Frequently asked questions

• Hold a valid CPL PART FCL licence issued in accordance with Commission Regulation EU 1178/2011 of 3 November 2011
• Hold the ATPL theoretical subjects in force, in accordance with that Regulation and certified by the Aeronautical Authority of a Member State EASA
• Hold an aeronautical medical certificate in force Class 1 in accordance with the PART MED of that Regulation
• Comply with the prerequisites and experience requirements under FCL.510 in the relevant aircraft category and in accordance with Regulation (EU) 1178/2011, prior to carrying out the ATPL(A) skill test accredited by the “ATPL Pre-requisite and Experience Accreditation Certificate” issued by COPAC or AESA.
• Hold or be in a position to hold an MP type rating or multi-pilot helicopter rating (as applicable) in which to perform the skill test, in accordance with Regulation (EU) 1178/2011

The training in current operational practices is a theoretical or practical training through which knowledge is obtained in normative updating associated with the ATC Service, operational procedures and familiarisation with the current environment.

Successful completion of this training will be evidenced by examinations or evaluations, after receiving the corresponding training course.

More information on current operational practices can be found in the following document:

Criteria Regulation (EU) 2015/340 — Current Operational Practices

Persons or entities not resident in Spanish territory who have to request from the Agencia Estatal de Seguridad Aérea the performance of activities or the provision of services within their competence in the field of air navigation, by paying the corresponding fee, may do so by bank transfer to the Agency’s restricted tax collection bank account, in the entity La Caixa and is identified by the code: International Bank Account Code:

Van ES19 2100 5731 71 0200076413 and Swift Code: CAIXESBBXXX

In accordance with the regulatory point ORO.FTL.230; ORO.FTL.235:

Before a FDP period, you must always give the required rest in ORO.FTL.235 (12 hours on base, 10 hours off base or the previous activity if higher). Therefore, if there is no such rest before the reservation, this rest must be guaranteed between the notification of the activity and the report. NOTE: The above reply corresponds to an assigned FDP during the first day of booking. If it is an assigned FDP during a booking day preceded by a booking day on which no activity assignment has occurred, the 10-hour notification of the reservation would be sufficient.

The first step should be to obtain the certification in Spain of your exact ULM model. This certification process must be carried out by the manufacturer. Once the ULM type certification has been obtained in Spain, the enrollment process will be possible.

Procedural information and form can be obtained on the AESA website

A B1 can perform transponder check tasks, as long as: 

• Use automated testing equipment (which does not require previous calibrations)
• Test results are GO/NO GO 
• Be trained in the use of such equipment.

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.

Relevant training serves to reduce the basic experience requirement to obtain a Part 66 LMA license.

Relevant training shall be considered:

• Higher-grade vocational training courses in the following specialties:
  • Superior Technician in Aeromechanical Maintenance (for B1).
  • Superior Aviation Maintenance Technician (for B2).
     
• Higher grade training courses in maintenance of the following specialties:
  • Aeromechanical turbine engine aircraft (for B1.1).
  • Aeromechanical of piston-engine aircraft (for B1.2).
  • Aeromechanical turbine engine helicopters (for B1.3).
  • Aeromechanical of piston-engine helicopters (for B1.4).
  • Electronic and avionic systems in aircraft (for B2).
     
• Training corresponding to a basic training course in a subcategory of B1 other than that requested in an organisation Part 147.

However, the consideration of relevant training does not exempt from passing the examinations corresponding to the basic training modules of Part 66 of the category or subcategory of the licence that is intended to be obtained.

A) Preflight inspection vs “preflight” interval maintenance inspection
Some TCH (usually helicopters) include in the maintenance documentation inspections with interval “preflight” or “before the first flight-BFF”. The content of these inspections is usually similar to the content of the pre-flight inspection included in the aircraft flight manual (AFM). The criterion to be applied in order to register its completion is:

In cases where the maintenance documentation (SMM, AMM, etc.) and the flight manual (AFM) include identical tasks, it is considered acceptable for the pilot to carry out inspections under the operation umbrella (signing the pre-flight inspection section) without having to perform a Maintenance “Release”. Normally this will not happen, as there are usually modifications incorporated into the aircraft that include pre-flight inspections linked to the Maintenance Manual.

B) Pilot-certifiers in approved line stations
Here are some criteria on how to deal with pilot-certifiers when certifying tasks in approved line stations (lines included in the MOE):

• There needs to be a Part 66 certifier assigned to the line.
• The availability of the Part 66 certifier to attend the facilities should be clearly identified in the production plan when necessary.
• The pilot-certifier can only certify simple tasks (mainly ALF, BFF, TA) to perform tasks according to 145.A.30 j) 4) since the certifier is not full time in the installation (at the moment the installation would be treated as “not supported”)

The following link to the EASA website  is included as an additional reference.

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