Frequently asked questions

In accordance with the regulatory points ORO.FTL.110; ORO.FTL.205; ORO.FTL.105:

Yes, but a compulsory check-up is an activity and therefore interrupts any rest, and may not be carried out during the extended rest period or during the pre-flight rest period. If the check includes a change, the check must meet the criteria for changes in minimum communication times, etc. The time at which the check is carried out should be established taking into account the responsibilities defined in ORO.FTL.110, in particular as regards the ability of crews to manage their rest properly to be sufficiently free from fatigue.

Depending on the category, number and nature of the findings detected and recorded by the inspectors during the ramp inspection, several measures may be taken.

If the findings indicate that the safety of the aircraft and its occupants is affected, corrective measures may be required by the inspected person prior to its resumption of operation or the need to establish limitations on its flight. The collaboration of the Command Commander/PiC (PIC) of the aircraft will normally be required to deal with the most serious findings and measures, but any duly accredited representative appointed by the operator (TMA, F/O, etc.) may assume such responsibility.

In general, if category 3 findings have been detected, these will generally involve the operator taking ‘corrective measures before authorising the flight’ to rectify the identified deficiencies. In other cases, where such measures cannot be taken, it may be necessary to establish operational restrictions or limitations, as discussed above, which may range from requiring the application of operational (O) or maintenance (M) procedures as contained in documents such as the Minimum Equipment List (MEL) for uncorrected defects that can be dispatched or others set out in the Operator’s Operations Manual (OM) to the application of other more restrictive measures in accordance with other documents approved by the Supervisory Authority (e.g. EASA, in the case of operators, aircraft or registrations registered in the Spanish Register of Registrations) equivalent.

In rare cases, in situations where inspectors detect a lack of cooperation or even a lack of explicit intention on the part of the Aircraft Command Commander/Pilot to take the necessary action in respect of the findings communicated to it, the inspectors shall first force the aircraft to remain on the ground, an act which will be formalised by the authority. The official act of immobilisation by the inspecting State means that the aircraft is prohibited from resuming its flights until appropriate corrective action is taken, and occurs whenever the operator intends to undertake the operation without addressing the serious deficiencies identified, contrary to the criteria of the inspectors, as provided for in Regulation (EU) No 965/2012, ARO.RAMP.140, in Article 30: Extraordinary measures of Law 21/2003 of 7 July 2003 on Aviation Safety, Title III: Aeronautical inspection, and Articles 33 and 43 of provisional and extraordinary measures respectively contained in Royal Decree 98/2009 of 6 February 2009 on Aeronautical Inspection Regulations.

The standard defines “Imaginary” as: period of time defined and previously notified during which the crew member must be available to the operator for assignment of a flight, positioning or other activity, without a rest period, as follows: 
(a) imaginary service at the airport: waiting at the airport that can lead to a service assignment; (B) another imaginary: provision of imaginary at home or in adequate accommodation, which can lead to a service assignment. 
 
The fact that in an imaginary you can assign flights, positioning or other tasks without a rest period does not mean that you can not also perform a task assignment or change the subsequent schedule.

According to the normative point ORO.FTL.220: 

No. They can also be carried out in accommodation that does not meet the requirements of adequate accommodation. If it takes place in adequate accommodation, all partial ground rest (excluding post and pre-flight activities and travel) counts for the purpose of the extension of the maximum FDP, according to CS FTL.1.220(c) and (d). If it takes place in an accommodation (not suitable), the excess over 6 hours or the period that the WOCL invades does not count for the purpose of the extension of the maximum FDP, according to CS FTL.1.220(e).

Until 8 April 2019 the national legislation will continue to apply, so the conduct of commercial transactions with balloons is subject to the corresponding authorisation in accordance with Article 151 of Law 48/1960 of 21 July.

No. Article 1 of Regulation (EU) 2018/395 excludes operations with captive balloons from the scope of the regulation.

There are three types of certifications: 

• AVSAF for pedestrians for staff accessing the unaccompanied movement area,
• AVSAF for drivers for personnel driving in the area of movement and 
• AVSAF for instructors for those who teach an AVSAF course.

After receiving an e-mail with a notice of availability of a new notification at headquarters, you must access the AESA website, Notification by Appearance (https://sede.seguridadaerea.gob.es/comparece), alternatively you can access the Citizen Folder (https://sede.administracion.gob.es/carpeta).

In both cases, access must be made with the electronic certificate of the natural or legal person to whom the notification was addressed.

An Airworthiness Certificate is the document that accredits the aircraft to which it refers, as being in a position to fly by meeting certain safety requirements. 
AESA would be the authority responsible for issuing Airworthiness Certificates for aircraft that are or will be registered in Spain. 

To apply for the Airworthiness Certificate there is a user manual for EASA aircraft and a user manual for NO EASA aircraft (Excluded construction aircraft by amateurs and experimentals who have their own guide). This manual also indicates how to carry out subsequent activities after obtaining the Certificate of Airworthiness, such as modifications, suspensions, etc.

The Station License is mandatory for any aircraft with Spanish registration that has emitting aeronautical equipment.