CAO 100.66 Maintenance authorities — EASA equivalents
Answers to common questions

Category B1

It is expected CAR 31 + CAO 100.90 Line Maintenance Authority will equal B1? Is this correct? There are shortfalls in competencies. Without the 100.90 LMA what avenues are available achieve a full B1?
It depends on the particular Line Maintenance Authority as there are several versions and this would be determined in an RPL process. The CAO 100.66 Maintenance Authority provides for a full B1. CAO 100.66 is the only option to gain a B1 outcome but once Part 66 is made CAO 100.66 MA would be converted across.
Is an A/F LAME with a Line Maintenance Authority on an Airbus A330 qualified enough to attain a full B1 Licence on that aircraft without further training?
If Qantas gained RO (Part 147) status and had an approved B1.1 A330 type course (theory and practical) it would able to conduct RPL for such a LAME against the approved A330 B1.1 type course. If the RPL exercise determined that the applicant required no further training then Qantas would be able to report that outcome to CASA.
Will B2 and B1 limited (EIR) be the likely outcome during transition due the imminent arrival of the Airbus A380 and the ability of current mechanical people becoming competent with the full scope of a B1 licence?
CASA has approved A380 type training for CAR31 licence outcomes – achieved using B1 and B2 courses. This would give a full B2 and limited B1.1 outcome at transition.
As Mechanical LAME if you hold all EIR basics will they be recognised in a RPL for a full B1 Type course pre requisite?
It is up to the RO and its approved RPL procedure. Experience to-date has been that CASA basics are recognised as satisfying theoretical aspects of the competencies.
Are 'Limited' Licences (i.e. B1 Limited) recognised in Europe?
EASA issue limited B1 licenses. As to whether EASA will recognise the eventual Part 66 Australian licenses would be up to EASA. CASA intends to seek recognition of the Part 66 Australian licence.
Does a limited B1 give automatic "A" licence privilege?
It depends on the limitation – if a limited B1 was issued for no airframe then it would be reasonable to assume that the A category tasks would have the same limitation.
Does a future apprentice exit the system with AQF Level 5 diploma automatically gain a blank B1 Licence?
Irrespective of the AQF outcome CASA is looking to see that the respective category outcome has been achieved e.g. B1.2. A CAO 100.66 Maintenance authority rated with the B1.2 category allows the holder to work on aeroplanes piston that are small or simple without a type rating.
How long can an aircraft fly without attention by a B1 LAME?
As per the system of certification which is based on the approved system of maintenance – which may be the manufacturer's maintenance schedule.
Will you be able to use B1 and B2 in GA?
Yes, unless an aircraft is large or complex – the B1 and B2 category holder would be allowed to work on the GA (small or simple) aircraft.
How do the new authority categories line up with existing licence privileges?
The Category "A" authority is a new concept. It could be considered equivalent to an AME gaining a MA for minor scheduled line maintenance or simple defect rectification. However it is an actual authority issued by CASA to the individual, who is then trained on a specific type/task and authorised to undertake that work within an appropriately approved maintenance organisation and to issue a CRS for the work that he/she has undertaken.
The Category "B1" authority parallels a combination of the existing CAR 31 airframe, engine and electrical licences with the addition of line replaceable unit and testing privileges in the instrument and radio categories. A B1 authority holder may also issue a CRS for work undertaken by others that he/she supervises. The B1 authority automatically covers the applicable Category A authority scope and privileges. The Category B2 authority parallels an existing electrical, instrument and radio Category licence. A B2 authority holder may also issue a CRS for work undertaken by others that he/she supervises.
I work for an airline that does not have propeller driven aeroplanes. Do I need to do the propeller training?
Trainees for a B1 licence do not need to do propeller theory and practical, unless they need to exercise those privileges. These people will gain a full B1 licence with a propeller restriction. If they want to work on propeller driven aircraft, they will need to complete all propeller training, to have the restriction removed.
B2 licence trainees will undertake adequate training to allow them to maintain and certify for propeller control systems.
Can I hold a category or sub-category of authority without a specific aircraft type rating?
Yes, providing you are fully trained and eligible for the category or sub-category of authority CASA will issue you that authority with or without a specific aircraft type rating.
If you do not have the rating for an aircraft listed in the AAC then you can not issue a CRS for that aircraft. However, you may still exercise the privileges of the authority on those aircraft that do not require ratings and are covered by the category or sub-category of authority that CASA has issued you.
How do I gain a specific aircraft type rating on my CAO 100.66 authority?
To gain a specific type rating a pre-requisite is that you hold a full B1/B2 category or subcategory of authority (see previous question on the process for gaining a category or subcategory). You then need to:
  1. Attend and pass an approved course relevant to the B1 or B2 category/subcategory you are seeking a rating for (approved type courses will include both theory and practical) or
  2. If you have an overseas licence and rating – apply to CASA for recognition of the type rating.
If an electrical wire is broken on an engine indicating system and the location of the break is unknown, can a B1 LAME find the break, repair it using crimpers/a soldering iron and then certify for it?
Electrical systems are those of the electrical power source plus the distribution to the different components and the relevant connectors (including lighting systems).
Avionics system means an aircraft system that transfers or stores analogue or digital data using a wireless, data line or other data transmission medium, and includes the system’s components and connectors. Examples of avionics systems include the following:
  1. autoflight systems (but not including mechanical aspects);
  2. communication or navigation systems;
  3. instrument systems;
  4. in-flight entertainment systems;
  5. integrated modular avionics (IMA) systems;
  6. cabin intercommunication data systems;
  7. cabin network service systems;
  8. on-board maintenance systems;
  9. information systems such as air traffic and information management systems and network server systems;
  10. fly-by-wire systems;
  11. fibre optic control system.
If for example the problem was in the RPM indicator system; the RPM indicator wire would either be an electrical wire ie supplying power to the instrument from the power source or a data wire ie transferring data from the tacho to the indicator.
If electrical it is a B1 and B2 privilege.
If avionic it is a B2 privilege or a B1.1 Avionic LRU privilege. The repair of a data wire is not a LRU replacement therefore not a B1.1 privilege. The replacement of the wire loom preassembled would probably be a LRU replacement as long as the avionic LRU could be tested using an operational check, built in test equipment or the CMS.
Can a Navigation Data Base (NDB) update be carried out and certified by a B1 LAME or does it require a B2 LAME - (task is ATA 34 and upload in accordance with ATA 45 - Central Maintenance System)?

Both ATA 34 and 45 are designated Avionic Chapters. The B1 has avionics privileges but they are limited to LRU -  i.e. paragraph 10.3 of the CAO says for the B1 privileges:

The holder of an authority in category B1 may issue a certificate of release to service after any, or all, of the following:

(b) completion of the replacement of an avionic line replaceable unit whose correct functioning and serviceability have been demonstrated by using a simple test;

simple test means a test:

  1. to verify the serviceability of the avionics systems of an aircraft using:
    1. an on-board aircraft system; or
    2. external test equipment whose use does not require specialist training;
    2. and
  2. the outcome of which does not require interpretation

If the software update can be confirmed by the parameters above then the task may be certified by the B1.

Note: Both the basic and type training syllabi provide for the B1 to be trained on software updates. The Type Training syllabus for ATA 45 provides that both B1 and B2 receive training at level 3 (line and base training).

Who can certify for work done on Quadrex cables in mechanical, powerplant or structural systems ie Quadrex cables in the B1 domain?
The Certificate of Release to Service (ie carry out the certification of completion of maintenance issued under regulation 42ZE or 42ZN of CAR 1988) for the work done is made by the B1 LAME.
Who can do the work (assuming appropriate training and that the company has authorised the person to perform work on the aircraft)?
People who can carry out the work include an AME, an apprentice, a contractor, a B2 LAME, a CAR31 Instrument LAME, an Airbus field Representative or a B1 LAME.
With the B1 licence scope mechanical ATA chapters 21, 26 and 30 - where EASA has proposing expanded B2 scope (limited to electrical test and electrical defect rectification only) which CASA has provided for already:
Who can certify the work?

Assuming the unserviceability can be rectified via electrical testing and electrical defect rectification - for the electrical distribution system of ATA chapters 21, 26 and 30 - either the B1 or the B2 could certify for the rectification but only the B1 could certify for the actuator fault - an actuator not part of electrical distribution system.

Who can do the work - electrical distribution problem and an actuator problem?

Appropriately trained people supervised by the B1 (for either the electrical problem or the actuator problem) or appropriately trained people supervised by the B2 (for electrical testing and electrical defect rectification problem).

 
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