language of the documentation.

How much do Part-66 engineers earn in Europe?

There is no official EU-wide salary figure for Part-66 holders, and job-board figures vary widely. Check the target country’s official wage statistics and the collective agreement that covers the employer.

Sources

• Commission Implementing Regulation (EU) 2025/111 — B1.E, Module 18, subgroup 2E, transition to 2028
• Regulation (EU) No 1321/2014, consolidated text — Part-66 and Part-147
• Commission Implementing Regulation (EU) 2023/989 — current syllabus and exam standard
• EASA Easy Access Rules for Continuing Airworthiness
• EASA — Part-66 FAQ
• EASA — Part-147 FAQ
• EASA — Foreign Part-147 organisations
• EASA — Scope of approval of Part-147 organisations (dataset)
• AESA (Spain) — Part-66 licences and user guide LIC-P66-P01-GU01, Ed. 04
• AESA — Spain passes 5 000 Part-66 licences (November 2025)
• European Labour Authority — EURES report on labour shortages and surpluses 2025, annex
• Bundesagentur für Arbeit (BERUFENET) — Fluggerätmechaniker/in
• UK CAA — Part-66 electric propulsion consultation outcome
• 14 CFR Part 65 — FAA mechanic certification

About the Author

Javier Acuña is an aviation maintenance consultant and instructor with more than 30 years across airlines, MROs, aviation schools and regulatory compliance. He is the accountable manager of an approved maintenance organization, teaches aviation maintenance at institute level, and works across FAA, EASA, ICAO and national regulatory frameworks, with certifications in ISO 9001, AS9100, AS9110 and SMS. He founded AeroMaintenanceHub to close the gap between what maintenance training teaches and what the regulator and the hangar floor actually require.

• YouTube: @aeromaintenancehub — regulatory breakdowns, exam preparation and licensing walkthroughs
• Courses and community: aeromaintenancehub.com

Regulatory data verified September 21, 2026 against EUR-Lex, EASA, AESA and European Labour Authority primary sources. Part-66 is amended regularly and national authorities set their own eligibility conditions and fees — confirm the current position with the authority that will issue your licence before making financial or relocation decisions.

Update log
September 21, 2026: first publication. Covers Regulation (EU) 2025/111 (B1.E, Module 18, subgroup 2E and the transition to February 13, 2028) and the 2023/989 exam standard. Salary and private tuition figures deliberately omitted pending verifiable sources.