Hans-the problem with Annexe 2 is that EASA has no involvment with it,so
the individual NAA's can make whatever rules they like in each
country,and it is much easier to say "no" than it is to take the
responsibility of allowing strange aircraft to fly!
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: Hans Oortman 1
To: yak-list@matronics.com
Sent: Tuesday, August 19, 2008 8:15 PM
Subject: RE: Certification
It is the Annexe 2 list which I meant.
I have been told by our CAA that eventually, what ever that means, we
will have a category ( the legal term I believe is because of
grandfathers rights.) in Holland where those aircraft will fit..the
problem is.nobody told us when..
Hans
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Van: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] Namens Richard Goode
Verzonden: dinsdag 19 augustus 2008 17:19
Aan: YAK USA LIST
Onderwerp: Certification
Certification
This is not a simple issue, and to respond to recent postings:
Type Certificates are not something that can be "provided". You need
to start with an aeroplane that has been designed according to a design
code to obtain Type Certification, and, effectively, it is impossible to
do this retrospectively.
In terms of the popular Russian light aircraft, the 50/52/55 were
designed to a very high standard, but a military design code.
The 18T was designed to a Russian civil design code - but with which
there are no comparable codes in the West.
The US has FAR 23, and Europe has had JAR 23, which are almost
identical. Following these, some ten years ago, Russia established AR
23, which is paragraph for paragraph the same, although in some areas,
the Russian standard in more demanding.
HOWEVER, given the lack of bilateral agreements between Russia and the
West, the Russian Type Certification is not automatically accepted in
the West.
Also, the cost within Russia of obtaining Type Certification is so big
that it effectively deters anyone from undertaking it.
However the Su-29 and 31; Yak-54 have obtained AR 23 Full
Certification.
In Western countries, Lithuania has gone through a process of Type
Certification for Yak-54, and Hungary has Type Certificated the Sukhois
and the Yak-18T. The view of EASA has been that Hungarian
certifications were not sufficiently thorough for EASA to automatically
accept them, but EASA felt that the Sukhois / Yak-54 / 18T were all
aeroplanes that should be Type Certificated, and therefore proposed a
"short cut" certification process to go from the historical Russian code
(for 18T) and AR 23, (for Sukhois and Yak-54). EASA emphasised that
this would be a genuine short cut; would be genuinely cheap; most of the
work would be done by themselves. However none of the Russians would
agree to cooperate and provide the data/flight test reports etc that
would be needed.
Very fortunately EASA took a very sensible view and did not, as they
could have, relegate all these aeroplanes into "Annexe 2" (see below),
and on an initial basis have given them EASA "Permits to Fly".
The practicality is that these planes can fly without effective
restrictions throughout Europe; be maintained anywhere within Europe
etc.
It is now the intension of EASA to change from Permits to Fly (which
had always been intended as a temporary category) into long term
Restricted Certificates of Airworthiness. Hopefully this process will
begin in the next few months.
Hans Oortman is wrong to say that Yak-52 and 50 are "on the EASA
list". Sure they are on an EASA list - which is their Annexe 2.
Annexe 2 is for aircraft that are NOT in the jurisdiction of EASA, and
this includes a huge spectrum of aircraft such as Home-built; Warbirds;
aircraft produced before Type Certified standards AND Yak-50 and 52.
The whole point of Annexe 2 is that these aeroplanes are not the
responsibility of EASA, but are handled by the local National Aviation
Authority in each country. Fortunately as we know only to well, there
is no uniformity amongst European countries as to how this should be
handled.
So, if it is a type that currently gets an EASA "Permit to Fly" like a
Sukhoi/18T etc, no problem to bring one into Europe.
If not, today you have the possibility of Russian registration, or you
have a Restricted Certificate from another country, coupled with a
"Over-Fly" Permission from your own, or you try to get it accepted by
your own NAA!
Hope that this helps.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
http://www.matronics.com/contribution
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