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Frequently asked questions

How the experience outside the EASA environment can be justified?

Information on the experience required to obtain a license can be found in the “User Guide” (LIC-P66-P01-GU01), on the AESA website. 

 

Experience gained outside the EASA environment may be accepted provided that its authenticity is demonstrated, that it complies with the standards of Part 66 and is accredited in a manner acceptable to EASA. Such standards shall be similar to those of a Part 145 EASA maintenance facility. 

 

For this, in addition, the approval of the maintenance center in question issued by the local authority must be provided, as well as the appointment of the head of that center who signs the certificates. 

Can I validate the License obtained outside the EASA environment?

There is no process for validating aircraft maintenance licenses obtained outside the EASA environment. EASA only recognises for the issue of LMA Part 66, the training obtained and passed as set out in Annex III (Part-66) to Regulation (EU) 1321/2014. 
 
You can find information about the application for licenses in Spain in the “User Guide” at the following link.

What is the procedure for requesting an aircraft’s Simple Information Note and the corresponding payment of the fee? And if it’s better to apply for a Certification of Ownership and Charges, because I don't know what the difference is.

A simple note is a certified copy of the aircraft’s registration seats. A certificate of ownership and charges is limited to exposing to whom the aircraft currently belongs and if it is subject to charges such as liens or mortgages. You can find more information on how to apply at this link. 
 
As regards the payment of the fee, the fee to be taken into account is the 19th and you have the information on it here.

I would like to know what documentation I have to provide for the change of ownership of an aircraft and whether it can be sent by registered mail.

You can download the MOD4, which contains the list of documents to be attached to that request. It can be sent by post to the address of AESA, only if the person concerned is a natural person and does not have an electronic certificate. If it is a legal person, you are obliged to communicate with the Administration telematically at this link

We will acquire a second-hand ultralight from its owner, which is a company. Is it enough with the invoice of sale, or does it have to make a contract, in addition, with a signature legitimised before Notary?

The Invoice is not a document inscribed either in the Register of Furniture Property of Madrid or in the RMAC. You can consult in the MOD 4 application, the type of document that must be submitted in both registers, through this link.

What kind of Organisation have to be approved as Design Organisations (DOAs)?

a) a Type Certificate (TC) or (
b) Restricted Type Certificate (RTC), or (
c) Supplementary Type Certificate (STC), or (
d) An approval of a major change or ETSO authorisation.

 

We've sold an aircraft in another country. My question is whether to deregister the plane is enough with the sales bill, or it is necessary to legitimise the signatures.

For the RMAC it will be sufficient to provide a Sales Declaration (we can provide the model of the same) where only the notary recognition of the signature of the Spanish holder of the aircraft is required. I confirm that the Invoice is not a sufficient document.

Is online training permitted in the Part 147 Maintenance Training Organisation?

In order to provide online training, the Maintenance Training Organisation must develop in its Mtoe a procedure that is acceptable to the authority. This Mtoe must be approved prior to providing the training and the online training procedure must be developed in accordance with the AESA Part 147 Online Training Guide.

What is a DOA?

Approval of Design Organisation, as described in Part 21 Subpart J of Annex I to Regulation (EU) 748/2012. This applies for those design activities that fall within the scope of EASA’s work, as set out in Article 2 of Regulation (EU) 2018/1139. In these cases, EASA itself is responsible for managing both the approval process and the subsequent supervision of approved design organisations.

In the case of design organisations carrying out activities that do not fall within the scope of EASA’s work, the reference regulations are the JAR-21 Subparts JA and JB standards of the Annex to Royal Decree 660/2001. In these cases, it is the State Aviation Safety Agency that is responsible for the approval process and subsequent supervision of approved design organisations.

Therefore, EASA can approve Design Organisations for aircraft certification projects and their amendments, provided that these are excluded from the application of European regulations under Article 2 of Regulation (EU) 2018/1139. For this reason, and due to the limited scope of approval what AESA can give, it is normal for all Design Organisations to apply for EASA approval.