Content tagged with 'CASR part 66 maintenance personnel licensing'
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Using CASA Basics to get an aircraft engineer licence or remove exclusions
Learn how the CASA Basics exams can be used until 3 July 2020 as a pathway to obtain an aircraft engineer licence that covers non-type rated aircraft, or to remove exclusions from an existing licence or aircraft type rating.
This information applies to:
all apprentices and tradespeople in aircraft maintenance engineering (AME)
all Part 66 licensed aircraft maintenance engineers (LAME)
CASR Part 147 maintenance training organisations (MTO)
CASR Part 145 approved maintenance organisations (AMO)
CAR 30 Certificate of Approval holders
Registered training organisations (RTO) offering aeroskills training.
CASA Basics and schedule of experience
CASA Basics are a series of examinations offered by CASA. The exams cover theory, laws, principles and practices relating to each aircraft engineer licence category. Applicants for an aircraft engineer licence must understand these subjects before they can be expected to understand how aircraft systems function.
A schedule of experience (SOE) log is a verified document used to provide evidence that you have the required level of practical experience to gain your aircraft engineer licence or rating.
Type rated aircraft are typically large aircraft including aeroplanes over 5,700 kg maximum take-off weight (MTOW) and multi-engine helicopters. CASA sometimes assigns type ratings to other aircraft (such as particular small aircraft) or specific engines if CASA has a reason that type training would improve aviation safety. See Appendix IX of the Part 66 manual of standards for the list of type rated aircraft and engines requiring type training before a type rating can be issued on your licence.
Non-type rated aircraft are generally those weighing not more than 5,700 kg or aircraft above 5,700 kg that CASA deems a type rating is not needed. Maintenance of these aircraft are covered by category B1 and category B2 aircraft engineer licences (as long as the maintenance is within the scope of the licence) and do not require a specific aircraft type rating on your licence.
No. You cannot use CASA Basics and the schedule of experience to gain a licence for maintaining type rated aircraft. Instead, you need to complete training with an organisation approved by CASA to deliver licensing and aircraft type training. This is available through:
An exclusion on your licence indicates that you do not have privileges to conduct certification of maintenance on the specified aircraft system. On your aircraft engineer licence the exclusions, limitations and additional privileges that apply to you are printed adjacent to the licence or rating. To find out what they mean, refer to the explanatory list on the last page of your licence.
If you are an unlicensed aircraft maintenance engineer (AME), then you can use CASA Basics and a schedule of experience log to qualify for an aircraft engineer licence covering non-type rated aircraft until 3 July 2020.
Penalties will apply to CASA Basics exams when there are three consecutive failures for a subject. Generally, you will not be able to retake that exam for eight weeks. This provides sufficient time for you to take remedial training and study based on key deficiency reporting that is provided after each exam. If you fail an exam, you may reapply at the next available sitting date where three consecutive failures are not recorded for that subject.
As an alternative to using CASA Basics and the schedule of experience, you may be able to get an aircraft engineer licence that covers non-type rated aircraft privileges by completing the relevant training with a CASA-approved Part 147 maintenance training organisation.
To find out more, we recommend you contact a maintenance training organisation and discuss the training they offer in more detail.
The AME licensing airworthiness advisory circulars (AAC 9-0 and AAC 9-91 to AAC 9-95) provide further information on topics such as general aircraft engineer licensing information, aircraft maintenance engineer basics exams, licence categories and Schedule of experience requirements.
at least 18 years of age (To be authorised to exercise the privileges within a Part 145 AMO you must be at least 21 years of age)
Hold the relevant qualifications
Have the relevant experience
Be able to read, write and converse English
These points can be verified by an approved Part 147 maintenance training organisation or CASA.
Details can be found in regulations 66.020 and 66.025 of CASR 1998 for an Australian licence and regulation 66.030 of CASR 1998 for a foreign licence.
Please visit the regulations and go to regulation 66.020. Review the information within this regulation to determine if you have the experience to hold a licence. Go to regulation 66.025 for the English language requirements.
Licences can have type ratings: the majority of aircraft larger than 5700 kg and multi engined helicopters are normally type rated however there are some exceptions. Information on Type ratings is available in Appendix IX of the Part 66 Manual of Standards.
The following resources are available online to provide further understanding of Part 66 and the maintenance regulations in general. CASA strongly recommends you take the time to review each resource. If you have any further questions about Part 66 or licensing enquiries please email firstname.lastname@example.org or call 131 757.
Please note: if a maintenance manual (for example) includes the hydraulic part of a system in the landing gear chapter it is still classed as hydraulics and therefore is outside the licence scope if the licence has a hydraulics exclusion.
What is the definition of LRU?
An Avionic Line Replaceable Unit (LRU) is an aircraft avionic part that satisfies all of the following requirements:
it must have no mechanical input from, or output to, another part or mechanism;
it must contain only electrical, electronic, instrument or radio parts, or software, or a combination of any such part or parts and software, designed to provide control, monitor or display functions, or a combination of such functions;
it must not require any of the following in order to be installed, secured or connected to the aircraft:
specialist knowledge or techniques;
rigging, or functional testing or adjustment, using specialised equipment external to the aircraft or brought on board the aircraft, to ensure that it is functioning properly.
The process of updating/transferring software data, using data loaders (whether portable or onboard), is treated as a avionic LRU replacement as long as LRU replacement serviceability can be established by using a simple test. Software transfer is not to be treated as an LRU replacement if the software installation does not have a discrete test outcome/result or if affected systems serviceability cannot be verified.
Please review the following sections on each example licence:
Sections I - VIII: Personal information
Section IX: Certification and Validity
Section XIII: Remarks
The following are key facts relating to these sections:
The Part 66 licence is perpetual however it is not valid unless the holder has performed maintenance relating to the aircraft for six (6) months within the previous twenty-four (24) month period.
100 days maintenance on aircraft or a currency assessment carried out by a Part 147 approved Maintenance Training Organisation for category training is required if the licence becomes invalid.
The holder of the licence should keep records of performing maintenance.
Work associated with but not involving conduct/carrying out of maintenance is unacceptable for licence currency purposes eg teaching, maintenance control and quality management are not acceptable unless they involve the physical performance of maintenance.
Each licence listed in XII (A, B1.1, B1.2, B2) is an individual licence and the currency applies to each separately.
Please review section XIV - Additional privileges, limitations or exclusions - on each example licence.
The following are key facts relating to this section:
If you see an E, it tells you what cannot be performed under the licence.
If you see an I, it tells you some systems that can be performed under the licence that are in addition to a standard B2 licence.
If you have an exclusion on a type rated licence you can only have it removed when the general exclusion is removed from your licence. For example:
You have a propeller exclusion on your licence and the same exclusion would apply to any aircraft type rating that relates to a propellor driven aeroplane and you want the exclusion removed.
You first must gain the category training from a Part 147 Maintenance Training Organisation so that.CASA can remove the exclusion from the sub category B1.1 or B1.2. As soon as you have the exclusion removed you can then be authorised to maintain the propellor systems of all of non-type rated aircraft with propellors.
The Part 145 Maintenance Organisation could train and authorise you for the tasks if the organisation is approved for permitted training. After six months of using the AMO authorisation the permitted training outcome can be reported to CASA and the propellor exclusion would be removed from the applicable aircraft rating.
A Part 147 Maintenance Training Organisation could also train you for the propellor system . Once CASA had received the report of your propellor system training for the relevant aircraft type then CASA would remove the exclusion from the aircraft rating.
Once the exclusion has been removed, the Maintenance Organisation can then approve you to maintain propellers on the relevant aircraft type.
Please review section XII - Licence categories, subcategories and ratings - pages on each example licence.
The following are key facts relating to this section:
A B1 licence includes pressurization and oxygen.
A B2 licence includes direct reading compasses.
Inclusions are only used to add what would normally be out-of-scope privileges for a category. For example oxygen is a B1 privilege but given that historically an instrument LAME had oxygen privilege it was decided that a B2 category could be granted an inclusion for oxygen systems.
A number of aircraft that were not type rated under CAR 31 have become type rated under CASR Part 66. Where appropriate these aircraft types have been added to your CASR Part 66 licence. For example, under CAR 31, airframe group 1 rating covered Metro III aircraft maintenance. Under CASR Part 66, that type requires a type rating. Under CAR 31, Licensed aircraft maintenance engineers with airframe group 1 were authorised to maintain these aircraft. To preserve that privilege under CASR Part 66, the Metro type rating was added to those licensed aircraft maintenance engineers’ CASR Part 66 licences.
Appendix IX of the Part 66 Manual of Standards includes a list of aircraft that require a type rating. Most aircraft covered by CAR 31 lower group ratings are now covered by the B1 and B2 licences and do not require a specific type rating or a general rating covering small aircraft. Therefore, licensed aircraft maintenance engineers not holding a rating for a designated aircraft type (refer to Appendix IX of the Part 66 Manual of Standards) will not have any ratings listed under their B1 or B2 licence.
Maintenance of small aircraft that were type rated under CAR 31 that are not included in the list of type rated aircraft in Appendix IX of the Part 66 Manual of Standards are covered by the category B1 and B2 licence. For example, single engine helicopters are now small/non-rated aircraft and therefore do not require a type rating.
These ratings allow you to work on the relevant engine on small/non-rated aircraft. A rating is added to your CASR Part 66 licence if your CAR 31 licence included an engine type rating such as the PT6. Small/non-rated aircraft (engine) ratings are only required to certify for the engine as the subcategory licence (B1.1) authorises the licensed aircraft maintenance engineer to certify for the airframes of these small/non-rated aircraft. Refer to Appendix IX of the Part 66 Manual of Standards for list of small/non rated aircraft (engine) ratings.
The lower group ratings on the CAR 31 licence are included in the privileges of the licence subcategory in CASR Part 66. They are not listed separately on the licence. Licensed aircraft maintenance engineers previously with Engines group 1 and 3 on their CAR 31 licence would have been granted a B1.2 licence under CASR Part 66 and the privileges of those Engine Group ratings would be captured by the B1.2 licence.
Aircraft that require a type rating are listed in Appendix IX of the Part 66 Manual of Standards. Some aircraft that were included in the CAR 31 lower groups are now designated as large aircraft and therefore require a type rating; for example, the Metro III and the Augusta 109. These aircraft are listed in Appendix IX of the Part 66 Manual of Standards.
Aircraft that are not designated as large aircraft are covered by the category/subcategory licences.
CAR 31 licence holders holding a group 1 rating in any category or airframe group 2 have been authorised to certify for maintenance as listed in Schedule 8 of the CAR 1988 for Class B aircraft. CASA Instrument 155/11 preserves that authorisation. Pilot maintenance is not shown on your CASR Part 66 licence.
CAR 31 licences and CASR Part 66 licences do not authorise a person to taxi an aircraft. In some cases, CAR 31 licences have included references to taxi authorities; they were added to the licence for information purposes only. A separate taxi approval is required by a licensed aircraft maintenance engineer to be authorised to taxi aircraft.
The previous aircraft maintenance engineer licence numbers have been replaced with the licensed aircraft maintenance engineer’s Aviation Reference Number. All CASR Part 66 licences have been issued using the Aviation Reference Number as the licence number.
Where an application is not fully completed or the correct fee is not attached to the application form it will not be accepted and be returned to you. This will also be the case if the correct supporting documentation that is required to process your application is not supplied.
Overseas licence holders seeking recognition of their licence may go to a Part 147 Maintenance Training Organisation (MTO) that is approved by CASA for Category. Once satisfied that the applicant is fully Category compliant, the Part 147 MTO will compile a report to CASA to enable the overseas licence holder to apply for a Part 66 licence.
After completing appropriate training and assessment either with a Part 145 Approved Maintenance Organisation of a Part 147 Maintenance Training Organisation you will need to submit form 546. In addition you will need to attach evidence of completion of the training (a notice from the AMO or Form 465 completed by the MTO) in order for CASA to have the restriction removed from your AME Licence. The fee for this is $195.
Yes, all initial issue applications require proof of name, age and nationality. If the application states a certified true copy of proof of identification is required, you must make sure it is certified by a person who is authorised to witness a Statutory Declaration or an Affidavit.
Attendance prerequisites apply to all CASA approved maintenance training courses. Course details are provided in Advisory Circular AC 147-2 – Approved Part 147 Training Organisations.
It is now MPL Section policy not to issue dispensations to attend Specific Type courses as it is up to the MTO to ensure that all students enrolled in courses meet the required Type Course Syllabus prerequisites or as stated in the Course entry criteria.
As of the 30th October 2015, Aspeq will be administering the online AME examinations for CASA. The AME exam booking site will be available on 27 October 2015, in the meantime to register and book an exam contact the Aspeq office on 02 62628820 or email email@example.com.
If you meet the requirements for exam credits outlined in AAC 9-91 and 9-95 email firstname.lastname@example.org to request the exam credit(s). Please include your ARN and the details of the exam that you are seeking credits for. Once the credits have been updated, an email notification will be sent to you advising the credits have been updated on your file. If you would like a copy of this credit, you will submit a request for a Prerequisite report using form 830. The fee for this report is $25.
CAR 31 licensed aircraft maintenance engineers not holding composite or diesel privileges have not had these exclusions applied to their licences. Certification in these areas is controlled by the maintenance organisation. More detailed information on this is available on the CASA website as to how this is managed.
I-1 relates to magnetic compass compensation and a standard category B2 licence privilege Licensed aircraft maintenance engineers with a B1 licence who had or qualified for that CAR 31 cross-category privilege have I-1 added to their B1 licence.
I-2 relates to oxygen systems and is a standard category B1 licence privilege.. Licensed aircraft maintenance engineers with that CAR 31 cross-category privilege will have I-2 added to their B2 licence.
Exclusions have been used to align CASR Part 66 licence privileges with CAR 31 privileges. Exclusions are needed because the privileges of the CAR 31 category ratings do not match, one for one, the CASR Part 66 category privileges. There are five categories in CAR 31 and two main categories in CASR Part 66 (B1 and B2). A licensed aircraft maintenance engineer with a CAR 31 airframe category rating received a CASR Part 66 category B1 licence. However, the B1 licence covered the privileges of the CAR 31 airframe, powerplant and electrical categories. Therefore, the airframe category licensed aircraft maintenance engineer needed to be granted a CASR Part 66 B1 licence that was restricted to airframe privileges. This was achieved by adding exclusions to the B1 licence.
An exclusion would also be applied to a CASR Part 66 licence if the licensed aircraft maintenance engineer does not have the applicable maintenance privilege under CAR 31; for example, pressurisation, radar, air conditioning.
Exclusions can be lifted by completing the applicable CASA exams and meeting the SOE requirements in accordance with the CAR 31 standards. This is available until 26 June 2015.
The new CASR Part 66 licence includes an explanatory list of the exclusions, standard limitations and additional privileges for reference purposes on the last page. The exclusions, limitations and additional privileges that apply to your category or subcategory licence or ratings are printed adjacent to the licence or rating on your licence.
Licensed aircraft maintenance engineers that do not have CAR 31 Group 10 privileges do not get pressurisation privileges under CASR Part 66. The exclusion is added to the subcategory B1.2 licence in this case to limit the licensed aircraft maintenance engineer’s privileges to what he or she had under CAR 31. This is necessary because the subcategory B1.2 licence includes pressurisation privileges.
The new maintenance regulations include the new category A licence which is aligned to the European Aviation Safety Agency licensing system. The category A licence gives the holder limited licensing privileges that are matched to the knowledge, competencies and assessments specified in the CASR Part 66 Manual of Standards for the category A licence. The knowledge syllabus for the category A licence has been mapped to the Aeroskills Competency Based Training Package to make it a qualification registered under the Australian Qualification Training Framework. Aircraft maintenance engineers will have a formal qualification pathway with all the benefits available to other trainees whilst undertaking approved courses.
CASA has introduced the category A licence as it meets or exceeds the ICAO Annex 1 requirements for an aircraft maintenance engineer (age, knowledge, experience, training and skill) in respect of category A maintenance and certification privileges.
The privileges of the category A licence holder are covered in the new regulations as well as the CASR Part 66 MOS and the CASR Part 145 MOS.
Category A licensed aircraft maintenance engineers can work in a CASR Part 145 aircraft maintenance organisation and in addition CASA Instrument 129/13 allows CAR 30 maintenance organisations to employ category A licensed aircraft maintenance engineers. The CAR 30 organisation would have to have a system of training and authorisation equivalent to that required by CASR Part 145.
In general terms, the category A licensed aircraft maintenance engineer can carry out:
minor scheduled line maintenance including scheduled inspections or checks up to and including a weekly check
minor maintenance, including a pre-flight, transit or overnight check, ground handling, APU running and minimum equipment list implementation in limited circumstances
minor schedule line maintenance or simple defect rectification tasks as listed in Appendix II of the CASR Part 145 Manual of Standards. Some examples include replacement of wheel assemblies, closing of cowlings and refitment of quick access inspection panels, replacement of aircraft main and APU batteries, for helicopters only the removal or installation of external cargo provisions such as external hooks but excluding hoists
While a category B1 or B2 licensed aircraft maintenance engineer may supervise others carrying out maintenance, category A licence holders cannot. This is covered by regulation 66.130 of CASR Part 66.
The following are examples of a person providing assistance to a category A licensed aircraft maintenance engineer - the licensed aircraft maintenance engineer would not be supervising that person in these cases:
helping move a wheel to the aircraft to be installed,
holding the wheel stable while it is being installed
handling the licensed aircraft maintenance engineer tools or consumables during a job.
The CASR Dictionary contains the following meaning of supervising:
A person (the supervisor) is supervising the carrying out of maintenance done by another person if the supervisor:
is physically present at the place that the maintenance is being carried out; and
is observing the maintenance being carried out to the extent necessary to enable the supervisor to form an opinion as to whether the maintenance is being carried out properly; and
is available to give advice to, and answer questions about the maintenance from, the person carrying it out.
The Part 66 MOS was amended to include line maintenance of a kind mentioned in Appendix II of the Part 145 MOS within the limits of tasks specifically endorsed on an associated Part 145 AMO certification authorisation granted after successful type and task training. This certification privilege is restricted to work that the licence holder has personally performed in the maintenance organisation which issued the certification authorisation and is limited to the type ratings for a large aircraft endorsed in the B2 licence.
Category A licences are for mechanical systems and not avionic systems. Therefore only licensed aircraft maintenance engineers entitled to a Category B1 licence receive a Category A licence on conversion.
The list of type ratings is in Appendix IX of the Part 66 Manual of Standards. Some aircraft that were type rated under CAR 31 are now covered by category licences and no rating is needed.
A large helicopter is now defined as one with more than one engine. Large helicopters are type rated. Single engine helicopters that were specific types under CAR 31 are now classified as small aircraft not requiring a type rating under CASR Part 66. Holding the relevant category licence permits certification for these aircraft. An example is the Bell 205.
Some fixed wing aircraft, for example the Cessna Citation 500, are below the weight limit of 5700 kg for large aircraft under CASR Part 66. A type rating is no longer required for these aircraft. Holding the relevant category permits certification for these aircraft.
Also, any older aircraft types that are no longer on the Australian register and not likely to return, with some exceptions, are no longer listed on licences. If you held one on these ratings on your CAR 31 licence, it can still be considered for SOE reduction purposes during the 4 year transition period even though it is no longer on your licence. In the event the type comes back onto the register and you are required to certify for the type, it will be added to your CASR Part 66 at no cost.
Inspect and disassemble a connector or component in an Avionic ATA?
Unless the maintenance is an avionic LRU change with serviceability established by simple test or functional check of an avionic system with the function established by the use of a simple test then there is no avionic privilege for the B1.
Troubleshoot faults in an Avionic ATA if I perform a simple test and it fails?
Simple test means a test described in approved maintenance data that meets all of the following criteria as defined in section 66.5 of the Part 66 Manual of Standards:
the serviceability of the system can be verified using aircraft controls, switches, built-in test equipment (BITE), central maintenance computer (CMC) or external test equipment not involving special training
the outcome of the test is a unique go – no go indication or parameter. No interpretation of the test result or interdependence of different values is allowed;
Test troubleshooting means the published approved fault isolation maintenance procedures and actions outlined in maintenance data, used as necessary in order to identify the root cause of a defect or malfunction. It may include the use of BITE or external test equipment. Troubleshooting may involve avionic LRU changes, however, it does not involve multiple LRU changes in pursuit of a system fault, unless the changes are made in accordance with a published approved fault isolation maintenance procedure (e.g. Troubleshooting Manual, Fault Isolation Manual procedure).
A B1 licence holder has the simple test privilege for establishing avionic system serviceability ie a simple test may be carried out even if an Avionic LRU change has not been made. If the troubleshooting was comprised of simple tests ie as long as the outcome of each test is a unique go-no go indication or parameter with no need for interpretation of the test results, it still remains a simple test. As per the MOS simple test privilege, test troubleshooting is not to involve multiple LRU changes in pursuit of a system fault, unless the LRU changes are made in accordance with a published maintenance procedure (e.g. fault isolation procedure).
A simple test can also involve Avionic LRU's that have BITE testing that requires additional input (for example moving a switch/pushing a button/selecting a lever) whilst following the steps in the test procedure. As long as the outcome of the test is a pass or fail it does not matter that a variety of was taken steps to establish serviceability.
Splice a (data) wire in an Avionic ATA?
No. A prefabricated loom could be taken to be an avionic LRU change; as long as the system(s) serviceability could be established via conduct of a simple test.
Disconnect a hard wired connection in an Avionic ATA?
Disconnection activities do not require maintenance certifications rather record of the disconnection needs to be made.
Licence maintenance certification privileges are those established by paragraph 66.A.20 and Table 1 of the Part 66 MOS. The transitional privileges mentioned in section 66.A.21 of the Part 66 MOS are only available to those LAME's converted from or qualifying under the previous regulation 31 of the CAR 1988 system. The transitional privileges do not include the avionics repairs and nor does 66.A.20 and Table 1 of the Part 66 MOS. For a B1 licence holder the transitional privileges are:
rating held or qualified for was an engine category Group 1 or 2 rating, or an airframe category Group 1, 2 or 19 rating. Maintenance certifications and issue of certificates of release to service in relation to any of the following kinds of maintenance to which that licence or rating applied or would have applied: on aircraft approved only for V.F.R. operations: for aircraft general instruments (excluding RMI, inertial navigation and multi-axis autopilots), all instrument system maintenance; and for aircraft radio systems, periodic inspections;
licence held or qualified for was an engine or airframe category rated licence. Maintenance certifications and issue certificates of release to service in relation to daily or manufacturers’ equivalent inspection; and check of the condition of security of attachment of wiring, plumbing, parts and appliances; and maintenance of instrument, or electrical, parts and appliances forming part of the powerplant, mechanical or structural systems, where the maintenance is limited to external mechanical adjustments to facilitate correct operation of powerplant or mechanical or structural systems; or is limited to replacement of instrument, or electrical, parts and appliances, connected by simple twist or terminal connectors. Excludes instrument or electrical parts and appliances, where maintenance involves functional tests and adjustments requiring the use of external specialised test equipment.
The new maintenance regulations include the category C licence which has the same purpose that it has in the European Aviation Safety Agency regulations. The category C licence can only be used in CASR Part 145 aircraft maintenance organisations for base maintenance. The category C licence has no relevance in CAR 30 maintenance.
The category C licensed aircraft maintenance engineer provides the final Certificate of Release to Service out of base maintenance within a CASR Part 145 approved maintenance organisation. They issue the Certificate of Release to Service only when all the required maintenance has been completed or correctly deferred. The category C licensed aircraft maintenance engineer relies on the category B1 and B2 licensed aircraft maintenance engineers who provide their maintenance certifications for the base maintenance they have carried out or supervised. In that sense, the B1 and B2 licence holders are support staff for the category C licence holder - they provide this support with their maintenance certifications for the base maintenance.
Licensed aircraft maintenance engineers holding a CAR 31 licence qualify for a category C licence depending on which CASR Part 66 licence they qualify for.
If a CAR 31 licensed aircraft maintenance engineer is entitled to a B1.1, B1.3 or B2 licence and they have held a CAR 31 Group 20 aircraft type rating for at least 3 years, they would qualify for a category C licence as part of the conversion process.
If a CAR 31 licensed aircraft maintenance engineer is entitled to a B1.2 or B1.4 licence and they have held a CAR 31 Group 20 aircraft type rating for at least 5 years, they would also qualify for a category C licence.
An avionic category CAR 31 licensed aircraft maintenance engineer qualified for a B2 licence. If that licensed aircraft maintenance engineer held a CAR 31 Group 20 aircraft type rating for 3 or more years, they qualified for a category C licence and had all their CAR 31 Group 20 type ratings added to their category C licence.
An airframes/engines/electrical category CAR 31 licensed aircraft maintenance engineer qualified for a B1.1 licence. If that licensed aircraft maintenance engineer held a CAR 31 Group 20 type rating for a turbine powered aeroplane for 3 or more years, they would also qualified and had all their CAR 31 Group 20 turbine powered aeroplane types added to their category C licence.
A CAR 31 licensed aircraft maintenance engineer qualified for a B1.2 licence. If the licensed aircraft maintenance engineer held a CAR 31 Group 20 aircraft type rating for a piston engine powered aeroplane for 5 or more years of experience, they also qualified for and had all their CAR 31 Group 20 piston engine powered aeroplane types added to their category C licence.
The same applied to the B1.3 and B1.4 cases except the type ratings must be for helicopters.
Alternatively, a person holding a degree in a technical discipline from a tertiary education institution that is recognised by CASA and who also has at least 3 years experience carrying out maintenance on operating aircraft, including at least 6 months observing base maintenance tasks qualifies for a category C licence.
What is also important for licensed aircraft maintenance engineers is the type and task training that must be done and the work-place requirements that must be satisfied in order to exercise category C licence privileges.
Please refer to section 66.A.30 -"Basic practical experience requirements" of the Part 66 Manual of Standards.
To obtain a category C licence requires the applicant to have:
3 years experience exercising Category B1.1, B1.3 or B2 privileges on large turbine powered aircraft; or
5 years experience exercising Category B1.2 or B1.4 privileges on large piston engine powered aircraft; or
for an applicant holding an academic degree in a technical discipline from a university or other higher educational institution recognised by CASA, 3 years experience carrying out maintenance on operating aircraft, including at least 6 months of observation of base maintenance tasks.
Group 7 aircraft Previously, composite structure maintenance (including inspection of composite structure) for Group 7 aircraft conducted by a CAR 30 maintenance organisation required the holder of a CAR 31 airframe category licence endorsed with a Group 7 rating to carry out composite repairs and provide certification for completion of the maintenance.
Non Group 7 aircraft For aircraft not listed as Group 7 (including Group 20 airframe category type rated aircraft), maintenance to composites could be carried out by appropriately qualified persons and certified by a CAR 31 airframe category licence holder with the particular Group 1, 19 or 20 airframe rating endorsed on their licence irrespective of any Group 7 or equivalent background. Those licence holders were also able to inspect composite structure and provide certification for the completion of composite repairs carried out by others, ideally appropriately trained and competent people, such as a structures tradesperson.
Composite maintenance under CASR Part 145
Within a CASR Part 145 approved maintenance organisation (AMO), maintenance carried out to the composite structure of aircraft has been classified as specialist maintenance. Specialist maintenance means that maintenance described in paragraph 145.A.30 (f) of the Part 145 Manual of Standards (MOS), and includes composite repairs.
Personnel performing maintenance to the composite structure of aircraft must be appropriately qualified to carry out that specialist maintenance task and be authorised by the Part 145 AMO (under section 145.A.35 of the Part 145 MOS) as a specialist maintenance certifying employee. This person could be either:
A B1 licence holder who has the required qualifications and competency with respect to aircraft composite structures; or
A non-licensed specialist maintenance employee who has the required qualifications and competency with respect to aircraft composite structures.
Note 1: Appendix IV of the Part 66 MOS outlines the Australian Qualifications Framework (AQF) units of competency required for a particular category or subcategory of licence.
Note 2: The AQF Aeroskills training package MEA11 includes the qualification requirements for Certificate IV in Aeroskills (mechanical) MEA40711 and Certificate IV in Aeroskills (structures) MEA41311. These Certificate IV qualifications include competency units that cover inspection and repairs to aircraft composite structures, and therefore meet the specialist maintenance authorisation requirements of a Part 145 AMO.
The B1 licence holder would require a background/qualification that meant they were capable of carrying out the inspection and repair to allow the Part 145 AMO to authorise them to do so. Alternatively a specialist maintenance employee could be authorised to carry out the inspection and repair that he/she has been specifically trained for and is therefore considered to be competent to provide that specialist maintenance service. In the case where both the specialist maintainer and the B1 licence holder have been authorised by the Part 145, the maintenance certification for the repair could be made by either the specialist maintenance person who carried out the repair or by the B1 licence holder with the appropriate aircraft type rating.
A non-licensed person who has been granted a certification authorisation for specialist maintenance by an AMO does not need a LAME to provide maintenance certification for their work.
The net effect of the amendment to CAO 100.5 is that the status quo has been maintained. Aircraft historically listed as Group 7 can only have their composites maintained by specifically qualified personnel.
Previously under the CAR 31 licence system, for aircraft not listed as Group 7 aircraft (including Group 20 airframe category type rated aircraft), maintenance to composites was carried out by appropriately qualified persons and certified by a CAR 31 airframe category licence holder with the particular Group 1, 19 or 20 airframe rating endorsed on their licence irrespective of any Group 7 or equivalent background. Those licence holders were also able to inspect composite structure and provide certification for the completion of composite repairs carried out by others, ideally appropriately trained and competent people, such as a structures tradesperson.
Under the CASR part 66 licence system, maintenance to the composite structure of aircraft other than the previous Group 7 aircraft will be carried out and certified for in the same manner except that inspection and certification will be made by a Part 66 B1 licence holder, rather than a regulation 31 of the CAR 1988 airframe category licence holder, appropriately qualified for the aircraft with the particular aircraft type rating (if relevant) on his/her licence.
The B1 licence holder is also able to provide certification for the completion of composite repairs carried out by others, ie: an appropriately trained and competent person (authorised to do so by the CAR 30), such as a structures qualified tradesperson (and any subsequently required maintenance release).
Section 7A of Civil Aviation Order 100.5 specifically outlines composite structures maintenance of specified aircraft (formerly the Group 7 aircraft).
Section 7A.3 of CAO 100.5 states:
If composite maintenance is carried out on a specified aircraft by a CAR 30 maintenance organisation, the organisation must ensure that only a specially qualified person, employed by the organisation, performs the maintenance.
A specially qualified person means a person who meets the qualification requirements outlined in section 7A.1 of the CAO 100.5. A qualified person could be a person who is or has any of the following:
a current B1 licence holder who at any time before 27th June 2011 was a Group 7 LAME. (The relevant rating may, or may not, have expired, and may, or may not, have been renewed as long as it had once been held and the licence has not been cancelled);
AQF qualification MEA405B;
a Transport Canada AME licence endorsed with an "S" rating;
a New Zealand AME licence endorsed with an aeroplane Group 4 rating;
another qualification approved in writing by CASA as an appropriate qualification for performing composite maintenance.
To ensure continuous improvement of the new look maintenance regulations web-pages, your feedback would be greatly appreciated. Please email any comments or questions to AME.Licensing@casa.gov.au.