Frequently asked questions

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.

There is no type-certificate validation. To obtain the Spanish type certificate it is necessary to comply with Spanish regulations through a certification process available on the AESA website: https://sede.seguridadaerea.gob.es/sede-aesa/catalogo-de-procedimientos/certificación-de-tipo-ulm

No fee is required for the application for a flight permit.

Tariff 16 of the Fees in force for the rendering of services and performance of activities related to air navigation.