Frequently asked questions

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.

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.

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.

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.

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.

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.

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

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.

Since a CAO organization only has a single approval, regardless of privileges (maintenance only, continued airworthiness only, or both), it cannot be considered simultaneously small and large. That is, if it were small for one privilege and large for the other, the organization would be considered large as a whole.

According to CAO.A.100(e):

• If the scope of the organization only has aircraft listed in Part-ML (CAO.A.100 and (1)) then the CAO can be considered small, regardless of the number of workers (FTE)
• Other options to be considered small, must meet the following two conditions:

1. The organization does not exceed 10 FTEs involved in maintenance, if such privilege is applicable.
2. And the organization does not exceed the 5 FTEs involved in continuing airworthiness management, if such privilege is applicable.

As a CAO organisation will have only a single approval, independent of the number of privileges (only maintenance, only continuing airworthiness or maintenance and continuing airworthiness), it cannot be simultaneous small and big.

Please see below our interpretation of (CAO.A.100(e)):

- If ‘The scope of the CAO does only contain aircraft covered by Part‐ML’(CAO.A.100(e)(1)) Then ‘A CAO shall be considered as a small CAO’ (regardless of the number of FTE)

If the first condition is not valid, then we have to check how many FTE staff are working.

- To still be considered as a small CAO:

• The organisation does not exceed 10 FTE staff involved in maintenance (if privilege is applicable, CAO.A.100(e)(2))
• And the organisation does not exceed 5 FTE staff involved in continuing airworthiness management (if privilege is applicable, CAO.A.100(e)(3)).

EASA reply: “Generic maintenance programmes are not required for Part-ML aircraft”