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After more than a decade of advocacy by industry stakeholders, the FAA has promulgated a new part 147. The regulation will usher in a new approach to aviation technical training, one that provides more freedom and flexibility for educators and their industry partners.
The new Title 14 Code of Federal Regulations part 147 goes into effect in 120 days and will continue to govern aviation maintenance technician schools that hold an FAA certificate. The new rule is in line with congressional mandate originating on Dec. 12, 2019 with introduction of the Promoting Aviation Regulations for Technical Training (PARTT) 147 Act (S.3043/H.R.5427). The bill was industry-supported, bipartisan and bicameral, and championed by Sens. Jim Inhofe (R-Okla.) and Tammy Duckworth (D-Ill.), the late Don Young (R-Alaska), and Rep. Cheri Bustos (D-Ill.). On Dec. 27, 2020, the PARTT 147 Act was signed into law as part of the massive coronavirus relief package, the Consolidated Appropriations Act, 2021 (H.R.133/Public Law 116-260). The new rule introduces a performance-based regulation that will massively change the way FAA approves and oversees aviation technical programs. Under the new rule, for nationally accredited programs, the FAA will defer to Department of Education accreditors in all areas concerning quality of education, meaning the agency will no longer approve curriculums, methods of instructional delivery (i.e., no more FAA distance learning authorizations required), how and where educational content is consumed (i.e., schools will have the opportunity to provide training at an additional fixed location, such as a high school), grading systems, testing schedules, or class sizes. And under the watchful eye of national accrediting bodies, AMTS will assess educational outcomes in lieu of meeting seat time mandates—aligning aviation maintenance education with common practice in other technical-related programs. As part of the part 147 certification requirements, the FAA will continue to oversee a program's facilities, equipment, and instructor qualifications, control the certification standards (i.e., mechanic airman certification standards) that drive school curriculums, and continually assess AMTS performance through analysis of student passage rates. And most importantly for aviation safety, the FAA will retain the ultimate decision-making authority when it comes to issuing mechanic certificates, which it only does after through assessment of an individual’s skill and knowledge. In preparation for the upcoming effective date, ATEC has put together a host of resources and events to support the transition. Visit the The New Part 147 landing page for more information.
3 Comments
5/24/2022 01:31:24 pm
Congratulations to all that worked so hard to get this accomplished. Getting Part 147 revised was not a simple accomplishment. 6/8/2022 11:05:33 pm
All Aircraft Maintenance Technician Schools (AMTS) must be accredited by the FAA to start training prospective aircraft mechanics for a career in between the airline industry or any other aviation maintenance service. 14 CFR part 147 assists to explain the requirements for the certification and function of an AMTS by setting up both the curriculum needs and the connected operating rules that must be followed next to the certification. Because of high levels of knowledge and expertise are needed for aircraft mechanics, the FAA also needs high standards from any AMTS. The new 14 CFR parts 147, certificate on the procedures which allows the interplay between an applicant and the FAA from the moment an inquiry is hoisted to the allotment of a certificate. This procedure leads to assurance that programs, systems and calculated compliance techniques are reviewed as completely as possible while constantly being assessed and tested.
Samuel Ponzio
8/27/2022 12:37:32 pm
How does this relate to a service person that has military aviation training and has MOS or NEC related to aviation. Most aviation maintenance schools deal in general aviation and not in sophisticated fly by wire flying involving high attitude or hydraulic pressures of 3000 to 8000 psi. the only way to get that training is being assign to a squadron in the air force of navy. If the FAA could not keep one of it DME at bay Brian Tobias what make it think they can with aviation maintenance training schools. My experience in every squadron I was in we were audited by a major command. You can tell if training has been gun deck or what I call giving some one the sign of the cross you are now qualified. I worked at a general aviation cargo company that use GA aircraft after countless warning by the local FAA office, the owner chose to close down after a warning. They were warned by the office that the Director of maintenance had to MEL a second time and not the mechanic on a Cessna 221 that aircraft had on the fuselage near the prop area Deice protection which according to CESSNA IPB or IPC is made of Kevlar what was on the plexiglass. Every attach point had cracks ranging from a half inch to six inch long. I showed the owner of the company what was supposed to go there. I recommend to the owner if they could not afford kevlar panels lexan would be better than fiberglass. The following Monday what was in the hanger was a brand-new painted aircraft. Those panels were repaired with Bando. I made a call the FAA office the same office that gave a warning to the company. they won't get involve unless there a death. Leave a Reply. |
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