Frequently asked questions

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

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:

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

EASA Response "The original intent of the task-trained certification staff was to provide relief to certification personnel requirements for maintenance organizations that have multiple line maintenance stations away from the main base. 

This scenario was particularly adapted to Part-145, which is the type of organisation required for authorised air carriers (and CMPAs), which normally use such line stations. This is why points 66.A.20(a)(1) and 66.A.20(a)(3)(ii) (for task-trained CS) only refer to Part 145. 

And, accordingly, this means that the CAO Party cannot propose qualified certification personnel for such a task.  

However, it should be noted that for general aviation other exemptions are allowed, such as B2L, B3 and L licences.

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.