Frequently asked questions

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

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.

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).

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.

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.

The CAMO Party does not impose a “basic” or “generic” maintenance program; however, in Chapter 1.2 of the CAME the organisation must describe how it will develop the aircraft maintenance program (AMP). 

The Part-CAMO is based more on performance than the former part M Subpart G, the organisation has to demonstrate that it is competent for the work to be done. Certain elements such as the “IT tool” for AMP or the experience of staff with AMP can contribute to this goal.

ULM licences are governed by national regulations. They are non-AESA licences.

To obtain a ULM licence issued by AESA, it is necessary to complete the corresponding theoretical and practical training and pass the ULM rating flight test.

In accordance with the current European regulations to act as cabin crew members in commercial air transport operations of aircraft, you must hold a valid TCP Certificate issued in accordance with current regulations The issuance of the TCP certificate shall be carried out in accordance with CC.CCA.100 of Regulation EU 290/2012 of 30 March, i.e. by the competent authority, or an organisation approved for this by the competent authority. In the case of the Spanish Aeronautical Authority, TCP certificates are issued by EASA

For access to the Passenger Cabin Crew Certificate in accordance with European regulations, it requires the prior completion of an initial training course at an authorised centre or air operator authorised by the competent aeronautical authority of an EASA Member State and the passing of the examination evaluation tests. 

The corresponding training can be obtained: 

Through TCP Initial Training Organisations, authorised by the Aeronautical Authority of an EASA Member State
Through Air Operators with approved TCP course. 

For the exercise of the activity as Passenger Cabin Crew, the user must be in possession of a medical certificate CC (Cabin Crew) in accordance with European Class C.C. regulations (Annex V, Regulation (EU) 290/2012). The CC medical certificate must be issued by an Aeronautical Medical Center/Air Examiner Medical Center, accredited by the competent authority and in accordance with EASA regulations. It is recommended that prior to taking the TCP training course obtain the medical certificate

Currently licenses can be for professional flights or licenses for general aviation. If you have a professional license (MPL, CPL or ATPL) you can fly in commercial operations (such as an airline flight). General Aviation Licenses (LAPL, SFCL. BFCL, PPL) are for recreational flights only and no remuneration is obtained with it unless exercising privileges as a flight instructor, for which you must hold the corresponding certificate in force. 

General aviation licenses are the light aircraft pilot license (LAPL), the private pilot license (PPL), the glider pilot license (SFCL) and the balloon pilot license (BFCL). Professional licenses are Commercial Pilot License (CPL) and Airline Pilot License (ATPL).

Currently, the following options are considered provided that the requirements established for each case are met and accredited: 

• Through a Training Course in an Authorised Training Organisation (ATO or DTO)
• Through the acceptance of ratings of type or class entered in license of a third country ICAO 
• Through the recognition of national military licences