Frequently asked questions

Yes, an organization with Part CAMO approval may have a generic scope on its approval certificate (AC-CAMO-P01-F14). However, even if the organisation approval has a generic scope, the continuing airworthiness management exposition (CAME) shall always reflect the specific scope of the organisation; It is therefore recommended that the generic scope of approval should not be excessively broad compared to the scope defined in the CAME.  
Organisations shall request from AESA any change to the scope defined in the approval certificate.

There must be an agreement between the auditor and the auditee that includes:

• The platform to be used (e.g.: WebEx, Teams, Lync, etc.);
• Pre-audit platform compatibility testing;
• Consider using cameras when a physical evaluation is required. Check beforehand that there is data/wifi coverage in all areas to be audited and that they need to be viewed with the remote camera.
• Establish an audit plan that identifies the IT means that will be used and the use that will be given to them to optimize and, at the same time, maintain the integrity of the process;
• If necessary, consider time differences in order to be able to coordinate at reasonable times for both parties;
• A written statement that the auditee will cooperate to the fullest extent possible and provide the truthful information requested, including the cooperation of subcontracted companies if necessary;
• Data protection aspects.

This applies both to remote audits carried out by the competent authority and to audits carried out by organisations on their own suppliers and subcontractors.  
Authorities/organisations that decide to use remote audits should describe the functioning of remote audits in their procedures and should consider at least the following points:

• The use of an information technology methodology flexible enough to optimize the conventional audit process.
• The definition and implementation of controls to avoid abuses that could compromise the integrity of the audit process.
• Measures to ensure that security and confidentiality are maintained during audit activities (data protection and intellectual property of organisations must also be safeguarded).

Further information can be found in the guidance material “GM1 CAMO.A.200(a)(6) and CAMO.B.300 Management system and Oversight principles”.

It is considered subcontracting if it manages the information, the duplication of information, or similar. It would not be subcontracting, if only the rental of equipment or space to store them were contracted, and the control and management of information was the responsibility of CAMO.

No, maintenance and airworthiness shall be carried out in national centres approved by EASA.

Yes, but only for aircraft included in TAE.AER.GEN.300.  
For the rest of the aircraft included in TAE.AER.GEN.100 and TAE.AER.GEN.200, maintenance must be performed in organizations with EASA certificate (Part 145 or Part CAO).

According to paragraph 3 of point M.1 of Annex I (Part-M) to Regulation 1321/2014: 

• the authority designated by the Member State of registration of the aircraft, or
• if, prior to the approval of the aircraft maintenance programme, the Member State of registry agrees, one of the following:
  • a)the authority designated by the Member State where the operator has its head office or, where the operator does not have a head office, the authority designated by the Member State where the operator has its place of establishment or residence;
  • b)the authority responsible for the oversight of the organisation in charge of managing the continuing airworthiness of the aircraft or with which the owner has concluded a limited contract in accordance with point M.A.201, letter i), punto 3.

No. In Spain the weight limit for a ULM, in accordance with Article 1 of Royal Decree 2876/1982, is 450 kg. 

Yes, you can. If not included, the certification process of the model in question should be initiated to include it in the Spanish type-certificate.

All aircraft must comply with the obligations laid down in Law 48/1960 on Air Navigation. Article 151 provides for the following derogation: Aircraft with limited uses, technical characteristics and actions may be exempted, under the conditions laid down by regulation, from the requirements for entry in the Register of Aircraft and obtaining the certificate of airworthiness referred to in Articles 29 and 36 of this Law respectively. Royal Decree 384/2015 of 22 May 2015 approving the Regulation on the registration of civil aircraft implements this derogation for, among other types of aircraft: The following are exempt from the requirement of registration in the Aircraft Registration Register:

1.- Paragliders: Non-rigid support structures are considered paragliders, for which take-off and landing requires only the physical effort of their occupants.

2.- Motorised paragliders: Paragliders that have an auxiliary propulsion system, either supported by an occupant or by an auxiliary structure, are considered to be motorised paragliders or for engines.

3.- Other aircraft requiring physical effort for take-off or landing, even if equipped with an auxiliary propulsion system to facilitate take-off.

4.- Other aircraft whose total take-off weight, minus the pilot’s weight, is less than 70 kilograms. Therefore, foot launch paramotors and mini-trikes of less than 70 kg (empty weight + fuel) are explicitly excluded from registration. For heavier trikes, it would be necessary to consider whether paragraph 2.- can be applied, on the basis that the bearing surface is not rigid, requiring, in part, the pilot’s effort to acquire at take-off (and keep in flight) its form.