Frequently asked questions

As set out in paragraph 145.A.30(j)(1) and (2) and Appendix IV to Part 145, the holder of an ICAO licence shall demonstrate that he has acquired the training on human factors and airworthiness regulations detailed in modules 9 and 10 of Appendix I to Part 66, and the aircraft type training indicated in point 1(e) of Appendix IV, which shall be equivalent to that in Part 66 and for which such a comparison shall be made. 
 
Further information can be found in the following table provided by EASA.

NOTE: after BREXIT Part 66 licences issued by the United Kingdom are considered national licences under 145.A.30(j)1 and 2, and may be used under the conditions of Appendix IV to Part 145. 

Please note that C/S or S/S authorisations issued on the basis of "foreign domestic licences" MAY NOT be used within the territory of the EASA Member State (neither for line operations, nor for base operations, nor for air flight operations (AOG) nor for occasional line maintenance). The only exception to this is 145.A.30(j)(5).

AESA will relate to Maintenance Training Organisations Part 147 telematically through SIPA.

Communications concerning the issuance of inspection reports and the follow-up of the corresponding discrepancies shall be made telematically via the following link:

https://sede.seguridadaerea.gob.es/AESA_GestionDiscrepancias/

Each designated user must have a recognised electronic certificate, of a personal nature, that allows him to identify himself and make electronic signatures when necessary, as established in Article 10, Signature Systems admitted by the Public Administrations, Law 39/2015 of 1 October 2015 on the Common Administrative Procedure of Public Administrations.

For more information on the discrepancy management application and the types of e-certificates, please refer to the following address:

https://sede.seguridadaerea.gob.es/Aesa_GestionDiscrepancias/Manual/Guia%20de%20usuario.pdf

AESA has made available to the user a number of videos of help in relation to the operation of the application. These videos can be found at the following link: https://sede.seguridadaerea.gob.es/sede-aesa/contenido/video-manuales

As additional information, AESA has published on the web the Representation Guide in the field of eGovernment. The document explains what electronic representation is, what its scope is, how it is regulated, when representation needs to be accredited, how it is accredited, and how to do all this to AESA. 
It can be downloaded at the following link: 

/en/noticias/aesa-publica-un-documento-de-ayuda-sobre-la-representaci%C3%B3n-en-la-administraci%C3%B3n-electr%C3%B3nica

The SIPA User Registration and Modification Guide sets out the tasks and activities that the administrators must follow in order to register as a user with the State Aviation Safety Agency, modify their corporate data or legal representatives or unsubscribe the organisation.

This guide can be found at the following link:

/en/ambitos/aeronaves

The fees to be paid would be according to the following table: TASAS (hyperlink). If the case is not contemplated, contact the CAO mailbox. (New!)  smga.aesa@seguridadaerea.es 

A summary table on the applicability of the payment of fees is included:

Although it is not always mandatory when deferring a defect, a certifying technician must issue a CRS if a previous analysis has been required or a maintenance action has been carried out.

EASA Response "The original intent of the task-trained certification staff was to provide relief to certification personnel requirements for maintenance organizations that have multiple line maintenance stations away from the main base. 

This scenario was particularly adapted to Part-145, which is the type of organisation required for authorised air carriers (and CMPAs), which normally use such line stations. This is why points 66.A.20(a)(1) and 66.A.20(a)(3)(ii) (for task-trained CS) only refer to Part 145. 

And, accordingly, this means that the CAO Party cannot propose qualified certification personnel for such a task.  

However, it should be noted that for general aviation other exemptions are allowed, such as B2L, B3 and L licences.

No, as set out in the EASA-FAA bilateral agreement, only FAA Form8130-3 Rebuilt for engine are acceptable, as set out in point 10.11.1.6 “Engines rebuilt by the PAH can be accepted as specified in the TIP associated with Annex 1 of the Agreement.

“Rebuilt Engine” means an engine that has been disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested to the same tolerances and limits as a new item by the production approval holder in 
accordance with 14 CFR part 43.

No, independent certifiers may certify defects listed in (b)(1) and (b)(2) in addition to those listed in (b)(4)

No, it's one of the reliefs that the CAO part allows.

In any case, the organization's report (CAE) should always reflect the real scope of the organization and the work it performs; no aircraft may be added that are not being managed/maintained even though they fall under the category of their approval. (New!)

EASA reply: “Yes, control and approval by the competent authority is necessary.”