richard.goode(at)russiana
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 Posted: Fri Feb 17, 2012 9:24 am Post subject: Russian Registrations |
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Russian Registrations
Clearly this is a purely European issue, but one of great significance to people whose planes have been grounded, which does affect a significant number.
However there is a lot of misunderstanding and the main points are:
<![if !supportLists]>Ø <![endif]>The Russian authorities have not made FLA (Federation of Aviation Amateurs), who issue most of these Russian registrations illegal. The simple fact is FLA were never approved to issue Certificates of Airworthiness and Registrations for anything anything but amateur built aircraft, and certainly not for aircraft outside Russia.
<![if !supportLists]>Ø <![endif]>We have been fortunate in that we have been able to get Yak-18T; Yak-54;Yak-55; Sukhoi Su-26/29/31 all accepted as being EASA aircraft – i.e. with European certification, so all European countries MUST accept these.
<![if !supportLists]>Ø <![endif]>A problem occurs with aircraft that have no certification – i.e. Yak-12/18A/50/52.
<![if !supportLists]>Ø <![endif]>These aircraft are Annexe 2, and as such, not being certificated, have to obtain restricted airworthiness documentation from whichever country they are based.
<![if !supportLists]>Ø <![endif]>Unfortunately each European country has totally different legislation in that some planes are accepted in some countries and others not, but for totally different reasons.
<![if !supportLists]>Ø <![endif]>However while the individual national authority has the right to decide which non-certificated aircraft will fly (as opposed to certificated aircraft which, by definition they must accept), there is a presumption that they SHOULD accept any proven and airworthy aircraft UNLESS there is some good reason not to.
<![if !supportLists]>Ø <![endif]>So I do not see a solution to this current problem as being one of running around to see which countries the aircraft might be registered. The registration correctly belongs to the country into which the aircraft is based, and as such an approach should be made to the national authority, presenting the case for each individual type in a logical way that emphasises the proven nature of the aircraft; a good safety record for the type of flying that it does; availability of spare parts; availability of maintenance facilities etc etc.
<![if !supportLists]>Ø <![endif]>Importantly, for non-certificated aircraft (including US “experimental”) the airworthiness is Only valid in the country of issue.
<![if !supportLists]>Ø <![endif]>In many countries there are more than sufficient numbers of Yaks to be able to make quite a forceful request to the local authority, and I am sure that this is the only long-term solution.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
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