CAO 100.66 Maintenance authorities — EASA equivalents
Answers to common questions

Category B2

Can B2 now certify for lesser A/C e.g. light A/C at Bankstown without further type training?
Yes – unless an aircraft is large or complex – the category B2 would allow the holder to sign a certificate of release to service for work done on the aircraft without type ratings. All personnel who qualify for a B2 are automatically issued with a limited B1 so all EI privileges remain.
What is the Transit authority translation for EIR to B2?
A CAR31 licence holder with electrical, instrument and radio categories could expect to gain a B2 category outcome once they had gained the human factors competency. They would also be issued a limited B1 to allow electrical and instrument privileges in aircraft systems designated structure, powerplant or mechanical by CAO 100.66.
Will a B2 LAME get a Category A licence included? If not why?
If the RPL assessment determines that A category competencies have been achieved the B2 LAME would be entitled to apply for the A category. If the RPL exercise determined that the A category competencies have not yet been achieved then the B2 LAME would not get the A category because of the missing competencies.
Will CASA recognise M/A and T/A used in the current system?
MA and TA are authorisations eligible to be utilised for the purpose of RPL, noting that MA are issued by CASA and TA are company authorisations.
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.
I currently hold a full Electrical, Instrument and Radio CAR31 licence (with or without Group 20 aircraft type endorsements) is it now possible to be issued with a B2 type authority by CASA on the basis of my current licence?
You can apply to the RO and once you have been assessed for the full category CASA will be able to issue you the authority (refer to question on gaining a category or sub-category of authority).
For example current E, I and R licence holders will need to undertake assessment at an RO. Whilst each individual will need to be assessed there will at least be a requirement for human factors training if you are not given advance standing against the requirement based on RPL.
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 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 CAO100.66 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.
  3. If you hold a limited B1 to get the rating attached to the limited B1 you need to have attended a combined B1/B2 type course.
There is no referance to the following ATA chapters yet in my view there are some B2/Avionic related tasks that fall into these ATA's. ATA 20 Standard Practices - Wiring repairs, Electrical Bonding, Connector replacements, Crimping Tools & procedures ect. ATA 35 Oxygen - These systems generally contain pressure switches, solenoids, pressure transducers for indication, instruments & electrical control for automatic mask drops ect. ATA 39 Electric/Electronic Panels - Equipment racks, Junction boxes ect. ATA 52 Doors - Most modern aircraft have a door warning system that contains proximity sensors or microswitches, some also have locking solenoids these devices require adjustment/testing or replacing which generally includes rework of wiring. ATA 75 Engine Air - Mainly the control & indications which include temperature & pressure switches, circuit cards or LRU's, Flight deck indicators & controls. ATA 78 Thrust Reverser - The control & indications of most thrust reverser systems contain solenoids, microswitches, proximity sensors ect. I have personally been involved with some large thrust reverser modifications which installed sync locks to B737 reversers which were certified by Avionics LAMES.
The limited B1 (automatically issued to personnel who qualify for category B2) will cater for these situations.
A letter explaining the introduction of Limited B1 has been sent to all B2 and quality assurance managers for all organisations which explains the scope of the CAO 100.66 Maintenance Authority.
I am writing to inquire about the B1 and B2 priveleges. A discussion I am having with a few people is that under a B1 licence, a person can certify for E, I, R systems i.a.w what is written on your website. But a question i have is, if for example, an electrical wire is broken on an engine indicating system (i.e RPM) and the location of the break is unknown, can a B1 LAME find the break, repair it using crimpers/ soldering iron and then certify for it? Or does it require a B2 Lame. And for what reasons? Any info is greatly appreciated.
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.
The RPM indicator wire that you refer to 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 a simple test.

A simple test (from CAO 100.66) is 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
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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