Avionics News March 2023 - 46

Advertisers Index
Aero Standard . . . . . . . . . . . . . . . . . . . . 70
Aircraft Electronics Association . . . . . . IBC
Aircraft Lighting International . . . . . . . . 35
Aircraft Spruce . . . . . . . . . . . . . . . . . . . . 5
Aspen Avionics . . . . . . . . . . . . . . . . . . . 55
Avidyne . . . . . . . . . . . . . . . . . . . . . . . . . 51
AVweb . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Cal Labs . . . . . . . . . . . . . . . . . . . . . . . . 70
Capital Avionics . . . . . . . . . . . . . . . . . . 70
CiES . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Delta Tech Ops . . . . . . . . . . . . . . . . . . . 71
Dallas Avionics . . . . . . Inside Front Cover
Duncan Aviation . . . . . . . . . . . . . . . . . . 47
EDMO . . . . . . . . . . . . . . . . . . .Back Cover
Elliott Aviation . . . . . . . . . . . . . . . . . . . . 33
Garmin . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Gogo Business Aviation . . . . . . . . . . . . 69
Mid-Continent Instruments and Avionics . . . 1
Schweiss Doors . . . . . . . . . . . . . . . . . . 70
Skyservice
. . . . . . . . . . . . . . . . . . . . . . 32
SmartSky Networks . . . . . . . . . . . . . . . 56
Tech-Aid Products . . . . . . . . . . . . . . . . . 70
TGH Aviation . . . . . . . . . . . . . . . . . . . . . . 7
Tri-Star Technologies . . . . . . . . . . . . . . 27
46 avionics news * march 2023
THE VIEW FROM WASHINGTON
Continued from page 15
electronics license. The first step was to recognize that, while the B3 license
provided for the maintenance of light general aviation aircraft, it failed to
address the needed career path to recruit the next generation of engineers.
The avionics license needed to be an entry point for new technicians.
The second element was the review of the knowledge requirements of
Part 66 for the B2 license to see which elements may not be applicable
to general aviation. While engine and airframe complexity allowed for a
light maintenance license for general aviation aircraft, the complexity and
integration of avionics and electronic systems are not defined by the size
of the aircraft. As a result, simply defining the B4 license by the size of the
aircraft would simply not work.
Considering the three pillars discussed earlier (a license to meet the needs
of general aviation; defined by a standard the authority could issue certificates
to; and would promote and encourage an aviation maintenance career), the
industry working group proposed a limited B2 with the ability to " grow " the
license authority to remove any limitations to allow full B2 authority. This
approach allowed for an individual who only supported specific systems
within general aviation aircraft and only needed to be task qualified on
those systems. Further, it allowed for progressive growth by adding task and
technology authorities in return to service privileges.
This concept was brought forward in notice of proposed amendment
NO 2012-15, which proposed the adaption of the current B2 licensing
requirements for maintenance of avionics and electrical systems to the
lower complexity of light aircraft and proposed a simple and proportionate
system for the licensing of certifying staff involved in the maintenance
of aircraft other than airplanes and helicopters and in the maintenance of
ELA1 airplanes.
Because of the intent to support " light aircraft, " the B2L license is often
miscategorized as a B2 " light " license; nothing could be more wrong. The
B2L license is a task-specific, technology-specific limited license in support of
general aviation aircraft.
Ten years after the beginning of industry looking at a general aviation
solution to the B2 license, Executive Director Decision 2019/009/R published
on March 28, 2019, the agency codified the B2L license as well as the L
licenses in support of European Light Aircraft 1 aircraft and sailplanes,
powered sailplanes, balloons, and airships not in Group 1.
Yes, it took 10 years from the establishment of the industry working group
to progress through the rulemaking activity before an avionics license for
general aviation maintenance was finalized. The final opinion was published
in 2019 at the start of the industry disruptions caused by the global pandemic.
Considering the disruptions of the past few years, it is reasonable to consider
the final rule to be effectively news, and it is up to the industry to leverage the
" rock " that EASA has presented. This opportunity to build a foundation for
future recruitment should not be rejected simply because of its slow rollout.
Indeed, we should try using " this rock " before we ask for a different
solution. q
Avionics News March 2023

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