On Jan 16, 10:11*am, Andy wrote:
On Jan 16, 8:50*am, Greg Arnold wrote:
I am pretty sure this is not true if you export to New Zealand. *I
exported an experimental LS-3 to NZ a few years ago, it now is flying in
NZ, and there was no Export C of A.
Therefore, a "document gap" is possible, at least in NZ.
I found that FAA provides the aircraft import requirements for various
states. *UK is lumped in with other EU counties in this doc:
http://www.faa.gov/aircraft/air_cert...rt_aw_proc/sp_...
My take from this is that for export to UK the documentation
requirements are driven by EASA not FAA.
Does anyone know of a German built glider with US experimental
certificate being imported from US to UK and being got though all the
paperwork to get a UK registration under the current EASA rules?
requirements for importing to other countries can be found here
http://www.faa.gov/aircraft/air_cert...rt_aw_proc/sp_...
It seems that NZ also requires an export airworthiness certification
but it does not state explicitly that it must be issued by US. *Is it
possible that the original LBA export certificate is acceptable?
Exporting US registered gliders has been common at times when the
dollar is weak. *Has this stopped happening because the export/import
regs cannot be met?
Andy
AFAIK, the only Export C of A we are concerned with in the US is the
original from the country of manufacture when there is a TCDS and a
standard airworthiness.
On Jan 16, 1:21 am, Peter wrote:
On Thu, 14 Jan 2010 05:55:41 -0800, Andy wrote:
On Jan 14, 12:48 am, Peter wrote:
I believe that its not possible to export a glider (actually not
possible to obtain an Certificate of Airworthiness for Export from the
USA), for an aircraft that is on the experimental register. The FAA
will only issue them for standard airworthiness compliant aircraft.
That seems strange. The glider entered USA without any US airworthiness
certification but it cannot leave?
No, you have the wrong end of the stick.
The glider entered the USA with a German Certificate of Airworthiness for
Export, this was supplied by the manufacturer as part of its export
process (without which I doubt it would even get on the US experimental
register) and was subsequently registered in the USA with an experimental
Airworthiness (since at the time of import there was no TCDS and no way
to get onto the Standard register.
Export C of A is not required if a glider is initially registered as
experimental in the US. There are gliders that are certificated in
some countries, but not in the US, LAK-12 for example. For a standard
certificate and export C of A or compliance letter from the country of
manufacture is required. So it follows that exporting a US registered
experimental is not eligible for an export C of A. That said, the
original export C of A should satisfy the requirement, it does for US
export if complete logbooks are included. A quick perusal of 14CFR21
seems to indicate that export CofA's and tags on components only apply
to US production. Can you cite a reference that says an export C of A
would be issued on foreign manufacture?
For example, a couple of years ago I picked up an L-13 from Canada for
a friend. I looked over the logbooks. The glider had been originally
imported into the US and the Czech export C of A was included. The
glider logged about 75 hours in the US and was exported to Canada.
There was no evidence of a US export C of A. The glider was grounded
at 4724.5 hours in Canada as the club was unwilling to complete
another extension inspection to extend the life by 500 hours in
Canada. The glider was re-imported to the US without a Canadian
export C of A. The bulletins limiting the service life of this type
are accepted in some countries, but are none directive in the US.
AD's were never created and examples are known to be flying with over
9,000 hours. Several include parts from three or more salvages. But
the important document in this chain was the original Czech export C
of A and complete log books, several volumes, that recorded every
flight.
When I last departed the UK, I looked at bringing an IS28-B2 with me.
British Aerospace once bought a half dozen for engineering training.
They were low time and in 'as new' conditon, but at the time there was
a 'shelf life', which has been reasonably dealt with. At that time,
the export C of A from Romania was required and was in the glider
records.
If a German built glider had an export C of A, but was US
experimental, the real problem would seem to be with any modifications
that weren't approved by the manufacturer, e.g. winglets. If they
were factory mods that were added in the US, then a compliance letter
from Germany might suffice, but might also require a German
inspection. When the BGA controlled UK gliding, it would be a simple
matter for the BGA Technical Committee to approve the modification.
Under EASA, no idea what that implies.
Frank Whiteley