Frequently asked questions

As provided in point CAMO.A.125(d)(3), a CAMO may organise the performance of limited continuing airworthiness tasks with any subcontracted undertaking, working under its Management System, which shall be included in its certificate of approval (AC-CAMO-P01-F14).
Tasks that can be outsourced include reliability control and engine health control (reliability monitoring & engine health monitoring). 
However, when these tasks are entrusted to the manufacturers or owners of the aircraft or engine designs and their feedback is limited to reporting to CAMO the reading of the data provided, it will be considered as non-subcontracting and, therefore, will not be included in the CAMO approval certificate.

Procedure information and form on the AESA E-Office website: 

https://sede.seguridadaerea.gob.es/sede-aesa/catalogo-de-procedimientos/certificado-especial-para-vuelos-experimentales

For electronic submission, the General Application procedure must be used (on the same page, in the link to electronic procedures). 
 
Please indicate in the text that you are directed to the attention of the Initial Airworthiness Division.

There is currently no application for this. In this regard, upon completion of the rating training, it shall be recorded in the logbook and signed by the FI(B) responsible for the training in accordance with BFCL.200 and BFCL.210 of Commission Regulation (EU) 2020/395 of 13 March 2018.

An applicant shall apply for the issuance of a GLP and associated privileges, ratings or certificates no later than six months after the successful completion of the skill test or assessment of competence.

In order to exercise the privileges of a Balloon Pilot Licence (BPL) issued in accordance with Annex III (Part BFCL) to Commission Regulation (EU) 2018/395, the pilot shall hold at least a valid LAPL medical certificate.

For the exercise of the privileges of a GLP licence for the purpose of:

• commercial passenger balloon flights, the pilot shall hold at least a valid Class 2 medical certificate, - a valid Class 1 medical certificate, - a valid Class 2 medical certificate, - a valid Class 2 medical certificate.
• a commercial operation, other than commercial passenger balloon transport, with more than four persons on board the aircraft, the pilot shall hold at least a valid Class 2 medical certificate;

For the exercise of the privileges of a glider pilot licence (SPL) issued in accordance with Annex III (Part SFCL) to Commission Implementing Regulation (EU) 2018/1976, the pilot shall hold at least a valid LAPL medical certificate.

For the exercise of the privileges of an SPL for the purpose of operations of a commercial glider other than those specified in Article 3(2) of Commission Implementing Regulation (EU) 2018/1976, the pilot shall hold at least a valid Class 2 medical certificate.

Currently, extensions of allocations to other launch methods are not reflected in licensing. The training undertaken shall be recorded in the pilot's logbook and signed by the ATO or DTO training director or the instructor responsible for the training, as appropriate.

It may carry passengers only if it complies with and provides evidence of the requirements set out in SFCL.115 SPL (a) 2. and SFCL.160 SPL (e) of Commission Implementing Regulation (EU) 2018/1976 of 14 December 2018.

The EOM Evaluation Guide indicates, in the functions of the Compliance Control Officer in section 1.4.2, "7". It is responsible for the preparation of standard practices and procedures (including the EOM and associated procedures) for use within the organization, and ensures their adequacy with respect to Part 145. Could the Maintenance Manager perform this function and then the Compliance Control Manager give the go-ahead?

Yes, provided that it has continued to apply the requirements of point 2.8 of AMC 2 of 145.A.50(d) to re-incorporate the component into the EASA system. 
It is not required to ask for more documentation than the Form 1 to the CAMO that orders its installation. In case of doubts about this component, it would be necessary to go to the P145 in question if we are the competent authority (or notify the corresponding authority) to assess whether they have done everything necessary to put the component in the system. But without penalizing CAMO during this process, that is, independently.  
If during this investigation in P145 it is discovered that there have indeed been irregularities with the component, the CAMO will have to be notified and the component will have to be dismantled.