{"id":"F2005B00943","name":"Civil Aviation Amendment Order (No. R91) 2004 - Civil Aviation Order 100.95 - Administration & procedure - Aircraft maintenance engineer licences - Category instruments (12/12/2004)","slug":"civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":32341,"registerId":"commonwealth-F2005B00943-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"Civil Aviation Amendment Order (No. R91) 2004 - Civil Aviation Order 100.95 - Administration & procedure - Aircraft maintenance engineer licences - Category instruments (12/12/2004)","content":"Civil Aviation Amendment Order\n\n(No. R91) 2004\n\nI, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, issue the following Civil Aviation Order under regulation 31 of the Civil Aviation Regulations 1988.\n\n\\[Signed Bruce Byron\\]\n\nBruce Byron\n\nDirector of Aviation Safety and\n\nChief Executive Officer\n\n12 December 2004\n\n\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\n\n1 Name of Order\n\nThis Order is the Civil Aviation Amendment Order (No. R91) 2004.\n\n2 Commencement\n\nThis Order commences on gazettal.\n\n3 Replacement of section 100.95 of the Civil Aviation Orders\n\nSection 100.95 of the Civil Aviation Orders is omitted and a new section substituted as set out in Schedule 1.\n\nSchedule 1 Substitution of section 100.95 of the Civil Aviation Orders\n\nSECTION 100.95\n\nADMINISTRATION AND PROCEDURE — AIRCRAFT MAINTENANCE ENGINEER LICENCES — CATEGORY INSTRUMENTS\n\n1 APPLICATION\n\n1.1 Except where otherwise approved or directed by CASA, this section of the CAOs applies to the requirements for the grant of an aircraft maintenance engineer licence in category instruments and for the grant of additional ratings to a licence in this category.\n\n1.2 This section of the CAOs is to be read in conjunction with the current issue of CAO section 100.90 and AAC 9-95.\n\n2 DEFINITIONS\n\nTerms and abbreviations used in this section are detailed in CAO section 100.90, but in addition:\n\nsingle axis autopilot means a system which controls an aircraft about a single axis (usually roll) and may be radio coupled.\n\nmulti axis autopilot means a system which controls an aircraft about the:\n\n    (a) roll and pitch axis; or\n    (b) roll, pitch and yaw axis;\n\nand, in addition, either (a) or (b) may have automatic pitch trim, radio coupling or be associated with a Flight Director System.\n\ndigital system means a system where the components of the system employ digital techniques and are interconnected via a data bus.\n\ndata bus means the hardware required to carry digital information between digital information processing components within the system.\n\n3 RATINGS\n\nCategory instruments is classified into the following ratings:\n\nGroup 1 All general instruments systems not classified in Groups 3 to 20 inclusive.\n\nGroup 3 Autopilots/Flight Directors — single axis other than Group 20.\n\nGroup 5 Autopilots/Flight Directors — multiple axis other than Group 20.\n\nGroup 7 Autopilots/Flight Directors — helicopters other than Group 20.\n\nGroup 8 Remote indicating compass systems other than Group 20.\n\nGroup 9 Inertial navigation and reference systems other than Group 20.\n\nGroup 10 Pressurisation systems other than Group 20.\n\nGroup 20 Instrument systems in aeroplanes powered by turbojet/turbofan engines, or pressurised and of MTOW greater than 8 000 kg as listed in AAC 9-95; or\n\nInstrument systems in helicopters which require a stabilisation system as a condition of safe flight or as specified by CASA and listed in AAC 9-95; or\n\nAircraft listed in AAC 9-95 deemed by CASA to be of an unusual design requiring specialised maintenance techniques.\n\n4 LICENCE RATINGS AND FORM OF ENDORSEMENT\n\n4.1 Ratings specifying the groups of instruments and instrument systems and/or the specific aircraft type or series for which the privileges of the licence may be exercised must be endorsed on the licence.\n\n4.2 Applicants who comply with the experience and examination requirements of subsections 5 and 6 of this section may be granted the appropriate rating, subject to the conditions specified at paragraphs 4.3 and 4.4.\n\n4.3 Applicants for a Group 3, 5, 7, 8, 9 and 10 rating must hold a Group 1 rating.\n\n4.4 A separate rating in Group 20 is required for each aircraft listed in AAC 9-95.\n\n4.5 Endorsement of ratings must take the following form:\n\nAircraft General Instruments Group 1\n\nAutopilots/Flight Directors – Single Axis Group 3\n\nAutopilots/Flight Directors – Multi Axis Group 5\n\nAutopilots/Flight Directors – Helicopters Group 7\n\nRemote Indicating Compass Systems Group 8\n\nInertial Navigation and Reference Systems Group 9\n\nPressurisation Systems Group 10\n\n\\* . . . . . . . . . . . . . . Group 20\n\n\\* (The appropriate aircraft type or series description as listed in AAC 9‑95 is inserted in the space.)\n\n5 EXPERIENCE REQUIREMENTS FOR EXAMINATIONS, GRANT OF A LICENCE OR ENDORSEMENT OF A RATING\n\n5.1 There are no work experience requirements to be met prior to sitting any examination.\n\n5.2 Successful completion of a relevant training course acceptable to CASA will be required for all aircraft classified in Group 20, with the exceptions specified by CASA and listed in AAC 9-95.\n\n5.3 The minimum experience required for the grant of a licence is 4 years’ aircraft maintenance or aircraft component maintenance including:\n\n    (a) aircraft maintenance experience, consisting of:\n    (i) 2 years’ aircraft maintenance experience in category instruments; or\n    (ii) if a person holds an aircraft maintenance licence that is endorsed with category radio systems or category electrical systems — 1 year’s maintenance experience in category instruments; and\n    (b) practical experience in the group or type for which a rating is sought, to the scope and depth indicated in the relevant Schedule of Experience issued by CASA, or other approved documents.\n\n5.4 For aircraft classified as Group 20 aircraft, practical experience must be specified in a Schedule of Experience compiled by the operator and found acceptable by CASA.\n\n5.5 For the endorsement of additional radio ratings, the minimum experience required is that specified in the relevant Schedule of Experience.\n\n6 EXAMINATION REQUIREMENTS\n\nFor the grant of a licence or endorsement of additional ratings, applicants must pass the relevant examinations as specified by CASA and listed in AAC 9-95.\n\n7 LICENCE RATINGS AND EXAMINATION EQUIVALENCY\n\n7.1 From the effective date of this CAO, ratings granted in accordance with section 100.95 will be deemed to be equivalent to the corresponding ratings listed in AAC 9-95.\n\n7.2 From the effective date of this CAO, examination credits granted in accordance with section 100.95 will be deemed to be equivalent to the examinations listed in AAC 9-95.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This substituted section refines classification, experience and examination mechanics for \"category instruments\" licences and aligns the CAO text with AAC 9‑95, but it does not materially broaden the legal scope of regulated activity. It largely consolidates and clarifies prior arrangements (endorsement format, prerequisites, Group 20 special handling and equivalency to AAC 9‑95) rather than extending regulatory reach beyond the original subject matter of instrument‑category maintenance licences."},"complexity_factors":["Substitution of an entire CAO section (replacement rather than simple amendment)","Multiple cross‑references to other instruments (CAO 100.90 and AAC 9‑95) that contain operative lists and Schedules","Eight named rating groups with one (Group 20) treated as special and linked to separate AAC listings (s.3, s.4.4)","Layered experience rules: a 4‑year baseline plus subgroup requirements and an allowance for reduced time where related endorsements exist (s.5.3)","Conditional training requirement for Group 20 with CASA exceptions listed in AAC 9‑95 (s.5.2)","Operator‑compiled Schedule of Experience requirement for Group 20 with CASA acceptance (s.5.4)","Endorsement formatting prescription for licences (s.4.5)","Equivalency clauses that make ratings and exam credits under this CAO deemed equivalent to entries in AAC 9‑95 (s.7.1–7.2)"],"plain_english_summary":"**What this instrument does (mechanically)\n\n- Replaces the previous Civil Aviation Order (CAO) section 100.95 with a new, stand‑alone set of rules that govern licences and licence endorsements for aircraft maintenance engineers in the \"category instruments\" (see heading and s.1).\n\n- Defines a small number of technical terms used in the section (for example, single axis autopilot, multi axis autopilot, digital system, data bus) so readers know what kinds of systems the ratings cover (s.2).\n\n- Divides the \"category instruments\" licence into named rating groups (Group 1, 3, 5, 7, 8, 9, 10 and Group 20) and describes what each group covers (s.3). Group 20 is a special class that covers certain large turbojet/turbofan aeroplanes, pressurised aeroplanes over 8,000 kg MTOW, certain helicopters that need stabilisation systems, or aircraft of unusual design listed in AAC 9‑95 (s.3).\n\n- Requires licence ratings and the permitted aircraft types or series to be endorsed on the physical licence in a prescribed form (s.4, s.4.5).\n\n- Imposes prerequisites and limits on endorsements: for example, applicants for Groups 3, 5, 7, 8, 9 and 10 must already hold Group 1 (s.4.3), and each Group 20 aircraft requires a separate rating (s.4.4).\n\n- Sets experience requirements for granting a licence or endorsing ratings. The baseline is a minimum of four years' aircraft or component maintenance experience, including specified subcomponents (s.5.3). Practical experience in the particular group or type is required to the scope and depth in a CASA Schedule of Experience (s.5.3(b)). There are no experience prerequisites to sit exams (s.5.1), but Group 20 requires completion of a CASA‑acceptable training course except where specific exceptions apply and are listed in AAC 9‑95 (s.5.2, s.5.4).\n\n- Requires applicants to pass CASA‑specified examinations listed in AAC 9‑95 for grant of a licence or endorsement of additional ratings (s.6).\n\n- Declares that, from the CAO's effective date, ratings and examination credits given under this section are to be treated as equivalent to the corresponding ratings and exams listed in AAC 9‑95 (s.7.1–7.2).\n\n- Links this section to CAO 100.90 and the Administrative Advisory Circular (AAC) 9‑95 — those documents provide cross‑references, schedules of experience and lists of aircraft/types (s.1.2 and multiple other cross‑references).\n\nWho is affected\n\n- Aircraft maintenance engineers seeking a new \"category instruments\" licence or additional endorsements (ratings).\n- Employers/operators who must ensure maintenance staff hold appropriate ratings, meet experience requirements and in some cases complete operator‑compiled Schedules of Experience acceptable to CASA (s.5.4).\n- Training providers who supply CASA‑acceptable Group 20 courses and examination preparation (s.5.2, s.6).\n- CASA (Civil Aviation Safety Authority), which exercises approval, acceptance and listing powers throughout the section (see e.g. ss.1.1, 5.2, 5.4, 7.1–7.2).\n\nWhy it matters (official purpose claim, then practical effects)\n\n- The text operates to clarify which systems fall into which rating groups, what documentary endorsements appear on licences, and the minimum experience and examination steps needed to obtain or add those endorsements. The instrument also formally aligns these CAO provisions with AAC 9‑95 by making ratings and exam credits equivalent to AAC 9‑95 entries (s.7).\n\n- Practical consequences and trade‑offs:\n  - Compliance costs: applicants bear the cost and time of meeting the four‑year experience requirement and passing CASA exams (s.5.3, s.6). Group 20 imposes an additional requirement to complete a CASA‑acceptable training course for most aircraft in that group (s.5.2).\n  - Administrative discretion: CASA decides which training and Schedules of Experience are acceptable, lists aircraft/types in AAC 9‑95, and may approve or direct departures from the section where authorised (ss.1.1, 5.2, 5.4). That concentrates practical decision‑making with the regulator.\n  - Labour‑market effects: limiting certain maintenance privileges to engineers who hold specific endorsements may restrict which firms or individuals can legally perform and sign off on maintenance for high‑specification aircraft (notably Group 20), with flow‑on effects for operators and cost of maintenance.\n  - Substitution effects: the section permits shorter practical experience in instruments where the applicant already holds related licences (for example, an existing radio or electrical systems endorsement reduces one of the instrument experience subcomponents to one year) (s.5.3(a)(ii)). This creates a definable pathway for some engineers to qualify faster.\n  - Record‑keeping and operator burden: for Group 20 aircraft, practical experience must be specified in an operator‑compiled Schedule of Experience acceptable to CASA, which shifts preparation and documentation burden to operators (s.5.4).\n  - Certainty: by prescribing endorsement text and declaring equivalence with AAC 9‑95, the CAO reduces ambiguity about licence appearance and crediting of prior examinations (s.4.5; s.7).\n\nWho pays, who decides, and what behaviour changes\n\n- Who pays: individual applicants and their employers pay for training, time spent gaining qualifying experience, examination fees and any administrative costs to compile Schedules of Experience (see ss.5.1–5.4, s.6).\n- Who decides: CASA determines acceptability of training, Schedules of Experience and exceptions; it also lists the specific aircraft/types and examination requirements in AAC 9‑95 (ss.1.1, 1.2, 5.2, 5.4, 6, 7.1–7.2).\n- Behaviour changes: engineers will plan career paths to meet the four‑year rule and group‑specific practical experience; operators will document experience for Group 20 and secure CASA acceptance; training providers may market CASA‑acceptable Group 20 courses.\n\nImplementation risks and administrative levers\n\n- The CAO relies on AAC 9‑95 and CASA acceptance — effective implementation depends on up‑to‑date AAC listings and timely CASA assessments of training and Schedules of Experience. If AAC 9‑95 or CASA processes lag, applicants or operators may face uncertainty (cross‑references throughout, e.g. ss.1.2, 3, 5.2, 5.4, 6, 7).\n\n- CASA discretion means variable outcomes are possible across applications (ss.1.1, 5.2, 5.4).\n\n(For the statutory text, see the substituted full wording of CAO s.100.95 and the cross‑references to AAC 9‑95.)"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This is a straightforward amendment order replacing section 100.95 of the Civil Aviation Orders. It maintains the established scope of regulating aircraft maintenance engineer licences for instrument categories without significant expansion beyond the original regulatory purpose."},"complexity_factors":["Moderate cross-referencing: Requires reading alongside CAO section 100.90 and AAC 9-95 (external documents not included in text)","Nested prerequisites: Group 20 ratings require individual aircraft type endorsements, and Groups 3, 5, 7, 8, 9, 10 all require Group 1 as prerequisite","Conditional experience requirements: 4-year base requirement with multiple exceptions and reductions (2 years for instruments specifically, or 1 year if holding related licences)","Defined terms section with technical aviation terminology (4 specific definitions plus reference to external definitions)","Multiple document dependencies: References to 'Schedule of Experience' documents issued by CASA and operator-compiled documents for Group 20 aircraft"],"plain_english_summary":"This legislation sets out the rules for getting and maintaining an aircraft maintenance engineer licence specifically for **instrument systems** — the electronic and mechanical equipment that helps pilots fly safely, like autopilots, navigation systems, and pressurisation controls.\n\n**Who it affects:**\n- People who want to become licensed aircraft maintenance engineers specialising in instruments\n- Existing licence holders seeking additional ratings (qualifications for specific aircraft or systems)\n- Employers and training organisations in the aviation maintenance industry\n\n**What it does:**\n- **Creates 10 different rating groups** for instrument systems, ranging from basic general instruments (Group 1) to highly complex systems in large jets and specialised helicopters (Group 20)\n- **Sets out prerequisites:** To get advanced ratings (Groups 3, 5, 7, 8, 9, 10), you must first hold the basic Group 1 rating\n- **Establishes experience requirements:** Generally 4 years of maintenance experience, though this can be reduced if you already hold related licences in radio or electrical systems\n- **Requires examinations:** Applicants must pass CASA-specified exams, with no prior work experience needed to sit them\n- **Defines special rules for complex aircraft:** Group 20 covers large jets, pressurised aircraft over 8 tonnes, and unusual designs — these require specific training courses and tailored practical experience plans approved by CASA\n- **Provides transition rules:** Ensures existing ratings and exam credits remain valid under the new system\n\n**Why it matters:**\nThis ensures that people maintaining critical flight instruments are properly qualified for the complexity of the systems they work on. A mistake with an autopilot or navigation system in a commercial jet could be catastrophic, so the rules create a graduated system where engineers prove competence on simpler systems before advancing to complex ones."}},"importantCases":[],"_links":{"self":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc","history":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc/history","analysis":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc/analysis","conflicts":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc/conflicts","importantCases":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc/important-cases","documents":"/api/acts/civil-aviation-amendment-order-no-r91-2004-civil-aviation-order-100-95-administration-procedure-airc/documents"}}