Frequently asked questions

In order to obtain approval 147 by AESA, the head office (headquarter or social headquarters of the company where the financial functions and operational control of the activities are exercised) must be registered in Spain.
If the Head Office is located in another EASA member country, the application for approval shall be submitted to the Aviation Authority of that country.  
If the Head Office is located in another country that is NOT a member of EASA, the application for approval will be submitted to EASA.

You can apply within 3 months prior to the expiry date of the licence.

You can consult the documentation to be submitted at ULM Pilot Licence - AESA (Spanish Aviation Safety Agency.

The Licensing Division has published an informative guide available for consultation here.

Yes, provided that the requirements of article 13.2 of Royal Decree 123/2015 are met.

The validation process will be carried out through a ULM school authorised by AESA.

In accordance with the provisions of Article 8.4 of Royal Decree 123/2015, the holder of the microlight pilot licence shall keep and update a flight time record, in accordance with the model published by the State Aviation Safety Agency on its website.

A separate Pilot's Logbook shall be completed for each of the ultralight aircraft variants (separate books for MAF, AG, DCG, H and HD). When starting a Pilot Logbook, the first page shall contain the name and surname of the holder as well as the licence number and the aircraft variant to which the logbook belongs.

For more information on flight registration, please click on here.

In accordance with the provisions of Article 10.3 of Royal Decree 123/2015, in order to revalidate MAF, DCG, AG, H and HD ratings before they expire, the interested party must certify, in his/her flight time record or by means of a certificate issued by an ultralight flight school, five hours of flight time in the twelve months prior to the application.

In this regard, and for the purposes of the correct recording of flight time, it is recommended not to delay the presentation of the duly accredited documentation to AESA once the experience is available.

Although it is not always mandatory when deferring a defect, a certifying technician must issue a CRS if a prior analysis has been required or a maintenance action has been carried out.

No, as set out in the EASA-FAA bilateral agreement, only FAA Form8130-3 Rebuilt for engine are acceptable, as set out in point 10.11.1.6 “Engines rebuilt by the PAH can be accepted as specified in the TIP associated with Annex 1 of the Agreement.   “Rebuilt Engine” means an engine that has been disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested to the same tolerances and limits as a new item by the production approval holder in accordance with 14 CFR part 43.

There is no limitation in the standard or in the EASA guides that prevent a certifier from performing critical tasks in its first year.  
However, the organisation may add additional requirements in its maintenance organisation manual.

RESPUESTA DE EASA

The following aspects to be taken in consideration:

• it is possible to release component maintenance on an internal release document (IRD) when this component will be installed on an aircraft by the same maintenance organisation (145.A.50(d));
• The CAMO/operator of the aircraft should be in agreement; and 
• all the information normally required for an EASA Form 1 should be adequately detailed in the IRD (and in MOE procedure). In this case the IRD is considered to be equivalent to an EASA Form 1 for 145.A.42 purpose