Frequently asked questions

A properly developed maintenance programme should not contain inconsistencies in the performance of tasks required for airframe and engine continuing airworthiness.

One of the characteristics of a proper maintenance programme is its adaptation to operating times and shutdowns in order to carry out scheduled maintenance without impairing continued airworthiness.

In the EASA environment the engine TC Holder must establish the engine ICAs. Each TC Holder must do the ICAs that correspond to him, so there should be no incompatibilities between airframe and engine ICAs, and in case of doubt, the instructions of both TC Holders (or the most critical one) should be complied with, unless the airframe TC Holder demonstrates that EASA has authorised otherwise.

In NON-EASA environments, aircraft can be found without an engine TC, in which the engine TC was considered as just another piece of equipment when certifying the aircraft type, so each case would have to be analysed.

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.

No, as their independence would not be guaranteed.

AMC1 CAMO.A.310(a), paragraph (e), of independence of the PRA from the airworthiness management process. 

A CAMO with a maintenance organisation approval may nominate personnel from its maintenance organisation as airworthiness review personnel as long as they have not been involved in managing the airworthiness of the aircraft. In order to avoid a conflict of interest, these personnel should not have participated in the commissioning of the aircraft in question (except for maintenance performed during the physical inspection of the aircraft or carried out as a result of discrepancies found during such physical inspection).

NOTE: This independence requirement does not exist in the CAO Party, so the certifying staff of a CAO organisation could.

The occurrence reporting applies to all ML aircraft (according to ML.A.202 and AMC 1 ML.A.202), but in terms of analysis and monitoring of events (follow-up), we will have to differentiate between aircraft managed by: 

• Individuals: they are exempted from the requirements of having databases, performing analyses, etc. In summary, they are only required to notify. 
• Organisation: the full follow-up concept is applied to them. 

The occurrences of mandatory reporting for an individual and an organisation are different. 
 
In the following link is the section of the AESA website for the Analysis and Tracking of Events (Follow-Up), including the Guide to the Analysis and Monitoring of Events (Follow Up).

A. No, the ARC will cease to be valid. An airworthiness review should be carried out and a new ARC 15a or 15b format issued. See Article 3(3)(c) of Regulation (EU) 1321/2014.

B. Yes, the ARC issued in a 15a/15b format shall remain valid until the end of its validity period and shall not be issued as a new 15c format. 

At the time of the extension of ARC following the transfer from Part M to Part ML, this must be made on a 15c form due to the ML.A.901(c) declaration of compliance. A 15c format must be generated and the data transferred from the original 15a/15b format.

Since the SIPA system does not allow this action to be carried out at the time of the extension, the 15c format must be issued outside it, with a valid electronic signature, and send its copy to the competent authority within 10 days, according to ML.A.903(f). 

In relation to modules passed in EASA examinations, you will find information on how to apply for Certificates of Recognition on this link.

An Application for Certificate of Recognition must be completed in accordance with the FOR-66EE-P01-F01 format, which can be found in the catalogue of procedures and services of the AESA Electronic Headquarters under the name “Certificados de reconocimiento de AESA sobre exámenes LMA Parte 66”, in the "Licencias y medicina aeronáutica" section:

Or by post or courier to AESA Headquarters:

AESA - Maintenance Technician Licensing and Training Service
Paseo de la Castellana, 112.
28046-Madrid - Spain

Operational aircraft experience means the following:

• That obtained in the performance of maintenance tasks on aircraft being operated by aircraft operators, air taxi organisations, owners, etc.
• The experience should comprise a broad spectrum of tasks in complexity, quantity and variety and have to be performed in a Part-145 or Part-CAO environment.
• For L licences, it is acceptable for maintenance experience to be gained only during weekends and public holidays, provided that the level corresponding to the category/subcategory being sought is attained.

The formats to be used to document the experience records are available on the website:

LMA maintenance technician licence management (Part 66)

LIC-P66-P01-F02 Record of basic experience. You must complete at least one form for each subcategory you are applying for.

In order to speed up the processing of the application, there is the possibility of submitting a telematic application through the catalogue of procedures and services of the EASA Electronic Headquarters under the name "LMA Part-66 Maintenance Technician Licence Management", in the section "Licences and Aeronautical Medicine":

LMA maintenance technician licence management (Part 66)

If submitted on paper, applications may be handed in at any official registry of the State administration (Art. 16 of Law 39/2015). And it must be addressed to the Service of Licensing and Training of Maintenance Technicians of the Aircraft Safety Directorate of AESA:

Maintenance Technician Licensing and Training Service
Aircraft Safety Directorate
STATE AVIATION SAFETY AGENCY
Paseo de la Castellana, 112
28046 Madrid
Telephone: +34.91.396.87.18

In addition to the application, you must also provide all the documentation required for the procedure you are applying for.It is not possible to provide documentation by e-mail, as it is not a valid official record. Any application sent by e-mail will not be evaluated.

• An Application for Certificate of Recognition must be completed in accordance with the FOR-66EE-P01-F01 format, which can be found in the catalogue of procedures and services of the AESA Electronic Headquarters under the name "AESA Certificates of Recognition on LMA Part-66 examinations", in the "Licences and Aeromedicine" section:

AESA Certificates of Recognition on LMA Part-66 examinations

• Or by post or courier to AESA Headquarters:

AESA – Maintenance Technician Licensing and Training Service
Paseo de la Castellana, 112. 28046-Madrid. Spain

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: