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Frequently asked questions

Should I hire instructors before I receive the notification of registration as an AVSAF Training Organisation?

It is not necessary to make the application, a partial request can be submitted pending the list of instructors. Further information can be found in section 2.3 of the guide “Minimum requirements for a training organisation AVSAF(OFA)”

Does Regulation (EU) 2018/395 apply to operations with captive balloons?

No. Article 1 of Regulation (EU) 2018/395 excludes operations with captive balloons from the scope of the regulation.

If I wish to apply for an authorisation to conduct commercial operations with manned hot air balloons or to modify the authorisation of which I hold before 08 April 2019 should I apply for authorisation or modification of the authorisation?

Until 8 April 2019 the national legislation will continue to apply, so the conduct of commercial transactions with balloons is subject to the corresponding authorisation in accordance with Article 151 of Law 48/1960 of 21 July.

Is it mandatory that partial ground breaks corresponding to a split activity that are longer than 6 hours or invade the Low Circadian Window (WOCL) take place in a suitable accommodation?

According to the normative point ORO.FTL.220: 

No. They can also be carried out in accommodation that does not meet the requirements of adequate accommodation. If it takes place in adequate accommodation, all partial ground rest (excluding post and pre-flight activities and travel) counts for the purpose of the extension of the maximum FDP, according to CS FTL.1.220(c) and (d). If it takes place in an accommodation (not suitable), the excess over 6 hours or the period that the WOCL invades does not count for the purpose of the extension of the maximum FDP, according to CS FTL.1.220(e).

Is it possible, during an imaginary period, to contact a crew member for assignment of a service, whose beginning is outside the periods of the scheduled imaginary and mediating a period of rest?

The standard defines “Imaginary” as: period of time defined and previously notified during which the crew member must be available to the operator for assignment of a flight, positioning or other activity, without a rest period, as follows: 
(a) imaginary service at the airport: waiting at the airport that can lead to a service assignment; (B) another imaginary: provision of imaginary at home or in adequate accommodation, which can lead to a service assignment. 
 
The fact that in an imaginary you can assign flights, positioning or other tasks without a rest period does not mean that you can not also perform a task assignment or change the subsequent schedule.

Can an operator require crew members to check, i.e. confirm schedules or respond to notification of a change of schedule?

In accordance with the regulatory points ORO.FTL.110; ORO.FTL.205; ORO.FTL.105:

Yes, but a compulsory check-up is an activity and therefore interrupts any rest, and may not be carried out during the extended rest period or during the pre-flight rest period. If the check includes a change, the check must meet the criteria for changes in minimum communication times, etc. The time at which the check is carried out should be established taking into account the responsibilities defined in ORO.FTL.110, in particular as regards the ability of crews to manage their rest properly to be sufficiently free from fatigue.

The service provided to me by the company has not been satisfactory

If you consider that the services provided by the airline have not been adequate, the first thing to do is to file a complaint with that carrier. In the event that the outcome is unsatisfactory and the divergences between the two cannot be resolved, the only way forward is to go to the Courts of Justice, once it is a private case. 

More information can be found in the relevant Consumer Authorities: 
 
http://www.msssi.gob.es/servCiudadanos/consumo/home.htm

In the event of an accident or incident, what is the responsibility of the company?

The Air Company is responsible for any personal injury, injury or death suffered by a passenger provided that the accident occurred on board the aircraft or during any of the embarkation or disembarkation operations, as referred to in Article 17.1 of the Montreal Convention. 

Therefore, passengers must complain to the company, in case it is not resolved, they can go to the courts of law. 

Further information on assistance to victims of a plane crash can be found at the following link: 
 
https://www.mitma.es/aviacion-civil/oficina-de-asistencia-a-victimas-de-accidentes-aereos

They don‘t let me board because my boarding pass details don’t exactly match my identification document (ID, passport, green card)

It should be checked that the data that comes on the ticket or boarding pass match those of the identification document that we are going to show, since the airline can deny us boarding if those data do not match, or some data is missing. 

This is because the Air Navigation Act considers the boarding pass a nominative and non-transferable document. Therefore, the company must comply with the safety standards of access to the aircraft.

In the case of a Party-CAMO organisation without any contract with an owner or operator, is it necessary for the organisation to develop “basic” or “generic” maintenance programs? What means of compliance can be used for this purpose?

The CAMO Party does not impose a “basic” or “generic” maintenance program; however, in Chapter 1.2 of the CAME the organisation must describe how it will develop the aircraft maintenance program (AMP). 

The Part-CAMO is based more on performance than the former part M Subpart G, the organisation has to demonstrate that it is competent for the work to be done. Certain elements such as the “IT tool” for AMP or the experience of staff with AMP can contribute to this goal.