Frequently asked questions

Non-EASA aircraft are those aircraft excluded from EASA regulations according to Regulation 2018/1139 (EU) of the European Parliament and of the Council of 4 July. Among them are ultralight motorized aircraft called ULM, Historic, Experimental and Amateur Building Aircraft. Aircraft used in the use of military, patrol, police, etc. operations are also excluded from EASA regulations. For more details on which aircraft are excluded, see Regulation 2018/1139, in its Article 2.3(a) and Annex I.

EASA Aircraft is one that has an EASA approved design, and the one that applies Regulation 2018/1139. EASA approved aircraft designs are available on its own website www.easa.europa.eu
 

There are currently no fees applicable for the declaratory renewal of the airworthiness certificate of an amateur-built aircraft.

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

This regime applies only to ULM aeroplanes of "Category A" as defined in Article 1(2) of Royal Decree 765/2022 of 20 September, which do not have novel or unusual design features, meaning those not covered by certification specifications or industry standards previously recognised through acceptable means of compliance by the competent body of EASA, and whose empty mass (excluding the ballistic parachute) does not exceed 120 kg and which are single-seater aeroplanes.

You can download the MOD2, which shows the list of documents that must be attached to this request, in this link

You must apply for an experimental airworthiness certificate (please note that you will not subsequently be able to market the prototype or other identical units without a type-certificate): 

https://sede.seguridadaerea.gob.es/sede-aesa/catalogo-de-procedimientos/certificado-de-aeronavegabilidad-experimental-no-easa

Below are two useful links regarding applicable regulations, guides and information needed for POA processes:

• AESA link for National POAs: 
  https://sede.seguridadaerea.gob.es/sede-aesa/catalogo-de-procedimientos/aprobación-de-organizaciones-de-producción
• EASA link for POAs EASA: 
• https://www.easa.europa.eu/document-library/general-publications/easy-access-rules-initial-airworthiness

No, it is not possible to issue either an ARC or a recommendation with open incidents. 
Each incident requires at least one corrective action before issuing an ARC or recommendation. Corrective actions should be appropriate for open incidence.  
Corrective actions should be carried out and airworthiness review staff (PRA) must accept the closure of incidents prior to the issuance or recommendation of the ARC.

Yes, you can, but you lose the time pattern of revisions. 

AMC M.A.901(c)2, (e)2 and (f): 

It is acceptable to anticipate the extension of the ARC for a maximum of 30 days without loss of the temporary standard of revisions of the certificate of airworthiness, which means that the new expiry date would be set one year after the previous expiry date. 

In case the ARC extension is anticipated more than 30 days, the continuity of the temporary airworthiness review pattern would be lost, the next expiration date being one year after the extension date. 

ML.A.901(d): 

[...] the extension of the airworthiness review certificate may be anticipated for a maximum period of 30 days without loss of continuity of the airworthiness review pattern, so that the aircraft is available for the purpose of placing the original airworthiness review certificate on board.

The CA(M)O that could issue the extension of the airworthiness review certificate should, inter alia, verify that the following two conditions are met: 

1. Controlled environment conditions, M.A.901(b) or ML.A.901(c) are met. 

An aircraft in a controlled environment is an aircraft: 

a) the airworthiness of which has been managed continuously over the last 12 months by a single CAMO or CAO; 
b) the maintenance of which has been carried out during the last 12 months by a maintenance organisation approved in accordance with Part 145 or the EAC Party. 

For aircraft under Part M, this maintenance includes the maintenance tasks referred to in point M.A.803(b) performed and declared fit for service in accordance with points M.A.801(b)1 or M.A.801(b)2. 

In the case of aircraft under Part ML, the maintenance tasks of the pilot-owner performed and declared fit for service by the pilot-owner or by independent certifying personnel are included. 

2. There is no evidence or reason to believe that the aircraft is not airworthy, according to M.A.901(k) or ML.A.901(c)3.  
In the case of an aircraft that is undergoing long-term maintenance/modification or is stored for a long period of time, condition 2 is not met and an extension of ARC should not be issued.