CAO 100.66 Maintenance authorities — EASA equivalents
Answers to common questions

Other related topics

What is the purpose of an AMS specialist maintainer?
The AMS certificate is available for situations like that posed by an airship carrying passengers. The personnel involved in the certificate of release to service and related maintenance will need to hold an authorisation but the B1, B2 and A licence are not suitable for such an authorisations. AMS will not be used as a substitute for other licence outcomes. The AMS will be for the CoR privilege.
With mutual recognition with EASA will European Licenses be directly recognised here or will Recognition of Prior Learning (RPL) have to be carried out by an RTO before the licence will be endorsed by the Australian Authority? 
With CAO 100.66 RPL needs to occur. Mutual recognition under Part 66 is still being discussed.
What does current AMEs recognition depends on?
Assessment by an RO – including assessment conducted via RPL – and a report to CASA of a B1, B2 or A outcome.
Will CASA accept overseas EASA style qualifications, Licences or Types not on Australian Register?
EASA licence holders can be recognised by an RO for category purposes and CASA for rating purposes. At this time CASA does not issue ratings for aircraft not on the Australian Register.
When do I sign a CRS certificate of return to service?
A every flight
B first flight
C first flight or when you have a defect
As per the system of certification which is based on the approved system of maintenance – which may be the manufacturer's maintenance schedule.
Will aircraft such as Metros and Beech 1900's etc become type rated, currently they are not?
All large aircraft would become type rated, however CASA may choose not to list aircraft considered large but simple. Large aircraft means: (a) an aeroplane that: (i) has a maximum take-off weight of more than 5 700 kg; or (b) a helicopter that is multi-engined. Personnel who currently use lower group ratings to maintain such aircraft can expect those privileges to continue even when the aircraft gain their type ratings.
Can I get ratings endorsed on my licence that are now currently not on the Australia Register under EASA?
Not at this time – Australian registered aircraft only.
Who must pay for all the training?
It depends on the customer – it could be an individual or an organisation. There is no requirement to gain the bridging training unless a person wants to get limitations removed. A licence could remain with limitations indefinitely.  
Who must pay for assessments to be carried out if attempting to get RPL for completed CASA basic exams?
It depends on the customer – it could be an individual or an organisation.
When is a "C" Category Licence required for RTS?
It is required at the completion of base maintenance.
What is the effect on the TTMRA (Trans-Tasman Mutual Recognition Arrangement)?
TTMRA applicants would continue to be able to gain CAR31 licence outcomes as per the existing arrangements until Part 66 is made. When Part 66 is made an application via TTMRA processes would result in the issue of a Part 66 licence, possibly with limitations.
What will be the situation with inactive licences e.g. 707, F28, A320 Licenses not exercised?
On conversion to Part 66 aircraft no longer on the Australian register would not be approved for issue on the Maintenance Authority. CASA would notify affected Aircraft Maintenance Engineers by letter stating which ratings had been held. If the aircraft type is re-listed on the register then CASA would re-issue the rating the the applicant.
What is the expected cost of License assessment?
The cost of an RPL exercise may be sourced directly from RO. The cost of a CAO 100.66 MA is $95 per 30 minutes.
For a DC3 what's required for the licence- even though above 5700kg will it still be deemed as a simple aircraft?
CASA did not want a situation where type ratings were required for aircraft/engine for a CAR31 licence and not for a CAO 100.66 MA, thus the DC3 ha been made a type rating for CAO 100.66 purposes. However, Part 66 has been drafted to allow CASA to move aircraft between rated and non-rated in light of safety based decisions.
Can CASA, from a regulatory point of view, force organisations to train up current LAMEs?
CASA is not going to force (via regulation) organisations to provide or facilitate the provision of conversion training. Neither will individual LAMEs be forced (by regulation) to get conversion training.
Will training from other organisations be recognised e.g. ETOPS, HF'S etc easily by different companies? I.e. will training elements be standardised and transportable?
The transportability and recognition of training provided within organisations and catered for via company approvals e.g. NDT, engine running, boroscoping; is dependant on the procedure provided for by the Part 145 organisation within its exposition. Cross recognition is thus dependant on the procedure the company has chosen/designed for itself. That said CASA is considering a mechanism that would assist the individuals to move between companies by the provision of written authorisations issued by the companies and carried by the individual. It would be up to the receiving organisation to consider such an authorisation. 
What can a pilot sign off in a Part 145 org aircraft?
As per the approved system of maintenance including variations caused by ADs etc.
Is a Work evidence history journal planned to be very similar to a SOE?
The workplace journal already exists (for competency based training) and it has similarities to the SOE.
Who determines the ratio of LAMEs to aircraft maintenance engineers?
The company proposes a work plan within its exposition. CASA approves the exposition.
European expositions demand a certain number of Certifying people on the books? How is this monitored and enforced in Europe?
A 145 has to have appropriate numbers of certifying staff for the scope of approval they have. The scope of the approval is approved as part of the exposition approval process. Adherence to expositions and regulations is monitored and enforced by the conduct of audits and associated findings and directions to remedy (if required).
Can I hold a "C" Category Licence without ever having held a full B1 or B2?
Yes – currently within the proposed Part 66 there is a model that provides an opportunity for a tertiary qualified person to become a C category holder without being a type rated B1 or B2. Such an applicant, along with tertiary technical requirements, need to sit and pass a combined B1/B2 type theory course.
If I am B2 and B1 Limited (i.e. EIR), am I allowed to sit a 787 B1 course before obtaining the mechanical fundamental competency units? Will CASA recognise this as a B1 credit for the type training?
To gain a full B1 type credit you must first have a full B1 category. As a limited B1 you would gain full credit for the time limited B1 and B2 (assuming that the course is approved for dual outcomes) i.e. B1/B2 combination course.
Will current CASA Basic exams be fully recognised 1 for 1 as equivalent competencies
It depends on the competency and its associated pre-requisites. The competencies have not been structured around the CASA basics. A competency may require 1 or multiple CASA basics to have its knowledge content satisfied.
Will a B1/B2 LAMEs be able to certify for light A/C? If yes, will they always be able to sign or is this a temporary measure until B3 is established?
Yes, they will be able to sign for light and simple aircraft, even post B3 establishment.
How is CASA going to deal with certification on a new aircraft type such as the Airbus A380, due low numbers of fully qualified B1 rated LAMEs? Are courses going to be offered in the old format i.e. EIR and Mech?
The planning for workforce structure and numbers is an operator/maintainer responsibility. The choice of whether a B1/B2 or CAR31 outcome is utilised is also up to the operator/maintainer. CASA will allow either or both outcomes to be used.
How are handskill competencies achieved to become fully B1 or B2 capable?
The receipt of competency based training includes hand-skills. The MEA07 Aeroskills Training Package provides a detailed list of the ways in which this is achieved.
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.
If you are single Category can you sign a RTS i.e. Eng only/Airframe only/Radio only/Elect only/Inst only.
Assuming this question means a CAR31 licence holder such as the B767 airframe holder  – you would be entitled to sign a certificate of release to service in line with the (restricted) scope of category privileges B1.1 (airframe) and type rating (B767 CF56) [airframe only] detailed on the licence.
I have previously completed training under the Aeroskills training package and have a certificate IV in a mechanical or avionics trade. Do I still need to sit the CASA basics?
If you want a CAR 31 licence outcome you must complete and pass any outstanding CASA basic examinations and the required experience requirements for that licence.
If you want to voluntarily achieve a CAO 100.66 - B1 or B2 MA, you would need to approach a Recognised Organisation (RO) for them to undertake recognition of prior learning assessment of your qualifications. Upon completion of the mandatory knowledge training and assessment required to gain the B1 or B2 Category, CASA would issue a CAO 100.66 MA. When CASR Part 66 commences CASA would then issue you with the applicable B1 or B2 licence.
What is a Certificate of Release to Service?
The major privilege of this authority structure is to issue a certificate of release to service (CRS) for maintenance, within the scope of the licence. A CRS can be issued for an aircraft, aircraft component or system. The CRS is a verification that all relevant maintenance has been carried out in accordance with the applicable maintenance data and there are no non-compliances with the applicable maintenance data. Because CAO 100.66 works in combination with the existing CAR 1988 the CRS has been defined as having the same meaning as certification of completion of maintenance issued under regulation 42ZE or 42ZN of CAR 1988.
Since the new Australian licences will be based on the EASA licence categories, will it be possible to convert between Australian and EASA licences and vice versa?
CASA already has agreement with EASA (once Australia has CASR Part 66 fully in place) that negotiation on reciprocal recognition regimes will occur. Once the intended reciprocal recognition regimes are in place, conversions between the licences would be possible.
What is the process for gaining a category or sub-category of authority under the CAO?
The way to gain a category of subcategory is to go to an RO with any evidence of qualifications, authorisations, practical experiences, company training, knowledge examinations, trade papers, etc and apply for Recognition of Prior Learning.
Examples of potential applicants would be:
  • Personnel who have completed any aviation maintenance training
  • Personnel with current overseas or local licences
  • Personnel with other allied trades
  • AME
In any case once you have been assessed as competent for the full authority and you have supplied the RO assessment to CASA and applied for the authority – CASA would issue the Authority provided you satisfy the other eligibility criteria.
Assessment by the RO can include RPL to give you advanced standing against the full training requirements for that category or sub-category of authority. Any additional training identified as part of the RPL process can then be obtained from an RO.
 
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