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DASR 66 LICENCE EQUIVALENCE

INTRODUCTION

1. Australian Defence is introducing a new suite of airworthiness regulations, commencing in 2016. These regulations will be called the Defence Aviation Safety Regulations (DASR) and will include 145 (Approved Maintenance Organisations). Into the future, DASR 66 (Personnel Licencing), DASR and DASR 147 (Maintenance Training Organisations) may be introduced.

2. Australia’s Defence maintenance environment (including regulations, supporting organisations and systems, procedures, etc) differ from Europe’s; therefore, although the technical DASRs are based on European Military Airworthiness Requirements (EMARs), they will be tailored to suit the Australian environment.

PURPOSE

3. The purpose of this document is to demonstrate how Australia’s aviation regulatory framework and its supporting organisations, systems, procedures, etc achieve equivalent licence outcomes to that proscribed by EMAR 66, 145 and 147.

4. The paper assumes readers have limited familiarity with the intricacies of all aspects of the Australian aviation environment and is therefore an educational document which details post-secondary training and education in Australia and its governance; Australian aviation maintenance trades; the roles of the aviation regulators and other controlling organisations. The explanation of these organisations, systems, procedures, etc is provided to show how the knowledge and skills of Australian Defence maintainers’ (military and contractor) achieve an equivalent standard of knowledge and skills to those set out in EMAR 66.

LICENCES AND AUTHORISATION

5. EMAR 145 requires that certifying staff hold an EMAR 66 licence and that EMAR 145 organisations must authorise the range of maintenance activities each licence holder may certify. In effect, the licence defines the broad scope and level of maintenance the licence holder may certify and the EMAR 145 organisation’s authorisation defines the actual scope and level of maintenance the licence holder can certify. Australian Defence aviation maintenance organisations (military and contractors) have a directly analogous arrangement; in that the aviation trades set the broad scope and level of maintenance a trade member may perform and the task authorisation process defines the actual scope and level of maintenance the trade member can perform (including certifying maintenance).

6. Regarding licencing, there is flexibility in EMAR 145 in that certifying staff may hold the ‘national equivalent’ of a licence. DASR 145 will use this ‘national equivalent’ provision to detail the requirements for certifying staff.

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AUSTRALIAN POST-SECONDARY TRAINING AND EDUCATION

7. EMAR 66 uses syllabi to define the level of knowledge and skills required of licence holders. Australian post-secondary training and education, however, is based on individuals demonstrating competence1. As a consequence, EMARs and DASRs have different educational frameworks underpinning maintainers’ knowledge and skills.

8. Competency Based Training and Assessment. In the early 1990s the Federal Government directed the adoption of Competency Based Training and Assessment (CBTA) for post-secondary, non-university training and education.

9. CBTA philosophy recognises that individuals can acquire skills and knowledge in a variety of ways. CBTA therefore details the required workplace performance standards, in outcome based terms and training organisations design training to achieve these standards. Such training may include a curriculum. Individuals are required to demonstrate, via a formal assessment, that they have achieved these standards before being judged ‘competent’. The standards are termed Units of Competence (UoCs). This approach to learning is in marked contrast to the detailed learning requirements specified in syllabi.

10. In accordance with government direction, Defence implemented CBTA. Amongst other things, Defence policy on training requires the use of national UoCs, where it is cost-effective to do so. Defence aviation trade training using national UoCs commenced in the mid-90s.

11. Governance of national training. Post-secondary training and education in Australia is regulated by the Australian Skills Quality Authority (ASQA), an independent, Federal statutory agency. The Authority’s principal roles are to:

a. develop and maintain the Australian Quality Framework, which sets the standards for post-secondary qualifications2

1 Competence - the application of knowledge and skill to the standard of performance required in the workplace 2 http://www.aqf.edu.au/aqf/about/what-is-the-aqf/ :

The AQF provides the standards for Australian qualifications. It is an integrated policy that comprises:

The learning outcomes for each AQF level and qualification type

The specifications for the application of the AQF in the accreditation and development of

qualifications

The policy requirements for issuing AQF qualifications

The policy requirements for qualification linkages and student pathways

The policy requirements for the registers of:

- organisations authorised to accredit AQF qualifications

- organisations authorised to issue AQF qualifications

- AQF qualifications and qualification pathways

The policy requirements for the addition or removal of qualification types in the AQF

The definitions of the terminology used in the policy.

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b. set the standards for post-secondary training and education (which includes a requirement for training organisations to have a quality system)

c. approve training organisations - only Registered (approved) Training Organisations (RTOs) are permitted to deliver national qualifications/UoCs; each of the Services is an RTO

d. audit training organisations for compliance with the standards

12. Industry Skills Councils. The Federal Government has established Industry Skills Councils (ISC), whose principal roles are to develop and maintain national UoCs and qualifications. For aviation, the ISC is Manufacturing Skills Australia (MSA) and aviation’s UoCs and qualifications are developed by MSA working groups which has representatives from:

a. airline operators (eg Qantas)

b. aviation union representatives (eg Association of Licenced Aircraft Engineers)

c. post-secondary aviation technical training organisations

d. general aviation and aerial work organisations

e. aviation maintenance industry (eg the Aviation Maintenance Repair and Overhaul Business Association)

f. Civil Aviation Safety Authority (CASA)

g. the ADF.

The UoCs and qualifications developed by this working group and approved by ASQA are contained in the Aeroskills Training Package3.

13. Aeroskills UoCs. Aeroskills UoCs were initially developed by MSA subject matter experts who converted pre-CBTA trade training syllabi to outcome-based workplace standards. These UoCs were developed to suit two separate environments - operational level maintenance and deeper maintenance (ie overhaul/repair).

14. More recently, UoCs have either been modified or created in response to changes in the aviation environment, particularly regarding changes in technologies and materials. Each UoC (modified or new) is subject to defined governance regimes at both ISC and ASQA levels and are only approved when they have been endorsed by the MSA working group, the ISC Board and ASQA.

15. Aeroskills qualifications. ASQA’s Australian Qualifications Framework defines the packaging rules (ie minimum number and depth of knowledge and skills of UoCs) for each qualification level. For most Australian trades, the ASQA-defined

3 Full details of all Aeroskills qualifications and component UoCs can be found at:

https://training.gov.au/TrainingComponentFiles/MEA11/MEA11_R2.0.pdf

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baseline qualification is a Certificate III. However, in recognition of the greater challenges presented by aviation, the baseline maintenance qualification is a Certificate IV.

16. Maintainers who sign Certificates of Release to Service have additional responsibilities compared to those who are solely responsible for undertaking maintenance. The MSA working group, with input from CASA in particular, developed an additional set of UoCs in recognition of these responsibilities. These UoCs, in conjunction with an Aeroskills Cert IV provide qualifying individuals with a Diploma in Aeroskills. CASA’s regulations requires individuals who sign Certificates of Release to Service (ie Licenced Aircraft Maintenance Engineers) to hold this qualification.

17. Since 1998 CASA has moved from an FAA-oriented airworthiness framework to one based on EASA’s regulations ie Civil Aviation Safety Regulations 1998. As part of this transition CASA mapped the EASA Pt 66 licence syllabi to Australian UoCs4. CASA’s mapping has been accepted by EASA, FAA and other regional NAAs, demonstrating the validity of this work. The significance of this international acceptance is explained at paras 33 – 35.

AUSTRALIAN AVIATION TRADES

18. Prior to the mid-90s, the Australian civil and military aviation trades comprised of Engine, Airframe, Instrument, Radio, Electrical, Structures and (military only) Armament Fitters5. Their training permitted these technicians to work in either operational level maintenance or deeper maintenance.

19. During the mid-90s, these trades were consolidated into Aircraft, Avionics, Structures and (military only) Armament specialists. In conjunction with this restructure, national aviation trade training was changed to suit work in only operational level maintenance or deeper maintenance environments (aircraft maintenance engineers or aircraft mechanics, respectively)6.

ADF AVIATION TRADES

20. The ADF’s aviation trades are determined by interactions between:

a. the Services’ personnel managers, who are responsible for identifying the broad scope of each trade (as well as other, standard personnel management roles, such as numbers in each trade, skill grades, ranks, remuneration rates, recruitment and placement etc)

b. the Services’ capability managers7, who are responsible for defining detailed

4 This mapping is published in CASA Pt 66 Manual of Standards, which can be found at: https://www.comlaw.gov.au/Details/F2015C00688 5 There were also a number of minor, specialist trades, such as welders, surface finishers, electroplaters,

metal machinists, life support etc 6 Minor, specialist trades continue to exist, but their training was also changed to suit only operational

level of maintenance or deeper maintenance. 7 The capability managers are:

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work activities for each trade

c. the Directorate General Technical Airworthiness (DGTA), which is responsible for technical airworthiness regulations and assuring compliance with them

d. Defence Learning Branch, which is responsible for education and training policy

e. the Services’ RTO managers, who are responsible for ensuring the Services’ training organisations maintain compliance with ASQA’s Standard for RTOs.

f. the Services’ trade sponsors, who are responsible for synthesising the material produced by the personnel and capability managers in order to provide clear directions on required workplace performance standards for each skill grade. The sponsors’ duties include identifying UoCs relevant to each trade

g. Air Force Training Group, which is responsible for designing and delivering initial trade training to all three Services and some post-graduate technical training. This training is delivered by a Service school which is an RTO.

h. the Services’ Force Element Groups, which deliver aircraft type training and some promotion-related technical training.

Further detail on these staff/organisations and their interaction can be found in Annex A.

21. As a consequence of these interactions, the Services have the following trades:

a. Air Force - Aircraft, Avionics, Structures, Armament, Aircraft Surface Finishing, Aircraft Life Support and Non Destructive Inspection technicians8

b. Army - Aircraft, Structures, Avionics, Life Support technicians9

c. Navy – Aircraft and Avionics technicians10.

Rank and Skill Grade progression for each trade is detailed in each trade’s Personnel Development Strategy (Air Force), Category Job Profile (Navy) and Employment Specification (Army).

Air Force – Air Commander Australia Army – Commander 16 (Aviation) Brigade Navy – Commander Fleet Air Arm

8 NDI technicians are experienced Aircraft, Structures or Avionics technicians who receive specialist NDI training and then remain dedicated NDI technicians

9 Some armament and NDI duties are accomplished by these trades. Additional training is provided to permit these trades to undertake such duties.

10 Some structures, life support, and NDI duties are accomplished by these trades. Additional training is provided to permit these trades to undertake such duties

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22. Initial trade training results in a Certificate IV in Aeroskills and post-graduate training results in higher qualifications (as described in more detail later), except for Aircraft Life Support and Aircraft Surface Finishing. Aircraft Life Support trade members achieve a Certificate III in Aeroskills and Aircraft Surface Finishing trade members achieve a Statement of Attainment towards a Certificate III in Aeroskills11.

23. Although Aircraft Life Support and Aircraft Surface Finishing trade members do not hold a Certificate IV qualification, their initial trade training is sufficient to enable them to hold an A licence, albeit with a number of exclusions (refer to annexes B and C for details). (EMAR/DASR 66 has four licence categories – A, B1, B2 and C; an outline of these licences is at Annex B.

DEFENCE CONTRACTOR TRADES

24. The majority of contracted maintenance is deeper maintenance (ie overhaul or major repairs), however a small number of contracts are for operational level maintenance work.

25. Under the current Technical Airworthiness Regulation 4 (TAREG 4), only Approved Maintenance Organisations (AMOs) are permitted to undertake aircraft and/or aeronautical product maintenance; the future DASR 145 will include the same requirement.

26. TAREG 4 also requires that all personnel planning, performing, supervising, inspecting and certifying maintenance must be competent and that such personnel must have ‘a qualification, training and experience requirements of a standard acceptable to the Technical Airworthiness Regulator’. Typically, this requirement is met by contractors’ staff who either:

a. comply with DEF(AUST) 9022, or

b. hold a relevant Aeroskills qualification/part qualification.

27. DEF(AUST) 9022. DEF(AUST) 9022 is a Standard published by the Technical Airworthiness Regulator which identifies:

a. the Aeroskills qualifications and UoCs which are relevant to defined types of maintenance activities

b. pre-Aeroskills aviation qualifications and training which are relevant to defined types of maintenance activities

c. non-aviation qualifications and training which, together with additional, mandatory Aeroskills UoCs, are suitable for some types of maintenance activities

11 A Statement of Attainment indicates that training has not been provided in all of the qualification’s

UoCs

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d. supervisory and experiential requirements for individuals who sign a Maintenance Release (the equivalent of EMAR/DASR 145’s Certificate of Release to Service).

DEF(AUST) 9022 provides an Acceptable Means of Compliance with TAREG 4.

28. Aeroskills qualification. Some contractors choose to use the Aeroskills Training Package and identify qualifications or part-qualifications (Statements of Attainment) that are tailored specifically to the nature of the contractor’s work and individuals’ tasks.

Deeper maintenance trades

29. Contractor AMOs which provide deeper maintenance services and which employ Aeroskills qualified/part qualified maintainers require their staff to have attained UoCs drawn from the Aeroskills Training Package’s Aircraft Mechanic stream.

30. Some contractors which overhaul/repair a limited range of aeronautical product employ staff with a non-aviation trade background (eg electronics). However, staff who sign a Maintenance Release are required to have an appropriate Aeroskills qualifications, or have demonstrated to the Regulator (DGTA) an equivalent set of skills and knowledge.

Operational level maintenance trades

31. Contractor AMOs which provide operational level maintenance services either use the same aviation trades as the ADF, or employ maintainers whose qualifications comply with the alternate trades listed in DEF(AUST) 9022.

TASK AUTHORISATION

32. TAREG 4 requires that ‘personnel involved in planning, performing, supervising, inspecting and certifying maintenance’ must be authorised by the Senior Maintenance Manager (equivalent to the EMAR 145 Responsible Manager). TAREG 4 also requires such personnel to be competent in order to be considered for authorisation. The requirements of this Regulation provide the same outcome as the authorisation process required by EMAR 145 and these requirements are also incorporated in DASR 145.

MAPPING OF DEFENCE UoCs TO EMAR 66 SYLLABI

33. As noted previously, CASA has mapped EASA Pt 66 licence syllabi to UoCs and that this mapping has been accepted by EASA and other NAAs. As EASA Pt 66 and EMAR 66 syllabi are common, DGTA staff used CASA’s mapping as a starting point to map Defence trades’ UoCs to EMAR 66 syllabus and licence requirements.

34. Because of the ADF’s participation in the Aeroskills working groups, many UoCs are common to both civil and military aviation maintenance trades. However, some UoCs identified by CASA to suit the civil maintenance environment are not used by Defence. In such instances, DGTA staff identified UoCs used by Defence but

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which provide the same or superior outcome as the UoCs used by CASA. For example, CASA identified MEA339 as an appropriate UoC for B1.1 licence syllabus element 11.3 Airframe Structures – Aeroplanes. Defence does not use MEA339 but uses MEA401 and MEA410, which provide equivalent skills and knowledge12.

35. This mapping process, in conjunction with trade’s skills progression set out in the Personnel Development Strategy, Category Job Profile or Employment Specification then permitted the staff to identify which knowledge and skills, aircraft systems and maintenance processes fall within, or outside the scope of A and B licences. Any knowledge and skills, aircraft systems and maintenance processes which fall outside licence boundaries will result in licence exclusions.

36. An example of the mapping of the ADF trades’ UoCs against CASA-identified UoCs and EMAR 66 syllabi is at annex C. The Services’ trades and their eligibility for EMAR 66 licences is at Annex D.

37. DGTA staff intend to trial this mapping at a RAAF squadron in 3Q 2016. In a proof of concept, the mapping will be combined with individual’s task authorisations (extracted from PMKeyS) to provide each eligible individual with a licence (or licences), together with any necessary licence exclusions.

38. An automated process is being developed to issue licences to ADF maintainers. The process will use the mapping discussed previously and PMKeyS data. However, there is no central database such as PMKeyS which records contractors’ staff skill sets. Therefore the automated licence issue process will not work for contractor personnel. An alternative process has been drafted, a draft of which is at annex E.

Summary

39. EASA Pt 66 and EMAR 66 set out licence syllabi. CASA has mapped these syllabi to national Aeroskills UoCs and this mapping has been accepted by EASA and a number of other NAAs. DGTA staff have extended this mapping, substituting a number of civil aviation-oriented UOCs with equivalent UoCs used in Defence. This mapping formed the basis to identify licence eligibility for Defence’s aviation trades and the exclusions to be applied to each trades’ licences.

EMARs 66/147 AND AUSTRALIAN MAINTENANCE

40. There are a number of requirements set out in EMARs 66 and 147 which do not suit or are not achieved by Australian Defence maintenance systems and processes. The following section identifies areas of difference and describes national and/or Defence organisations, systems and processes that can, or will, provide equivalent outcomes.

EMAR 66

41. Licencing organisation. EMAR 66 requires licences to be issued by the National Military Airworthiness Authority (NMAA). For Defence, the Chief of Air

12 MEA339 - Inspect, repair and maintain aircraft structures. MEA401 - Inspect aircraft structures.

MEA410 Maintain aircraft structure/components

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Force, as the Defence Airworthiness Authority is the NMAA. Defence has yet to identify to which organisation(s) this responsibility will be delegated.

42. Trades’ standards. By defining licence syllabi, EMAR 66 effectively controls the trades’ standards. However, as described previously, each Service’s trade sponsor is responsible for trades’ standards. The sponsor, however, may not work in the organisation(s) which issue licences; creating a potential for divergent requirements between the licencing authority/ies and the sponsors.

43. Training content approval. EMAR 66 requires the NMAA to approve the content and duration of initial trade training and aircraft type courses. At present, these courses are approved by Force Element Group commanders. To whom responsibility for course approval will be delegated has yet to be determined.

EMAR 147

44. Maintenance training organisation approval. EMAR 147 requires the NMAA to approve maintenance training organisations. At present, organisations delivering maintenance training are controlled by a number of authorities (including each Service and maintenance contractors). To whom responsibility for approving maintenance training organisations will be delegated has yet to be determined.

45. Maintenance training organisations’ standards. EMAR 147 requires the NMAA to establish the criteria for the experience and qualifications of instructors, knowledge examiners and practical assessors, or for the NMAA to identify an alternative standard. At present, these attributes are controlled by a combination of ASQA’s requirements, Defence policy and Service policy interpretation.

46. Competing training-related regulations. Post-secondary technical training is regulated by ASQA. One requirement is that only RTOs can deliver national qualifications/UoCs. Accordingly, the Services’ schools delivering maintenance training are RTOs. While ASQA’s Standard for RTOs is similar to EMAR 147, there are some minor differences. Compliance with both ASQA’s Standard and DASR 147 will create unnecessary work for Defence’s maintenance training organisations. The preferred solution is for ASQA to accept DASR 147 as an acceptable alternative.

47. Resolution of the issues discussed at paras 41 – 46 is expected in 2017. The decisions made at that meeting will inform how DASR 66 and 147 are adapted from EMAR 66 and 147.

CONCLUSION

48. Australian aviation maintenance trades underwent a fundamental restructuring in the mid-to-late 90s, consolidating trade groups and focussing the trades to work in operational level maintenance (aircraft maintenance engineers) or in deeper maintenance (aircraft mechanics).

49. Defence trade types, both military and contractor, are the consequence of complex interactions between a range of regulations, Defence and national, non-Defence organisations and systems. Each of these areas is subject to comprehensive governance arrangements providing assurance that although these complex

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interactions are difficult to understand, especially for those unfamiliar with the Australian maintenance environment, they are underpinned with a rigour that provides traceability between EMARs 66, 145 and 147 with the corresponding DASRs.

50. EMAR 66 licence holders’ knowledge and skill are set by syllabi, whereas Australia’s post-secondary training is based on CBTA. Despite this difference in educational frameworks, CASA mapped the EASA Pt 66 syllabi to UoCs and this mapping was accepted by EASA, thereby demonstrating an equivalence in skilling outcomes.

51. As EMAR 66’s syllabi are the same as EASA Pt 66’s syllabi, DGTA staff extended CASA’s mapping, by substituting a number of civil aviation-based UoCs with UoCs used by Defence which achieve the same outcomes. This mapping work shows that Defence trades meet the required knowledge and skill levels required of EMAR 66 licence holders, but noting that the trades do not meet the full scope of EMAR 66 licences.

52. There is a number of EMAR 66 and 147 requirements for which there is no current solutions. However, solutions are expected to be identified and implemented during 2017; none of these issues is expected to have any adverse effects on licence equivalence.

53. In conclusion, an equivalent level of safety and technical capability has been demonstrated between EMAR 66 licence requirements and Australian Defence trades; noting that there is a difference in knowledge and skill sets between Defence maintenance personnel and licence outcomes. These differences will be dealt with by licence exclusions/extensions.

R. Preston WGCDR DO DASR66/147

03 May 16

Annexes: A. Staff, organisations and their interaction B. EMAR 66 licences C. Mapping of trades’ UoCs against licences D. Service trades and licence eligibility E. Draft contractor licencing process

Annex A

STAFF, ORGANISATIONS AND THEIR INTERACTION

References:

A. Defence (Personnel) Regulations 2002 B. Chief of Air Force Determination – Structure of the Permanent Air Force of

16 Aug 14 C. Defence Learning Manual D. Systems Approach To Defence Learning E. DI(G) PERS 05-29 National Skills Framework and Defence vocational

education and training F. ASQA Standards for Registered Training Organisations G. Defence Instruction (General) Personnel (DI(G) PERS) 05-5 Rationalised

education and training H. Manual of Air Force Education and Training I. Defence Instruction (Air Force) – Administration 4-8 (Sponsorship and

management of Air Force Workforce Employment Groups) J. Technical Airworthiness Regulations K. ADF Aviation Maintenance Management Manual L. Rationalised Training Procedures Manual

Introduction

This annex discusses Air Force aviation technical trades, governance requirements and the interactions internally, within Air Force; with Army and Navy and with non-Defence organisations which result in defined skill levels and associated training for each trade. The derivation of Army and Navy aviation technical trades follows a similar set of processes, albeit linked to their Service’s policies.

Air Force aviation technical trades

The general conditions for enlistment and promotion of all members of the Air Force, Army and Navy are set out in Reference A.

A list of all Air Force’s trades is contained in Reference B. That document contains no detail on the functions or roles of each trade; its primary purpose is to provide the legal authority to establish and recruit to the trades. The trade types listed reflect a combination of Air Force capability requirements, evolving aircraft technologies and government direction.

Reference C - the Defence Learning Manual (DLM) – states Defence’s policies on learning and training; it:

includes the governance requirements for learning and training

directs the use of the Systems Approach To Defence Learning (SADL) - Reference D. The SADL is a systematic approach to learning and training to ensure workforce performance requirements are correctly

A-2

specified and supported by most cost-effective learning strategies. Key phases of the SADL for learning and training requirements are:

analysis

design

development

delivery

evaluation

requires Defence to use national qualifications and comply with national governance and standards – References E and F – where it is cost-effective to do so

directs that training which is common to more than one Service (such as aviation technical training) is only delivered by one Service School, to members from each Service in accordance with Defence policy on Rationalised Training (Reference G)

The DLM is sponsored by Defence Learning Branch

The Manual of Air Force Education and Training (Reference H) amplifies aspects of the Defence Learning Manual and includes Air Force-specific requirements; in particular:

the creation of an Employment Profile (EP) - a strategic personnel capability statement that defines the broad employment requirements and characteristics of each trade. EPs are approved by Air Force’s Personnel Management organisation

the creation of a Personnel Development Strategy (PDS), which defines the means by which personnel progress in knowledge, skills and attitude from entry level, through competence, to technical and professional mastery. The PDS is approved by the Air Force Capability Manager - Air Commander Australia

it identifies the approving authorities for the key phases of the SADL; namely:

Analysis Authority - Director General, Personnel – Air Force

Design Authority:

- Commander, Air Force Training Group, for initial trade training

- Force Element Group Commanders as the Design Authorities for aircraft type training

A-3

Development Authority:

- Officer Commanding, Ground Training Wing for initial trade training

- Officers Commanding, FEG Wings for aircraft type training

Delivery Authority:

- Commanding Officer RAAF School of Technical Training for initial trade training

- Unit Commanding Officer for aircraft type training

Evaluation Authority:

- Commander, Air Force Training Group for initial employment training

- Force Element Group Commanders for aircraft type training

the creation of a Training Requirements Specification (TRS) which outlines the training outcomes, the training and assessment strategy, and the resource requirements. The TRS provides the basis for course design and development activities. The TRS is the product of the following analyses:

Job Analysis – which identifies workplace requirements via a Duty Task Inventory which lists all the tasks undertaken by members of a trade, the frequency the tasks are performed and their difficulty

Target Population Analysis – which identifies the characteristics and qualities of the target population that needs training

Performance Gap Analysis - which identifies the gap between current and required work performance standards

Feasibility Analysis - which identifies the best option to address the performance gap

the creation of a Training Specification which identifies course learning outcomes and training levels. The Design Authority uses the TRS to develop the Training Specification

the creation of a Learning Management Package (LMP) by the Development Authority and which comprises the complete documentation set needed to conduct a training course. The Development Authority is responsible for ensuring that aviation trade training complies with relevant airworthiness regulations and approved maintenance procedures (References I and J) and ASQA’s Standards (Reference F)

A-4

Air Force Headquarters appoints a senior officer as a sponsor for each group of trades (eg the aviation trades). The sponsor is a key appointment, providing expert advice to the personnel management agency on:

workforce structure, effectiveness and health

occupational proficiencies and competencies, training requirements, career development guidelines and training specifications

The sponsor represents Air Force at the Industry Skills Council to ensure that Air Force’s trade training requirements are included in national Aeroskills’ Units of Competence and that military-unique Units of Competence and qualifications are also included in the Aeroskills Training Package

Each trade is reviewed periodically to ensure the skill sets and the associated training set out in EP/PDS meet workplace requirements. The review process and its outputs are as follows:

Under the direction of the Capability Manager, the sponsor, educational specialists and trade subject matter experts review the Job Analysis and amend/update it as needed

If the Job Analysis is changed, then the changes are flowed into the other analyses, eventually resulting in changes to the LMP or the creation of a new LMP

Initial aviation trade training is rationalised iaw Reference G. A tri-service Training Advisory Group meets twice each year to review the training iaw the procedures set out in Reference L. The Services’ sponsors are the key participants at these meetings.

Annex B

EMAR 66 LICENCES

Licence categories

1. EMAR 66 contains four Military Aircraft Maintenance Licences (MAML) categories:

a. Category A

b. Category B1

c. Category B2

d. Category C.

2. Note that EMAR 66 does not have a licence for maintenance of military-specific systems such as EO. Such maintenance is addressed in EMAR 66 by MAML extensions.

3. Categories A and B1 are then divided into sub-categories related to combinations of aeroplanes and helicopters; turbine and piston engines, as follows:

a. A1 and B1.1 Aeroplanes Turbine

b. A2 and B1.2 Aeroplanes Piston

c. A3 and B1.3 Helicopters Turbine

d. A4 and B1.4 Helicopters Piston

A2 – A4 and B1.2 – B1.4 licence sub-categories are not relevant to Defence and are not discussed further.

Purpose and privileges of licences

4. General. Licences are issued to individuals by the NMAA. EMAR 145 organisations then authorise the types of maintenance for which a licence holder may provide a certificate of release to service (CRS) or to provide a Maintenance Certification to certify for individual items of maintenance. The NMAA is also responsible for issuing exclusions and extensions to licences (discussed further at para 19).

5. There is significant overlap between task authorisations iaw TAREG 4.5.3.b and EMAR 145 certification authorisation. One notable difference, however is that SMMs (or delegate) approve task authorisations, whereas certification authorisations are issued by the EMAR 145’s quality manager (or delegate)13.

6. A licence. A licences are required for line maintenance activities and which permit licence holders to issue certificates of release to service (CRS) following minor

13 EMAR 145.A.35 (i)

Annex B

scheduled maintenance and/or after simple defect rectifications. A licence holders are not required to be type rated, but must be task trained14.

7. The guidance material for EMAR 14515 provides a range of examples of simple tasks and defects such as:

a. replacement of wheels and brakes

b. replacement of internal and external lights, filaments and flash tubes

c. replacement of static wicks

d. replacement of aircraft main and APU batteries

e. routine lubrication and replenishment of all system fluids and gases

Note that the NMAA can approve other scheduled maintenance and repairs proposed by an EMAR 145 organisation as ‘simple maintenance’.

8. B licence. The B licence is required for personnel who issue a CRS for a wider range of and/or for more complex maintenance activities than that undertaken by A licence holders. The B licence is separated into two categories – B1 and B2.

9. B1 licence. The B1 licence permits personnel to certify for maintenance and/or issue CRS following:

a. maintenance performed on aircraft structure, powerplant, mechanical systems and electrical systems

b. work on avionic systems requiring only simple tests to prove their serviceability and which do not require troubleshooting.

The B1 licence includes the corresponding A subcategory.

10. B1 licence holders must be type rated16.

11. B2 licence. B2 licences are focussed on the maintenance of avionics and electrical systems and, in particular, for base maintenance on these systems. B2 licence holders are permitted to issue CRS following:

a. maintenance of avionic and electrical systems b. electrical and avionics tasks within powerplant and mechanical systems but

which only require simple tests to prove their serviceability.

The B2 licence does not include any A subcategory.

14Within the Air Force context, type rating means having undertaken the relevant Field Training Flight

engine/airframe/avionics etc course. Task training refers to that training which is necessary before an individual can undertake a specific task eg a C-130J wheel change, P3 refuel etc. Air Force does not use the task training concept

15AMC 145.A.30 (g) 16 EMAR 66.A.45

Annex B

12. C licence. C licences are required in order to issue CRS following base maintenance. The privileges apply to the aircraft in its entirety. (Within the ADF context, base maintenance is analogous to R/DM servicings.)

Annex C

EXAMPLE OF MAPPING OF TRADES’ UNITS OF COMPETENCE AGAINST LICENCES

RAAF AVTECH - B2 LICENCE

Syllabus Reference B2 Licence

EMAR requirement/ knowledge level

CASA UoC Providing Full Coverage Air Force UoC Comment on difference

Module 1 Mathematics X MEA201 MEA148 MEA148 is a higher standard than MEA201

Module 2 Physics X MEA201 MEA148 MEA148 is a higher standard than MEA202

Module 3 Electrical Fundamentals 3.1 Electron Theory 1 MEA201 MEA201 3.2 Static Electricity and Conduction 2 MEA201 MEA201 3.3 Electrical Terminology 2 MEA201 MEA201 3.4 Generation of Electricity 1 MEA201 MEA201 3.5 DC Sources of Electricity 2 MEA201 MEA201 3.6 DC Circuits 2 MEA201 MEA201 3.7 Resistance/Resistor 2 MEA201 MEA201 3.8 Power 2 MEA201 MEA201 3.9 Capacitance/Capacitor 2 MEA201 MEA201 3.10 Magnetism 2 MEA201 MEA201 3.11 Inductance/Inductor 2 MEA201 MEA201 3.12 DC Motor/Generator Theory 2 MEA203 MEA203 3.13 AC Theory 2 MEA203 MEA203 3.14 Resistive, Capacitive and Inductive Circuits 2 MEA203 MEA203 3.15 Transformers 2 MEA203 MEA203 3.16 Filters 1 MEA203 MEA203 3.17 AC Generators 2 MEA203 MEA203

Annex C

3.18 AC Motors 2 MEA203 MEA203 Module 4 Electronic Fundamentals

4.1 Semiconductors 2 MEA228D MEA213 MEA213 higher standard than MEA228

4.2 Printed Circuit Boards 2 MEA207C MEA207

4.3 Servomechanisms 2 MEA228D, MEA230C MEA213

MEA230 - Test and troubleshoot fixed wing aircraft automatic flight control systems and components. MEA213 a higher standard than MEA228

Module 5 Digital Techniques Electronic Instrument Systems

5.1 Electronic Instrument Systems 3 MEA228D MEA213 MEA213 higher standard than MEA228

5.2 Numbering Systems 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.3 Data Conversion 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.4 Data Buses 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.5 Logic Circuits 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.6 Basic Computer Structure 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.7 Microprocessors 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.8 Integrated Circuits 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.9 Multiplexing 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.10 Fibre Optics 2 MEA228D MEA213 MEA213 higher standard than MEA228

Annex C

5.11 Electronic Displays 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.12 Electrostatic Sensitive Devices 2 MEA207C MEA207

5.13 Software Management Control 2 MEA228D MEA213 MEA213 higher standard than MEA228

5.14 Electromagnetic Environment 2 MEA207C MEA207

5.15 Typical Electronic/Digital Aircraft Systems 2

MEA228D, MEA230C, MEA232C

MEA205, MEA213, MEA220

MEA220 equivalent to MEA232. MEA213 higher standard than MEA228

Module 6 Materials and Handling 6.1 Aircraft Materials – Ferrous 1 MEA109B MEA109 6.2 Aircraft Materials – Non-Ferrous 1 MEA109B MEA109 6.3 Aircraft Materials – Composite and Non-Metallic 2 MEA109B MEA109

6.4 Corrosion 2 MEA223D MEA203 MEA203 is a higher standard than MEA223

6.5 Fasteners 2 MEA109B MEA109 6.6 Pipes and Unions 2 MEA109B MEA109 6.7 Springs 1 MEA109B MEA109 6.8 Bearings 2 MEA203C MEA203 6.9 Transmissions 2 MEA203C MEA203 6.10 Control Cables 1 MEA109B MEA109

6.11 Electrical Cables and Connectors 2 MEA201B, MEA246C MEA201, MEA246

Module 7 Maintenance Practices 7.1 Safety Precautions – Aircraft and Workshop 3 MEA101B MEA101

7.2 Workshop Practices 3 MEA107B, MEA109B MEA107, MEA109

7.3 Tools 3 MEA109B, MEA260B MEA109, MEA260

7.4 Avionic General Test Equipment 3 MEA260B MEA260 7.5 Engineering Drawings, Diagrams and Standards 2 MEA107B MEA107

Annex C

7.6 Fits and Clearances 1 MEA107B, MEA109B MEA107, MEA109

7.7 Electrical cables and Connectors 3 MEA246B MEA246 7.8 Riveting - Not required Not required 7.9 Pipes and Hoses - Not required Not required 7.10 Springs - Not required Not required 7.11 Bearings - Not required Not required 7.12 Transmissions - Not required Not required 7.13 Control Cables - Not required Not required 7.14 Material Handling - Not required Not required 7.15 Welding, Brazing, Soldering and Bonding 2 MEA201B MEA201 Welding, Brazing not covered

7.16 Aircraft Weight and Balance 2 MEA241C

MEA241 - Perform aircraft weight and balance calculations as a result of modifications

7.17 Aircraft Handling and Storage 2 MEA301C MEA301

7.18 Disassembly, Inspection, Repair and Assembly Techniques 3

MEA227D, MEA228D, MEA229D, MEA230C, MEA232C, MEA235B

MEA221, MEA278, MEA214, MEA215, MEA220, MEA211, MEA213, MEA215

MEA221 is a higher standard than MEA227. MEA278 is a higher standard than MEA228. MEA214 and MEA215 are a higher standard than MEA229. MEA220 equivalent to

7.19 Abnormal Events 2 MEA112B CertIV + TSPC + STM

MEA112: Plan and implement civil aircraft maintenance activities. Equiv to MM

7.20 Maintenance Procedures 2 MEA112B CertIV + TSPC + STM

Plan and implement civil aircraft maintenance activities. Equiv to MM

7.21 Armament Procedures 2 N/A DEFEO101, MEA310

Annex C

Module 8 Basic Aerodynamics

8.1 Physics of the Atmosphere 2 MEA228D, MEA230C

MEA214, MEA215, MEA216, MEA234

MEA230 - Test and troubleshoot fixed wing aircraft automatic flight control systems and components. MEA278 is a higher standard than MEA228.

8.2 Aerodynamics 2 MEA230C MEA217

MEA230 - Test and troubleshoot fixed wing aircraft automatic flight control systems and components. Lower TL

8.3 Theory of Flight 2 MEA230C MEA217


8.4 Flight Stability and Dynamics 2 MEA230C MEA217


Module 9 Human Factors

9.1 General 2 MEA103B, MEA113C MEA103 + TS

9.2 Human Performance and Limitations 2 MEA103B, MEA113C MEA103 + TS

9.3 Social Psychology 1 MEA103B, MEA113C MEA103

9.4 Factors Affecting Performance 2 MEA103B, MEA113C MEA103 + TS

Annex C

9.5 Physical Environment 1 MEA103B, MEA113C MEA103 + TS

9.6 Tasks 1 MEA103B, MEA113C MEA103 + TS

9.7 Communication 2 MEA103B, MEA113C MEA103 + TS

9.8 Human Error 2 MEA103B, MEA113C MEA103 + TS

9.9 Hazards in the Workplace 2 MEA101B, MEA116B MEA103 + TS

Module 10 Aviation Legislation

10.1 Regulatory framework 1 MEA111C

MEA105 MEA119 - Perform administrative processes to prepare for certification of civil aircraft A level line maintenance. Carried out at TS/MM level

10.2 Part 66 Certifying Staff 2 MEA111C MEA105, MEA108 + TS

MEA111 - Perform administrative processes to prepare for certification of civil aircraft maintenance. Carried out at TS/MM level

10.3 Part 145 – Approved Maintenance Organisations 2 MEA111C MEA105, MEA108 + TS


Annex C

10.4 Air Operations 2 MEA111C MEA105, MEA108 + TS


10.5 Certification of Aircraft, Parts and Appliances 1 MEA111C MEA105, MEA108 + TS


10.6 Parts 21 and 42 2 MEA111C MEA105, MEA108 + TS


10.7 Applicable National and International requirements 2 MEA111C MEA105, MEA108 + TS


Module 13 Aircraft Aerodynamics, Structures and Systems

13.1 Theory of Flight 1 MEA230C or MEA218B MEA217

MEA230 - Test and troubleshoot fixed wing aircraft automatic flight control systems and components.

13.2 Structures – General Concepts 2

MEA103B, MEA203C, MEA223D


MEA211 is a higher standard than MEA223

13.3 Autoflight 3 MEA230C or MEA231C MEA280 Equivalent

Annex C

13.4 Communication/Navigation 3

MEA228D, MEA229D, MEA232C

MEA213, MEA215, MEA233, MEA220, MEA221

MEA213 is a higher standard than MEA228. MEA215 + MEA233 are a higher standard than MEA229. MEA220 + MEA221 are equivalent to MEA232

13.5 Electrical Power 3 MEA223D MEA211 MEA211 is a higher standard than MEA223

13.6 Equipment and Furnishings 3 MEA226D MEA213, MEA214, MEA215

MEA213, MEA214, MEA215 are equivalent

13.7 Flight Controls 3

MEA223D, MEA230C, MEA227D or MEA211C, MEA231C, MEA235B

MEA211, MEA213, MEA215, MEA217, MEA 221, MEA231,

MEA230 - Test and troubleshoot fixed wing aircraft automatic flight control systems and components. MEA221 is a higher standard than MEA227. MEA211, MEA213 and MEA215 equivalent to MEA235

13.8 Instrument Systems 3 MEA227D, MEA228D MEA213, MEA221

MEA213 is a higher standard than MEA228. MEA221 is a higher standard than MEA227.

13.9 Lights 3 MEA223D MEA211 MEA211 is a higher standard than MEA223

13.10 On Board Maintenance Systems 3 MEA228D MEA213 MEA213 is a higher standard than MEA228.

13.11 Air conditioning and cabin pressurisation 3

MEA223D, MEA224C, MEA227D, MEA228D

MEA210, MEA211, MEA213, MEA221,

MEA210 is a higher standard than MEA223. MEA213 is a higher standard than MEA224. MEA211 is a higher standard than MEA227. MEA213 is a higher standard than MEA228.

13.12 Fire protection 3




Annex C

13.13 Fuel systems 3

MEA223D, MEA224C, MEA227D, MEA228D, MEA301C



13.14 Hydraulic power 3




13.15 Ice and rain protection 3




13.16 Landing gear 2




13.17 Oxygen 3

MEA209C, MEA223D, MEA224C, MEA227D, MEA228D


MEA210 is a higher standard than MEA223. MEA213 is a higher standard than MEA224 and MEA228. MEA211 is a higher standard than MEA227.

13.18 Pneumatic and vacuum 3



MEA210 is a higher standard than MEA223. MEA213 is a higher standard than MEA224 and MEA228. MEA211 is a higher standard than MEA227.

13.19 Water and waste - MEA223D, MEA227D MEA210, MEA211,


Annex C

13.20 Integrated modular avionics 3 MEA226D, MEA228D

MEA214, MEA215, MEA216, MEA220, MEA221, MEA233, MEA234

MEA214, MEA215, MEA216, MEA220, MEA221, MEA233 + MEA234 equivalent to MEA226. MEA213 is a higher standard than MEA228

13.21 Cabin systems 3 MEA226D, MEA229D


MEA214, MEA215, MEA216, MEA220, MEA221, MEA233 + MEA234 equivalent to MEA226. MEA214 is equivalent to MEA229.

13.22 Information systems such as air traffic and information management systems and network server systems 3

MEA226D, MEA229D


MEA214, MEA215, MEA216, MEA220, MEA221, MEA233 + MEA234 equivalent to MEA226. MEA214 is equivalent to MEA229.

Module 14 Propulsion

14.1 Turbine Engines 2 MEA227D, MEA224C MEA211, MEA213


14.2 Engine Indicating Systems 2 MEA224C MEA213 MEA213 is a higher standard than MEA224.

14.3 Starting and Ignition Systems 2 Missed MEA203 Module 50 Principles of Armament 50.1 Essential principles of Armament

Propellants, explosives, loading/unloading, weapons 1 N/A DEFEO101, MEA310 + Type Course

Missile guidance 1 N/A Storing, assembling 1 N/A Module 51 Weapons Systems 51.1 Weapons stores system Weapon and stores release, fire and jettison stores 3 N/A

Weapon control, designating and acquiring a target 2 N/A MEA215, MEA220, MEA278, MEA280 + Type

Annex C

Course

Module 52 Operational Attack Systems

Attack System Management 2 N/A

MEA215, MEA220, MEA278, MEA280 + Type Course

Operational attack functions 2 N/A


Cross-technical attack functions 2 N/A


Module 53 Surveillance and Electronic Warfare Surveillance 2 N/A MEA220, MEA280 + Type Course Image recording 2 N/A MEA220, MEA280 + Type Course Electronic warfare 1 N/A MEA220, MEA280 + Type Course Module 54 Crew Safety 3 N/A MEA301 + Type Course Module 55 Military communication systems - N/A MEA215 Code Does not meet requirement Partially meets requirement

Annex D

SERVICE TRADES AND ELIGIBILITY FOR EMAR 66 LICENCES

1. EMAR 66 licence syllabi have been mapped against national UoCs (as per the example at Annex B), identifying gaps in training compared to A1/A3; B1.1/B1.3 and B2 licences for the ADF aviation maintenance trades. In turn, the training gaps provide the basis for identifying licence eligibility for the ADF’s aviation trades and the exclusions to be applied to each trades’ licences.

2. Licence eligibility and exclusions are identified in the following section.

Air Force

3. Aircraft trade members are eligible for:

a. an A1 licence at LAC FITT2; with minor exclusions

b. a B1.1 licence, at LAC TECH or more senior rank, but with many exclusions

c. a C licence at CPL TECH.

The specific licence exclusions for aircraft trade members are listed in Appendix 1.

4. Aircraft trade members have no training in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

5. Avionics trade members are eligible for:



c. a B2 licence, at LAC TECH or more senior rank, but with minor exclusions

d. a C licence at CPL TECH

The specific licence exclusions for avionics trade members are listed in Appendix 2.

6. Structures trade members are eligible for:



c. a C licence at CPL TECH, noting that structures personnel are not generally used for the base maintenance CRS function.

Note that structures personnel are generally considered as specialists in the EMAR/DASR frameworks and such personnel are not normally licenced. However, structures personnel are provided with training beyond their trade so that they are employable for flight line activities. The training has been assessed against A and B1.1 licences and the specific licence exclusions are listed in Appendix 3.

7. Structures trade members have no training in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

8. Armament trade members are eligible for:

D-2



c. a B2 licence, at LAC TECH or more senior rank, but with many exclusions

d. a C licence at CPL TECH, noting that armament personnel are not generally used for the base maintenance CRS function.

Note that armament personnel are generally considered as specialists in the EMAR/DASR frameworks and such personnel are not normally licenced. However, armament personnel are provided with training beyond their trade so that they are employable for flight line activities. Additionally, armament personnel’s EO/weapons-specific skills will be addressed by licence extensions.

9. Armament personnel’s training has been assessed against A, B1.1 and B2 licences and the specific licence exclusions are listed in Appendix 4.

10. Life support trade members are eligible for an A1 licence at LAC FITT2 but with many exclusions, as listed in Appendix 5. Members of this trade have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with B1 or B2 licences. As life support personnel are effectively ineligible for B1 or B2 licences they are also ineligible for a C licence. (Life support personnel are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.)

11. Surface finishing trade members are eligible for an A1 licence at LAC FITT2 but with many exclusions, as listed in Appendix 6. Members of this trade have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with B1 or B2 licences. As ASURFIN personnel are effectively ineligible for B1 or B2 licences they are also ineligible for a C licence. (ASLFITT members are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.)

Army

12. ECN 411 (aircraft trade) members are eligible for:

a. an A3 licence at PTE Gr 2; with minor exclusions

b. a B1.3 licence, at PTE Gr 3 or more senior rank, but with many exclusions

c. a C licence at CPL Gr 3 and more senior rank.

13. Selected WO2s are promoted to WO1 and change ECN to ECN 021. No additional training is required for the promotion, therefore the ECN 021 has the same licence entitlements as the ECN411 WO2.

14. The specific licence exclusions for ECN 411 trade members are listed in Appendix 7.

15. ECN 412 (avionics trade) members are eligible for:


D-3


c. a B2 licence, at CPL Gr 3 or more senior rank, but with minor exclusions

d. a C licence at CPL Gr 3 and more senior rank.

16. Selected WO2s are promoted to WO1 and change ECN to ECN 021. No additional training is required for the promotion, therefore the ECN 021 has the same licence entitlements as the ECN412 WO2.

17. The specific licence exclusions for ECN 412 trade members are listed in Appendix 8.

18. ECN 153 (structures trade) members are eligible for:



c. a C licence at CPL Gr 3, noting that structures personnel are not generally used for the base maintenance CRS function.

Note that ECN 153 personnel are generally considered as specialists in the EMAR/DASR frameworks and such personnel are not normally licenced. However, ECN 153 personnel are provided with training beyond their trade so that they are employable for flight line activities.

19. Structures trade members have no training in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences

20. ECN153 training has been assessed against A3 and B1.3 licences and the specific licence exclusions are listed in Appendix 9.

21. ECN 154 (life support trade) members are eligible for an A3 licence at PTE Gr 2, but with many exclusions, as listed in Appendix 10. Members of this trade have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with B1.3 or B2 licences. As ECN 154 personnel are effectively ECN 154 personnel are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.)

Navy

22. ATA (aircraft trade) members are eligible for:

a. an A3 licence at AB rank; with minor exclusions

b. a B1.3 licence, at AB SG2 or more senior rank, but with many exclusions

c. a C licence at LS SG 3 and more senior rank

23. The specific licence exclusions for ATA trade members are listed in Appendix 9.

24. ATV (avionics trade) members are eligible for:

a. an A3 licence at AB rank; with minor exclusions

D-4

b. B1.3 at AB SG2 or more senior rank, but with many exclusions

c. a B2 licence at AB SG2 or more senior rank, but with minor exclusions

d. a C licence at LS SG 3 and more senior rank

25. The specific licence exclusions for ATV trade members are listed in Appendix 10.

Appendices: 1. Licence exclusions for Air Force Aircraft trade (ATECH) 2. Licence exclusions for Air Force Avionics trade (AVTECH) 3. Licence exclusions for Air Force Structures trade (ASTTECH) 4. Licence exclusions for Air Force Armament trade (ARMTECH) 5. Licence exclusions for Air Force Life Support trade (ALSFITT) 6. Licence exclusions for Air Force Aircraft Surface Finisher trade (ASURFIN) 7. Licence exclusions for Army Aircraft trade (ECN411) 8. Licence exclusions for Army Avionics trade (ECN 412) 9. Licence exclusions for Army Structures trade (ECN 153) 10. Licence exclusions for Army Life Support trade (ECN 154) 11. Licence exclusions for Navy Aircraft trade (ATA) 12. Licence exclusions for Navy Avionics trade (ATV)

Appendix 1

AIR FORCE AIRCRAFT TRADE LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 licences for Air Force aircraft trade members.

A licence

2. Aircraft trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 - LACTECH: electrical; avionics; oxygen; air operations17; weapons; surveillance

b. CPL TECH and more senior ranks: electrical; avionics; oxygen; weapons; surveillance;

B1.1 licence

3. B1.1 licences have different experience, skills and knowledge requirements compared to A licences. These requirements result in the following licence exclusions:

a. LAC FITT2 - LACTECH: electrical; avionics; fibre optics, welding and brazing; weight and balance, dye penetrant NDT, complex unserviceabilities18, advanced maintenance procedures19, elements of human factors and aviation legislation, oxygen, lighting, weapons and electrical aspects of:

(1) air conditioning and cabin pressurisation

(2) fire protection

(3) fuel systems

(4) hydraulics

(5) ice and rain protection

(6) landing gear

b. CPL TECH – as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course.

17 Air operations refers to the Operating authority’s responsibilities for continuing airworthiness (syllabus element 10.4); understanding DASRs 21 and M (syllabus element 10.6) and awareness of related airworthiness requirements such as Airworthiness Directives, Service Bulletins etc (syllabus element 10.7) 18 Syllabus element 7.19 (Abnormal events) refers 19 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 1

c. SGT TECH and more senior – as per para 3.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course.

B2 licence

4. Aircraft trade members are not trained in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

C licence

5. ATECHs who have held a B1.1 licence for three years are eligible for a C licence.

Appendix 2

AIR FORCE AVIONICS TRADE LICENCE EXCLUSIONS

4. This appendix details the exclusions relating to DASR 66 licences for Air Force avionics trade members.

A licence

5. Avionics trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 - LACTECH: engines; propellers; structures; air operations; weapons

b. CPL TECH and more senior ranks: engines; propellers; structures; weapons.

B1.1 licence


a. LAC FITT2 - LACTECH: fibre optics20, composites, bearings, transmissions, welding and brazing; weight and balance, NDT, complex unserviceabilities21, advanced maintenance procedures22, elements of human factors and aviation legislation, structural repairs, engines; propellers; weapons and mechanical aspects of:

(1). air conditioning and cabin pressurisation

(2). fire protection

(3). flight controls

(4). fuel systems

(5). hydraulics

(6). ice and rain protection

(7). landing gear

(8). pneumatics

(9). water and waste

b. CPL TECH – as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of

20 Some AVTECHs have completed the Navy Fibre Optic Repair course and have proficiency P001046 21 Syllabus element 7.19 (Abnormal events) refers 22 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 2

aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course

c. SGT TECH and more senior – as per para 3.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course.

B2 Licence

4. RAAF avionics training aligns closely to the B2 licence syllabus, therefore only minor exclusions are required, as follows:

a. LAC FITT2 – LACTECH - welding and brazing, aircraft weight and balance, elements of human factors, aviation legislation and weapons

b. CPL TECH – as per para 4.a, except that the human factors and some elements of aviation legislation exclusions are lifted

c. SGT TECH and more senior – all exclusions are lifted.

C licence

5. AVTECHs who have held a B1.1 and/or a B2 licence for three years are eligible for a C licence.

Appendix 3

AIR FORCE STRUCTURES TRADE LICENCE EXCLUSIONS

1. Maintenance undertaken by structures trade personnel is considered as ‘specialist’ maintenance under the EMAR/DASR frameworks and therefore trade members do not require licences. However, structures personnel receive beyond-trade training to enable them to provide flight line maintenance. Accordingly, the eligibility of structures trade personnel for A licences has been identified and, for completeness, their eligibility for B and C licences has been assessed.

A licence

2. Structures trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 - CPL: electrical; avionics; abnormal events; air operations; hydraulics and pneumatics23; fire protection; oxygen; lighting; engines; propellers; weapons; surveillance

b. SGT and more senior ranks: electrical; avionics; hydraulics and pneumatics24; fire protection; oxygen; lighting; engines; propellers; weapons; surveillance.

B1.1 licence


a. LAC FITT2 - LACTECH: electrical systems, avionics, engines, weight and balance, many aspects of disassembly, inspection, repair and assembly techniques25, complex unserviceabilities26, advanced maintenance procedures27, elements of human factors, aviation legislation, ice and rain protection, lighting, oxygen, fire protection, some aspects of propeller maintenance, weapons and electrical and/or mechanical aspects of:

(1). Air Conditioning and Cabin Pressurisation


(3). Equipment and Furnishings

(4). fuel systems

(5). hydraulics

(6). landing gear

23 Structures trade can undertake R&I of these two systems 24 Structures trade can undertake R&I of these two systems 25 Syllabus element 7.18 refers 26 Syllabus element 7.19 (Abnormal events) refers 27 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 3

(7). pneumatics


d. CPL TECH – as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course

b. SGT TECH and more senior – as per para 3.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course

B2 licence

4. ASTTECHs trade members are not trained in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

C licence

5. ASTTECHs who have held a B1.1 licence for three years are eligible for a C licence.

Appendix 4

AIR FORCE ARMAMENTS TRADE LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 licences for Air Force armaments trade members.

A licence

2. Armaments trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 – LAC TECH: transmissions; oxygen; abnormal events; instruments; avionics; air operations; cabin and info systems; engines; propellers; surveillance; recording

b. CPL: transmissions; oxygen; instruments; avionics; air operations; cabin and info systems; engines; propellers; surveillance; recording

c. SGT and more senior ranks: transmissions; oxygen; instruments; avionics; cabin and info systems; engines; propellers; surveillance; recording.

B1.1 licence


a. LAC FITT2 – LACTECH: transmissions; welding and brazing; weight and balance; NDT; complex unservicabilities; advanced maintenance procedures; elements of human factors and aviation legislation; oxygen; advanced avionics; structural repairs, engines; propellers and mechanical aspects of:




(4). fuel systems

(5). hydraulics


(7). landing gear

(8). pneumatics


b. CPL TECH – as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of

Appendix 4

aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course

c. SGT TECH and more senior ranks – as per para 3.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course.

B2 licence

4. The B2 licence requirements result in the following exclusions:

a. LAC FITT2 – LACTECH: fibre optics; welding and brazing; weight and balance; NDT; complex unservicabilities; advanced maintenance procedures; elements of human factors and aviation legislation; structures; advanced avionics; oxygen; engine control and monitoring; military communications; integrated modular avionics; cabin systems; information systems, elements of on board maintenance systems, weapons control, attack functions28 and non-electrical elements of:



(3). fuel systems

(4). hydraulic power


(6). landing gear

(7). pneumatic and vacuum

(8). cabin systems

d. CPL TECH – as per para 4.a except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course

b. SGT TECH and more senior ranks – as per para 4.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course.

C licence

5. ARMTECHs who have held a B1.1 and/or B2 licence for three years are eligible for a C licence.

28 Missing elements are:

on board maintenance systems - missing structures monitoring weapons control – missing target designation & acquisition attack functions - missing navigation, flight management and missing tactical situation awareness elements

Appendix 5

AIR FORCE LIFE SUPPORT TRADE LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 A licences for Air Force life support trade members.

2. Life support trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 – LAC TECH: electrical; transmissions; abnormal events; air operations; structures; instruments; avionics; oxygen; landing gear; cabin and info systems; engines; propellers; weapons; surveillance

b. CPL: electrical; transmissions; abnormal events; structures; instruments; avionics; oxygen; landing gear; cabin and info systems; engines; propellers; weapons; surveillance

c. SGT and more senior ranks: electrical; transmissions; air operations; structures; instruments; avionics; oxygen; landing gear; cabin and info systems; engines; propellers; weapons; surveillance.

3. Life support trade members have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with such licences. As they are effectively ineligible for B1 or B2 licences they are also ineligible for a C licence. (Life support personnel are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.)

Appendix 6

AIR FORCE SURFACE FINISHER TRADE LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 A licences for Air Force aircraft surface finisher trade members.

2. Aircraft surface finisher trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. LAC FITT2 – LAC TECH: electrical; transmissions; abnormal events; air operations; structures; instruments; avionics; oxygen; landing gear; cabin and info systems; engines; propellers; weapons; surveillance

b. CPL and more senior ranks: electrical; transmissions; abnormal events; structures; instruments; avionics; oxygen; landing gear; cabin and info systems; engines; propellers; weapons; surveillance.

3. Surface finishers have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with such licences. As they are effectively ineligible for B1 or B2 licences they are also ineligible for a C licence. (Surface finishers trade personnel are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.)

Appendix 7

ARMY ECN 411 (AIRCRAFT TRADE) LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 licences for Army ECN 411 trade members.

A 3 licence

2. ECN 411 trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. PTE Gr 2 – PTE Gr 3: electrical; avionics; structures; air operations29; weapons; surveillance

b. CPL Gr 4 and more senior ranks: avionics; structures; weapons; surveillance

B1.3 licence


a. PTE Gr 2 – PTE Gr 3: electrical; avionics; fibre optics, welding and brazing; weight and balance, dye penetrant NDT, complex unserviceabilities30, advanced maintenance procedures31, elements of human factors and aviation legislation, lighting, structures; weapons and electrical aspects of:


(2) fire protection

(3) fuel systems

(4) hydraulics


(6) landing gear

b. CPL Gr 3: as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of Sub 4 course

c. SGT Gr 5 and more senior ranks: as per para 3.b, except that the exclusions for electrical and advanced maintenance procedures are removed as a consequence of completion of Sub 4 course.


Appendix 7

B2 licence

4. ECN 411 trade members are not trained in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

C licence

5. ECN 411s who have held a B1.1 licence for three years are eligible for a C licence

Appendix 8

ARMY ECN 412 (AVIONICS TRADE) LICENCE EXCLUSIONS


A3 licence


a. PTE Gr 2 – PTE Gr 3: engines; blade vibration analysis; structures; air operations32

b. CPL Gr 4 and more senior ranks: engines; blade vibration analysis; structures.

B1.3 licence

3. B1.3 licences have different experience, skills and knowledge requirements compared to A licences. These requirements result in the following licence exclusions

a. PTE Gr 2 – PTE Gr 3: fibre optics33, composites, bearings, transmissions, welding and brazing; weight and balance, NDT, complex unserviceabilities34, advanced maintenance procedures35, elements of human factors and aviation legislation, structural repairs, engines; weapons and mechanical aspects of:

(1). air conditioning



(4). fuel systems

(5). hydraulics


(7). landing gear

(8). pneumatics

b. CPL Gr 3: as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of

32 Air operations refers to the Operating authority’s responsibilities for continuing airworthiness (syllabus element 10.4); understanding DASRs 21 and M (syllabus element 10.6) and awareness of related airworthiness requirements such as Airworthiness Directives, Service Bulletins etc (syllabus element 10.7) 33 Some ECN 412s complete the Navy Fibre Optic Repair course and have proficiency P001046 34 Syllabus element 7.19 (Abnormal events) refers 35 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 8

aviation legislation are removed as a consequence of completion of the Sub 4 course.

c. SGT Gr 5 and more senior ranks: as per para 3.b, except that the exclusion for advanced maintenance procedures are removed as a consequence of completion of Sub 4 course.

B2 licence

6. ECN 412 training aligns closely to the B2 licence syllabus, therefore only minor exclusions are required, as follows:

d. PTE Gr 2 – PTE Gr 3: welding and brazing, aircraft weight and balance, elements of human factors, aviation legislation and weapons

e. CPL Gr 3 – as per para 4.a, except that the human factors and some elements of aviation legislation exclusions are lifted

f. SGT Gr 5 and more senior – all exclusions are lifted except welding and brazing, aircraft weight and balance.

C licence

4. ECNs 412s who have held a B1.3 and/or a B2 licence for three years are eligible for a C licence.

Appendix 9

ARMY ECN 153 (STRUCTURES TRADE) LICENCE EXCLUSIONS


A 3 licence

2. ECN 153 members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. PTE - CPL: electrical; avionics; engines; abnormal events; air operations; flight control systems; weapons; surveillance and non-mechanical aspects of:

(1). air conditioning control systems


(3). fuel systems

(4). hydraulics and pneumatics36


b. SGT and more senior ranks: as per para 2.a except that the exclusion sor abnormal events and air operations are removed.

B1.3 licence


a. PTE Gr 1 – PTE Gr 3: electrical systems, avionics, engines, weight and balance, many aspects of disassembly, inspection, repair and assembly techniques37, complex unserviceabilities38, advanced maintenance procedures39, elements of human factors, aviation legislation, ice and rain protection, lighting, oxygen, fire protection, some aspects of propeller maintenance, weapons and electrical and/or mechanical aspects of:



(3). equipment and furnishings

(4). fuel systems

(5). hydraulics 36 Structures trade can undertake R&I of these two systems 37 Syllabus element 7.18 refers 38 Syllabus element 7.19 (Abnormal events) refers 39 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 9

(6). landing gear

(7). pneumatics


e. CPL– as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of the Trade Principles Supervisor course

c. SGT and more senior – as per para 3.b, except that the exclusions at CPL level are removed as a consequence of completion of the SNCO Technical Manager course

B2 licence

4. ECN 153 trade members are not trained in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

C licence

5. ECN 153 trade members who have held a B1.3 licence for three years are eligible for a C licence.

Appendix 10

ARMY ECN 154 (LIFE SUPPORT TRADE) LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 A licences for ECN 154 trade members.

2. ECN 154 trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

d. PTE Gr 1 – PTE Gr 3: electrical; transmissions; abnormal events; air operations; structures; instruments; avionics; landing gear; cabin and info systems; engines; weapons; surveillance

e. CPL Gr 4 and more senior ranks: electrical; transmissions; abnormal events; structures; instruments; avionics; landing gear; cabin and info systems; engines; surveillance

3. ECN 154 trade members have no training in so many B1 and B2 syllabi elements that there would be no purpose in issuing them with such licences. As they are effectively ineligible for B1 or B2 licences they are also ineligible for a C licence. (Life support personnel are not normally used to release aircraft from maintenance following base maintenance, so their ineligibility for a C licence will have no practical consequence.

Appendix 11

NAVY ATA (AIRCRAFT TRADE) LICENCE EXCLUSIONS

1. This appendix details the exclusions relating to DASR 66 licences for Navy ATA trade members.

A 3 licence

2. ATA trade members are missing a range of syllabus elements which result in licence exclusions for the following systems:

a. SMN - AB: electrical; avionics; air operations40; weapons; surveillance

b. LS and more senior ranks: avionics; weapons; surveillance

B1.3 licence


a. SMN – AB SG2: electrical; avionics; fibre optics, welding and brazing; weight and balance, dye penetrant NDT, complex unserviceabilities41, advanced maintenance procedures42, elements of human factors and aviation legislation, lighting, weapons and electrical aspects of:


(2) fire protection

(3) fuel systems

(4) hydraulics


(6) landing gear

b. LS SG 4: as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of LS ATT course

c. PO SG 5 and more senior ranks: as per para 3.b, except that the exclusions for electrical; the mechanical systems listed in para 3.a(1) – (6); and advanced maintenance procedures are removed as a consequence of completion of CPO ATT course.


Appendix 11

B2 licence

4. ATA trade members are not trained in so many B2 syllabus elements that there would be no purpose in issuing them with B2 licences.

C licence

5. ATAs who have held a B1.1 licence for three years are eligible for a C licence

Appendix 12

NAVY ATV (AVIONICS TRADE) LICENCE EXCLUSIONS

A3 licence


a. SMN – AB SG 2: engines; blade vibration analysis; structures; air operations43

b. LS SG 3 and more senior ranks: engines; blade vibration analysis; structures.

B1.3 licence

2. B1.3 licences have different experience, skills and knowledge requirements compared to A licences. These requirements result in the following licence exclusions

a. SMN – AB SG 2: fibre optics44, composites, bearings, transmissions, welding and brazing; weight and balance, NDT, complex unserviceabilities45, advanced maintenance procedures46, elements of human factors and aviation legislation, structural repairs, engines; weapons and mechanical aspects of:

(1). air conditioning



(4). fuel systems

(5). hydraulics


(7). landing gear

(8). pneumatics

b. LS SG 4: as per para 3.a, except that the exclusions for complex unserviceabilities, some elements of human factors and most elements of aviation legislation are removed as a consequence of completion of the PO ATT course.

43 Air operations refers to the Operating authority’s responsibilities for continuing airworthiness (syllabus element 10.4); understanding DASRs 21 and M (syllabus element 10.6) and awareness of related airworthiness requirements such as Airworthiness Directives, Service Bulletins etc (syllabus element 10.7) 44 Some ECN 412s complete the Navy Fibre Optic Repair course and have proficiency P001046 45 Syllabus element 7.19 (Abnormal events) refers 46 Syllabus element 7.20 (Maintenance Procedures) refers

Appendix 12

c. PO SG 5 and more senior ranks: as per para 3.b, except that the exclusions for the mechanical systems listed in para 2.a (1) – (8); advanced maintenance procedures are removed as a consequence of completion of CPO ATT course.

B2 licence

3. ATV training aligns closely to the B2 licence syllabus, therefore only minor exclusions are required, as follows:

a. SMN – AB SG 2: welding and brazing, aircraft weight and balance, elements of human factors, aviation legislation and weapons

b. LS SG 3: – as per para 4.a, except that the human factors and some elements of aviation legislation exclusions are lifted

c. PO SG 4 and more senior – all exclusions are lifted except welding and brazing, aircraft weight and balance.

C licence

4. ATVs who have held a B1.3 and/or a B2 licence for three years are eligible for a C licence.

Annex E

DRAFT CONTRACTOR WORKFORCE LICENCING PROCESS

1. Licence issuing Authority/ies can extract qualification, training and experience information from PMKeyS to assist in preparing licences for eligible ADF maintenance personnel. However, there is no equivalent data repository for contractor personnel. Accordingly, the following draft process for issuing licences to contractor staff assumes that contractor DASR 145 organisations will identify which of their staff require licences – it is likely that the organisations will seek to restrain their labour costs by restricting the number of licence holders to the minimum necessary to conduct their business.

Individual is ex-ADF

2. Is the individual post-TTR (Technical Trade Re-structure) trade trained, but not a specialist trade as defined in Annex A, ie is the individual an Aircraft Technician, not an Engine Fitter; an Avionics Technician, not an Instrument Fitter etc?

a. Yes. In this case the individual uses the licence equivalence paper (U6916516) to identify the licence(s) for which the individual is eligible. The individual applies to the relevant licence issuing Authority, through the DASR 145 Responsible Manager, for the licence(s), with the application identifying which exclusion(s) and extension(s) apply to the licence. Evidence supporting exclusion removal or extension addition is to be included with the application. The individual uses DASR Form 19 when applying for the licence(s).

b. No. In this case the individual discharged from the ADF prior to TTR (ie before 1996) and was trained in a single trade (Instrument Fitter, Airframe Fitter etc); therefore the equivalence paper and associated exclusions does not apply. The individual applies, through the DASR 145 Responsible Manager, to the relevant licence issuing Authority for the licence(s) for which the individual considers himself or herself to be eligible. The individual is to demonstrate which Aeroskills competencies have been achieved and the associated system(s) which should be excluded from, or added to the licence(s). As the individual’s training was not competency based, an acceptable means of demonstrating which Aeroskills competencies have been achieved is set out in annex B. The individual uses DASR Form 19 when applying for the licence(s).

Individual undertook Aeroskills training at a civilian RTO (ie not ex-ADF)

3. Does the individual hold an approved licence47?

a. Yes. In this case the individual forwards a certified true copy of the civilian licence and associated exclusions/extensions through the DASR 145 Responsible Manager to the relevant licence issuing Authority. The licence

47 As at March 2016, licences issued iaw EASA/EMAR/CASA Pt 66 are recognised as approved licences. This list of approved licencing Authorities is expected to increase as other nations adopt EASA/EMAR regulations

Annex A

and associated exclusions/extensions are accepted by the Authority and no further action is required, other than the Authority creating an appropriate record and advising the individual and the DASR 145 organisation that the licence has been accepted. Once the DASR 145 organisation has received this advice the organisation can authorise the individual to issue CRS iaw the scope of the licence(s).

b. No. Go to para 4.

4. Does the individual have an Aeroskills qualification or Statement of Attainment?

a. Yes, full qualification held. Individual applies for licence(s) iaw para 2.a

b. Yes, SOA held. The individual applies, through the DASR 145 Responsible Manager, to the relevant licence issuing Authority for the licence(s) for which the individual considers himself or herself to be eligible. The individual is to demonstrate which Aeroskills competencies have been achieved and the associated system(s) which should be excluded from, or added to the licence(s). The individual uses DASR Form 19 when applying for the licence(s).

5. The individual holds a non-Aeroskills qualification or Statement of Attainment

a. Individuals who hold a non-Aeroskills, Australian qualification/ Statement of Attainment are not eligible for a licence for on-aircraft maintenance, but they may be suitable and licenced for off-aircraft maintenance, noting that such individuals must hold the Aeroskills UoCs listed in annex C. The individual applies as per para 4.b.

The individual holds a non-Australian qualification.

6. State and Territory Vocational and Education Training Boards are responsible for assessing the equivalence of qualifications issued overseas to Australian qualifications. However, the Training Boards only have access to a restricted amount of information on non-Australian training courses. Consequently, the quality of these assessments is variable.

7. The individual is to apply, through the DASR 145 Responsible Manager, to the relevant licence issuing Authority for the licence(s) for which the individual considers himself or herself to be eligible. The individual is to demonstrate which Aeroskills competencies have been achieved and the associated system(s) which should be excluded from, or added to the licence(s). An acceptable means of demonstrating which Aeroskills competencies have been achieved is set out in annex B. The individual is to use DASR Form 19 when applying for the licence(s).

Licence Authority’s actions

8. For individuals other than those who have an approved licence (ie iaw para 3.a), the Authority is to identify the licence(s) and exclusion/extensions for which an

Annex A

individual is eligible, raise the licence (including any exclusions and extensions and issue the licence to the DASR 145 Responsible Manager. The DASR 145 organisation can then authorise the individual to issue CRS iaw the scope of the licence(s).

Appendices: 1. Specialist Trades 2. Acceptable Means of Compliance for demonstrating competency

achievement 3. Mandatory Aeroskills competencies

Appendix 1

SPECIALIST TRADES 1. Prior to the Technical Trade Re-structure, the ADF employed a range of aviation technical personnel in specialist trades. These specialist trades were:

a. Aircraft Life Support Fitters/Safety Equipment Workers

b. Aircraft Surface Finishers

c. Armament Technicians

d. Non-Destructive Testing technicians

e. Electroplaters

f. Metal Machinists

g. Aircraft Welders.

2. Individuals recruited from the trades listed in para 1 and whose current work uses those trade skills do not require a licence to undertake their work, as they do not sign a Certificate of Release to Service (CRS) following their work. For example, if a component must be electroplated as part of an overhaul servicing, the ex-ADF Electroplater will carry out the required electroplating, but the component’s CRS will be signed by a B1 licence holder when the entire overhaul servicing has been completed.

Appendix 2

ACCEPTABLE MEANS OF COMPLIANCE FOR DEMONSTRATING COMPETENCY ACHIEVEMENT 1. There are two Acceptable Means of Compliance for demonstrating competency achievement:

The individual can undertake a Recognition of Prior Learning assessment at a DASR/CASA 147 Maintenance Training Organisation, or

The AMO may undertake an internal assessment to achieve the same outcome as previous point. This option should only be used for aviation tradespersons who hold Australian aviation-related qualifications issued prior to the introduction of the Aeroskills Training Package. If this option is chosen:

o the Responsible Manager, or delegate, is to undertake a risk assessment of the process, using AS/NZS ISO 31000 or equivalent. The intent of the risk assessment is to identify airworthiness safety-related consequence(s) if incorrect competency assessments are made.

o the risk assessment process is to documented, or referenced in the MOE.

o the competencies are to be assessed against the Aeroskills Training Package and the assessments are to be made by:

an assessor who holds the Aeroskills unit(s) of competence being assessed and the TAEASSL101B, TAEASSL102B and TAEASSL10CB competency units from the TAE Training Package, or

a team comprising of an individual who holds the Aeroskills unit(s) of competence being assessed working in conjunction with an individual who holds the TAEASSL101B, TAEASSL102B and TAEASSL10CB competency units from the TAE Training Package.

o the assessment outcomes are to be documented in records held by the AMO

o the Responsible Manager is to be responsible for the correct identification of the individual’s competency assessments.

Appendix 3

MANDATORY AEROSKILLS COMPETENCIES 1. Technical tradespeople without an aviation trade qualification may be suitable to sign a Certificate of Release to Service following component maintenance. However, to ensure safety is not compromised, such individuals are required to achieve a number of Aeroskills competencies if they are to be issued with a licence.

2. The following Table lists some non-aviation technical trade qualifications held by individuals who the DASR 145 organisation may wish to employ. The first and second columns of the table indicate task types and associated suitable trade qualifications. The third column details the Aeroskills units of competence which are mandatory if the individual is to be issued with a licence. This list is not exhaustive, DASR 145 organisations may propose alternative qualifications, together with suggested Aeroskills bridging units for the relevant licencing Authority’s consideration.

3. An application for a licence is to include certified true copies of:

a. the individual’s trade qualification, and

b. a Registered Training Organisation-issued Statement of Attainment listing the Aeroskills competency units.

Inherent Nature of Task Qualification Aeroskills Bridging Units Electrical system components Certificate III Electro-

technology Assembly and Servicing

MEA101, MEA103,MEA105, MEA107,MEA109, MEA260

Electronic system components

Certificate III Electro-technology Communications Certificate III Electro-technology Scanning Certificate III Electro-technology Entertainment and Servicing Certificate III Electro-technology Instrumentation Certificate IV Electro-technology Communications Certificate IV Electro-technology Radar Systems Certificate IV Electro-technology Entertainment and Servicing


Instruments and Displays Certificate III Electro-technology Instrumentation


Appendix 3

Radio and Microwave Frequency system components

Certificate III Electro-technology Communications Certificate III Electro-technology Scanning Certificate III Electro-technology Entertainment and Servicing Certificate IV Electro-technology Communications Certificate IV Electro-technology Radar Systems

MEA101, MEA103, MEA105, MEA107, MEA109, MEA260

Fuel system components Certificate III in Automotive (Mechanical – Heavy Vehicle Earth Moving) Certificate III in Automotive (Mechanical – Light Vehicle)Marine Engineer Marine Engineer Driver Class 1 Marine Engineer Driver Class 2

MEA101, MEA103, MEA105, MEA107, MEA109, MEA327 or MEA328

Hydraulic system components

Certificate III in Automotive (Mechanical – Heavy Vehicle Earth Moving) Certificate III in Automotive (Mechanical – Heavy Vehicle Agriculture) Certificate III in Automotive (Mechanical – Heavy Vehicle Mobile Equipment Plant) Marine Engineer Marine Engineer Driver Class 1


Appendix 3

Pneumatic system components

Certificate III in Automotive (Mechanical – Heavy Vehicle Earth Moving) Certificate III in Automotive (Mechanical – Heavy Vehicle Road Transport) Certificate III in Automotive (Mechanical – Heavy Vehicle Agriculture) Certificate III in Automotive (Mechanical – Heavy Vehicle Mobile Equipment Plant) Marine Engineer Marine Engineer Driver Class 1 Marine Engineer Driver Class 2

MEA101, MEA103, MEA105, MEA107, MEA109, MEA327 or MEA328 If the authorisation is to cover the sealed section of Vapour Cycle Air-conditioning systems then unit MEA362 must also be held

Mechanical system components

Certificate III in Automotive (Mechanical – Heavy Vehicle Earth Moving) Certificate III in Automotive (Mechanical – Heavy Vehicle Road Transport) Certificate III in Automotive (Mechanical – Heavy Vehicle Agriculture) Certificate III in Automotive (Mechanical – Heavy Vehicle Mobile Equipment Plant) Certificate III in Automotive (Mechanical – Light Vehicle) Marine Engineer Marine Engineer Driver Class 1 Marine Engineer Driver Class 2 Certificate III in Marine (Mechanics)


Composite (Non – metallic composite maintenance only)

Certificate IV in Polymer Technology


Fabric manufacture/repairs Certificate III Automotive (Vehicle Body Trimming)


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