Each written examination may be taken separately. Check The Licence Without Type Rating section in this website.
The multi-choice paper is made up of questions or statements with three possible answers/responses. One of which is correct the other two being plausible but incorrect. 75% is the pass mark for each module with a credit mark being given for each correct answer/response and no marks deducted for incorrect answers.
There is also an essay examination and an oral examination.
The examination consists of a multi-choice paper (click on the image for a closer look) for each module with a four question essay paper or papers. There is no oral examination.
The pass marks are the same as for the BCAR licences (75%) and the format of the questions are similar.
The number of multiple choice questions are:
|Modules||Title||Number of Qs
(these may vary)
|6||Materials & hardware||50||70||70||70||70||60|
|11A||Airframe & systems (jet aircraft)||100||130||nil||nil||nil||nil|
|11B||Airframe & systems (piston)||70||nil||100||nil||nil||nil|
|12||Helicopter airframe & systems||90||nil||nil||115||115||nil|
|13||All aircraft avionic systems||nil||nil||nil||nil||nil||130|
|14||Engine instruments (avionics)||nil||nil||nil||nil||nil||25|
|15||Gas turbine engine||60||90||nil||90||nil||nil|
There will be four essay questions to do; two from module 7, one from module 9 and one from module 10. The essay paper may be taken separately or with any other licence multi choice examinations. These essay questions may be taken together in one sitting (one fee) or taken separately in three sittings (three fees), that is, module 7 (2Qs), module 9 (1Q) and module 10 (1Q).
What-ever aircraft you are working on at the moment there are some things that you should consider doing straight away. If you are currently not working on aircraft and intend going for a licence then you should try to change jobs so to get your aircraft experience. The actions you should consider are:
1. The first and most important task is to start a Record of Work. It matters little what work you are actually doing so long as it is maintenance on operating aircraft (in the hangar or on the line) and does not matter if you have not decided yet to take the licence. You never know, it might come in handy in the future anyway.
You should include the tasks carried out on the aircraft, the serial numbers of the aircraft worked on and the date. Each page of your logbook should be countersigned as being a true record. This counter-signature should be by your quality control department or a CAA designated person (if with a civil company). For those in the services an engineering officer must sign.
Any work in bays (hydraulic bays, instrument bays etc) is not considered as “operating aircraft” experience. Nor is “single task” specialist work such as being a member of an airframe repair team.
You should try and get a representative cross section of tasks experience and if you are a “mechanical man” you should try and get involved with as many “avionic” tasks as possible. If you can help with any avionic equipment changes, tests etc then this will help – both with your studies and with your log book when being submitted to the CAA.
This log book is important, as when you apply for the licence you will need to show confirmed experience within the last 7 years of 5 years (for the B licences) and 3 years (for the A licence). The serviceman/woman must show experience of 12 months (effectively the last 12 months of the 5 year period) with a civil aircraft operator.
Log books (with completion instructions) can be obtained from the Association of Licensed Aircraft Engineers telephone (+44) 01276 474888. Their website is www.alae.org
2. Become a member of the Association of Licensed Aircraft Engineers (ALAE). Membership is open to all engineers whether licensed or not.
The ALAE has been in the forefront of protecting the rights and privileges of the licensed engineer. Without them our position in the industry would be less secure and the industry less safe. They have played a significant part in establishing the position of the licensed engineer at all levels of management, to include on-going meetings with the CAA, EASA and committees at all levels in the industry including at government level.
If you have any problems regarding licences they are the only people that can take them up with the CAA, so being a member is important.
Besides the above, members receive a monthly magazine which includes job vacancy listings, details of ALAE services, articles and up-to-the-minute information on all matters concerning the aircraft engineer.
3. Take the CAA examinations sooner rather than later. Ever-since I have been involved with teaching the licence (in the early 70’s) the CAA examinations have got progressively more difficult. There have been quantum leaps when-ever the syllabus has changed, but even without these changes the level of difficulty of the questions has got progressively higher.
So it is almost certainly true to say that the CAA exams are easier now than they will ever be. It is also true that our brain’s capacity to learn is better now than it will ever be (unless you are under the age of 10). So taking these two points together, in general terms, means the sooner you start the better – provided you are in the process of gaining the right experience and will not take the exams too early and run into the “module life” problem (see below).
About the relationship between the CAA examinations and the experience. The modules, once passed, have a life of 5 years. If you have not converted them into a licence by then you will loose them and they will have to be re-taken. This means if you are going for a B licence you should not start passing the modules until you are working and gaining the correct experience. For the A licence you do have a 2 year period before you must start getting the right experience. For UK service personnel you should not start passing the modules until you have 4 years or less left to do (for the B licence).
4. Starting your exams sooner rather than later means starting your studies sooner rather than later, and, of course we would hope you use us as your course provider.
It is important to consider all the implications involved when embarking on a course of study. It is going to take time and money, and both these need to be looked at so that you can prepare yourself psychologically beforehand. In most cases it is not just yourself that you need to consider. It would be wise to talk to those "nearest and dearest" to you (wife, husband, partner etc). You might even consider talking to your employer (he/she might help by allowing you some study time at work and there may even be some financial assistance).
If you live with your parents or share accommodation with others it would be a good idea to talk to them also.
Budgetary planning for your studies would depend very much on your present financial position. For the smaller modules study costs are not high and for many, strict budgetary planning is not necessary. For some modules study costs are higher and these may need to be taken into consideration in your financial planning. So talking to others who share your financial interest - marriage partners, partners, parents etc may be important.
The financial implications affect people differently depending on how "well off" they are, but the study implications are common to all.
You will need time to study. You will need time to yourself to sit and read. One hour a day. Two hours a day. Three hours a day. It will depend on your learning abilities. The location needs to be quiet, well lit and comfortable. It can be in the sitting room; in bed; in the bath; on the train; on the plane. Anywhere, provided you are comfortable and your concentration is not interrupted. Those living with you need to understand your requirement for this period of self-imposed daily solitude. It is important therefore to discuss your planned programme of studies with them. Their support will make a considerable contribution to your psychological approach.
For the EASA modules the time scale can range from 1 week (module 8 - common) to about 9 months (module 13 – for the avionic person). To complete all the modules for the EASA category B licence you should allow between 2 to 3 years, and for the A licence you could allow for a slightly shorter period. It is important to prepare yourself and those around you for a time scale of this length.
NOTE: Help with fee payment might be available from your local education authority and in some countries there might be a national fee assistance scheme. Some employers might also help and with UK service personnel there is the ELCAS scheme. We are approved by the MOD as a learning provider and our provider number is 1128.
Licence By Post offers world-wide coverage distance learning programmes designed to allow you the student to study for the licence (BCAR section L licence for some countries and the EASA Part 66 for the EU and other countries).
The programmes are cost effective allowing progress through the course at you own pace in the comfort of your own home, without the problems of travel, finding accommodation etc.
A model personalised time-table is provided but this you can change to suit your requirements.
You can enrol as a Full Student (FS) or a Study Books (SB) student with the following table showing the contents of each course.
|Exam technique guide-book (first module)|
|LBP folder (orders over £50)|
|CAA examination application form|
|Details of CAA exam venues and dates|
|Advice on completion of CAA application forms|
|Mailing service (at a small extra charge)|
|Tutor contact details|
|EE technique guide-book (mods 7, 9 & 10)|
Legend: FS = Full Student; SB = Study Books Student.
The SB programme has all the study books for the modules ordered plus a model personalised time-table. The programme also includes the multi-choice technique guide-book and all the revision questions we have for the modules ordered. The programme also includes CAA examination details. An LBP folder is also include for orders over £50 (excluding postage).
The FS programme includes all the above plus, assessments (to be marked by the tutors) and tutor contact details. For modules 7, 9 and/or 10 we also include the EASA essay (EE) technique guide-book for the appropriate modules.
Tutors can be contacted by letter, phone (or fax and email in some cases) on any matter relating to the module/s being studied. If you have a query regarding the marking of the papers or want some technical point cleared-up then the subject tutor is there to help – and if you need further help then there is always the course tutor.
Completed assessments are returned to the subject tutor/s for marking (as stated on the programme) and marks are confidential between LBP and the student – unless previously agreed otherwise.
Assessments to the CAA standard comprise multi choice papers for all the modules plus essay papers for modules 7, 9 and 10.
For more details of the assessments please see A Complete Study & Tutorial Service for the Aircraft Engineer pages.
The mailing service is provided for students living in parts of the world where the postal mail system might not be too secure or is too unreliable. Our mailing service makes results delivery more secure and much faster. See the section Overseas Students in the A Complete Study & Tutorial Service for the Aircraft Engineer pages.
Click on the links below to learn in more detail about courses and the service we offer.