Re: Certification


Subject:    Re: Certification
From:    Richard Goode (richard.goode@russianaeros.com)
Date:    Wed Aug 20 - 12:55 AM
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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