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JS1 Registration in the USA



 
 
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  #1  
Old October 6th 16, 10:28 AM posted to rec.aviation.soaring
rianmonnahan
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Posts: 11
Default JS1 Registration in the USA

Hi All,

I see that all of the JS1s currently under N- registration are flying under a Special Airworthiness Certificate.

I'm wondering if it is at all possible to obtain a Standdard Airworthiness Certificate for the JS1 on the basis of its South African Civil Aviation Authority (SACAA) type certificate.

Any information would be much appreciated. The FAA has ignored my request for information to date.


Ads
  #2  
Old October 6th 16, 11:34 AM posted to rec.aviation.soaring
Tony[_5_]
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Posts: 1,965
Default JS1 Registration in the USA

Contact Leo Benetti-Longhini, the US Agent. He will be able to answer all of your questions.

http://www.jonkersailplanes.co.za/agents.htm
  #3  
Old October 6th 16, 01:27 PM posted to rec.aviation.soaring
[email protected]
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Posts: 190
Default JS1 Registration in the USA

On Thursday, October 6, 2016 at 5:28:24 AM UTC-4, rianmonnahan wrote:
Hi All,

I see that all of the JS1s currently under N- registration are flying under a Special Airworthiness Certificate.

I'm wondering if it is at all possible to obtain a Standdard Airworthiness Certificate for the JS1 on the basis of its South African Civil Aviation Authority (SACAA) type certificate.

Any information would be much appreciated. The FAA has ignored my request for information to date.


What advantage do you feel a Standard Airworthiness Certificate would provide you in the US?

  #4  
Old October 6th 16, 02:41 PM posted to rec.aviation.soaring
Tom (TK)
external usenet poster
 
Posts: 34
Default JS1 Registration in the USA

With the last revision to 8130-2 (H) the experimental rules are great! Here are the limitations for my Antares 20E and they would be the same limits for the JS1:

(BTW #46 is my favorite)

1. This aircraft does not meet the airworthiness requirements specified in Annex 8 to the Convention on International Civil Aviation. Operations in civil airspace outside of the United States will require the written permission of the applicable civil aviation authorities (CAA). That written 184, 185, permission must be carried aboard the aircraft together with the AIR-113 U.S. airworthiness certificate and, upon request, be made available to an FAA inspector or the CAA in the country of operation. Operations may be further restricted by the foreign CAA. This may include not allowing use of an airport, requiring specific routing, and restricting flight over specific areas. The operator must comply with any additional limitation prescribed by the CAA when operating in its airspace.

2.No person may operate this aircraft for any other purpose specified on the face of FAA Form 8130-7. These operating limitations do not provide any relief from any applicable law or regulation. This aircraft must be operated in accordance with applicable regulations and the additional limitations prescribed herein. Note that a clearance from air traffic control (ATC) is not authorization for a pilot to deviate from any rule, regulation, operating limitation, or minimum altitude, or to conduct unsafe operation of the aircraft. If ATC issues a clearance that would cause a pilot to deviate from a rule, regulation, or operating limitation, or in the pilot’s opinion, would place the aircraft in jeopardy, it is the pilot’s responsibility to request an amended clearance. These operating limitations are a part of FAA Form 8130-7 and are to be carried in the aircraft at all times and to be available to the pilot in command of the aircraft.

3.This special airworthiness certificate and attached operating limitations are not in effect during public aircraft operations (PAO). Concurrent public/civil operations are not permitted; the aircraft cannot be operated as a civil aircraft and as a public aircraft at the same time. This airworthiness certificate is not in effect during flights related to providing military services (that is, air combat maneuvering, air-to-air gunnery, target towing, electronic countermeasures simulation, cruise missile simulation, and air refueling). These activities are inherent military training activities, not civil activities. The FAA makes the distinction between the authorized flights for experimental purposes, as described in the program letter, and PAO. Before operating this aircraft under this special airworthiness certificate following a PAO, the aircraft must be returned via an approved method to the condition and configuration at the time of airworthiness certification. This action must be documented in the aircraft records. The aircraft records and entries must clearly differentiate between a civil experimental flight per this certificate and any other flights.

6.Application to amend these operating limitations must be made to the local Flight Standards District Office (FSDO) or Manufacturing Inspection District Office (MIDO).

7.The pilot in command of this aircraft must hold (Glider) category and (Private) class certificate or privilege. The pilot in command must hold all required ratings or authorizations and endorsements required by part 61.
10. When filing a flight plan, the experimental nature of this aircraft must be listed in the remarks section.
12. This aircraft must not be used for towing, including, but not limited to glider towing, banner towing, target towing, or towing electronic receivers or emitters. This aircraft must not be used for intentional parachute jumping.

13.If aircraft, engine, or propeller operating limitations are exceeded outside of planned test conditions, an appropriate entry will be made in the aircraft records.

14.No person may operate this aircraft unless within the preceding 12 calendar months it has had a condition inspection performed in accordance with the scope and detail of part 43, appendix D, manufacturer or other FAA-approved programs, and was found to be in a condition for safe operation. The inspections must be recorded in the aircraft maintenance not records showing the following, or a similarly worded, statement: “I certify that this aircraft has been inspected on [insert date] in accordance with the [insert either: scope and detail of part 43, appendix D; or manufacturer’s inspection procedures] and was found to be in a condition for safe operation.” The entry will include the aircraft’s total time-in-service (cycles if appropriate), and the name, signature, certificate number, and type of certificate held by the person performing the inspection.

18.Only FAA-certificated repair stations, FAA-certificated mechanics with appropriate ratings, or a manufacturer as authorized by § 43.3 may perform inspections required by these operating limitations.

19.The aircraft may not be operated unless the replacement for life-limited articles specified in the applicable technical publications pertaining to the aircraft and its articles are complied with in one of the following manners:
(a) Type-Certificated Products: Replacement of life-limited parts required by § 91.409(e) applies to experimental aircraft when the required replacement times are specified in the U.S. aircraft specifications or type certificate data sheets.
(b) Non-Type-Certificated Products: All articles installed in non-type-certificated products operated under an airworthiness certificate issued for an experimental purpose, in which the manufacturer has specified limits, must include in their program an equivalent level of safety for those articles. These limits must be evaluated for their current operating environment and addressed in the approved inspection program. All articles installed in non-type-certificated products in which the manufacturer has specified limits, must include in their program an equivalent level of safety for those articles. The article must be inspected to ensure the equivalent level of safety still renders the product in a serviceable condition for safe operation.

20.For aircraft originally incorporating fatigue life recording systems, the owner/operator must maintain and use the system as prescribed by the aircraft manufacturer and comply with the manufacturer’s fatigue life limits.

21.The geographically responsible FSDO where the aircraft is based must be notified, and its response received in writing, before flying this aircraft after incorporation of a major change as defined by § 21.93. The FSDO may require demonstrated compliance with § 91.319(b).

27.The owner/operator must submit an annual program letter to the geographically responsible FSDO where the aircraft is based. A copy of the current program letter and any amendments must be carried on board the aircraft any time that the aircraft is being operated. The program letter must include the following information:
• The aircraft’s home base,
• The name of the person responsible for the operation and maintenance of the aircraft,
• A list of events at which the aircraft will be [exhibited/raced] (the list may be amended as necessary),
• The estimated time or number of flights, and
• The areas over which the aircraft will be flown.

29.When an aircraft’s home base is changed or there is a transfer of ownership, the owner/operator will, within 30 days—
• Submit a new program letter to the geographically responsible FSDO.
• If an accepted or approved inspection program is specified in these operating limitations, submit a copy to the geographically responsible FSDO.

32.Operation is restricted to airports that are within airspace class C, D, E, or G, except in the case of a declared emergency or authorized operations under an airshow waiver.

PHASE I
34.No person may operate this aircraft for other than the purpose of meeting the requirements of § 91.319(b). The pilot in command must comply with § 91.305 at all times. This aircraft is to be operated under VMC, day only. This aircraft must be operated for at least (5) hours with at least (5) takeoffs and landings in this geographical area: [The area must be described by radius, coordinates, navigational aids, and/or landmarks. The size of the area must be that required to safely conduct the anticipated maneuvers and tests.] This aircraft may only operate from [identify name of airport(s)].

35. N/A (single seat)

37.Upon completion of phase I flight testing, the following or similar statement must be recorded in the aircraft records: “I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or design features, and is safe for operation. The flight test was completed under the following conditions: maximum operating weight, maximum demonstrated airspeed, minimum demonstrated airspeed, and center of gravity range.”

39.During phase I test flight operations, aerobatic maneuvers intended to be performed during phase II must be satisfactorily accomplished and recorded in the aircraft records. Aerobatic flight testing is not complete until sufficient flight experience has been gained to establish that the aircraft is satisfactorily controllable during the aerobatic maneuver tested. Upon completion of flight testing, the owner/operator must make the following or similar entry in the aircraft records: “I certify that the following aerobatic maneuvers have been test flown, and that the aircraft is controllable throughout the maneuvers’ normal range of speeds. The flight-tested aerobatic maneuvers and speeds are _________ at _________, _________ at _________, __________ at _________, and __________ at _________.” During phase II operations, aerobatic maneuvers that were not documented per this limitation may not be performed. The owner may place the aircraft back into phase I for the sole purpose of adding additional aerobatic maneuvers to the aircraft authorized maneuvers.

40. If the aircraft will have removable externally mounted equipment, it must be test flown in all configurations. An entry must be made in the aircraft records indicating the configurations flight tested, unless the original manufacturer’s flight test data for that equipment is included in the aircraft limitations. If relying on the manufacturer’s data, the aircraft and load must conform to the manufacturer’s design and be maintained to manufacturer’s instructions. Otherwise, the aircraft owner/operator must conduct test flights in all configurations and make an entry in the aircraft records indicating the configurations flight tested..

PHASE II
41.Day VFR flight operations are authorized. Night flight operations are authorized if the instruments specified in § 91.205(c) are installed, operational, and maintained in accordance with the applicable requirements of part 91.

42.The pilot in command must not perform any maneuvers that have not been flight tested or operate the aircraft outside the weight, airspeeds, and center of gravity limits tested.

46.Flight over a densely populated area or in a congested airway is authorized for the purpose of takeoff or landing; or unless sufficient altitude is maintained to make a safe emergency landing in the event of a power unit failure, without hazard to persons or property on the ground.

50.This aircraft is prohibited from flight with any externally mounted equipment unless the equipment is mounted in a manner that will prevent in-flight jettison. The aircraft must be configured as documented in the aircraft’s flight test records or as allowed in the original manufacturer’s aircraft limitations. If relying on the manufacturer’s data, the aircraft must conform to the manufacturer’s design and be maintained to manufacturer’s instructions.

53.The following placard must be displayed in the cockpit, in full view of the pilot: “NOTE: No person may exceed the designer’s or builder’s recommended limitations as follows: maximum gross weight (1452 lbs); CG limits (290mm FWD limit / 398mm AFT limit); airplane tow speed (100 knots); maximum airspeed in smooth air (151 knots); and maximum airspeed in rough air (105 knots).”






  #5  
Old October 6th 16, 03:12 PM posted to rec.aviation.soaring
Bruce Hoult
external usenet poster
 
Posts: 961
Default JS1 Registration in the USA

On Friday, October 7, 2016 at 2:41:45 AM UTC+13, Tom (TK) wrote:
With the last revision to 8130-2 (H) the experimental rules are great! Here are the limitations for my Antares 20E and they would be the same limits for the JS1:

(BTW #46 is my favorite)

1. This aircraft does not meet the airworthiness requirements specified in Annex 8 to the Convention on International Civil Aviation. Operations in civil airspace outside of the United States will require the written permission of the applicable civil aviation authorities (CAA). That written 184, 185, permission must be carried aboard the aircraft together with the AIR-113 U.S. airworthiness certificate and, upon request, be made available to an FAA inspector or the CAA in the country of operation. Operations may be further restricted by the foreign CAA. This may include not allowing use of an airport, requiring specific routing, and restricting flight over specific areas. The operator must comply with any additional limitation prescribed by the CAA when operating in its airspace.

2.No person may operate this aircraft for any other purpose specified on the face of FAA Form 8130-7. These operating limitations do not provide any relief from any applicable law or regulation. This aircraft must be operated in accordance with applicable regulations and the additional limitations prescribed herein. Note that a clearance from air traffic control (ATC) is not authorization for a pilot to deviate from any rule, regulation, operating limitation, or minimum altitude, or to conduct unsafe operation of the aircraft. If ATC issues a clearance that would cause a pilot to deviate from a rule, regulation, or operating limitation, or in the pilot’s opinion, would place the aircraft in jeopardy, it is the pilot’s responsibility to request an amended clearance. These operating limitations are a part of FAA Form 8130-7 and are to be carried in the aircraft at all times and to be available to the pilot in command of the aircraft.

3.This special airworthiness certificate and attached operating limitations are not in effect during public aircraft operations (PAO). Concurrent public/civil operations are not permitted; the aircraft cannot be operated as a civil aircraft and as a public aircraft at the same time. This airworthiness certificate is not in effect during flights related to providing military services (that is, air combat maneuvering, air-to-air gunnery, target towing, electronic countermeasures simulation, cruise missile simulation, and air refueling). These activities are inherent military training activities, not civil activities. The FAA makes the distinction between the authorized flights for experimental purposes, as described in the program letter, and PAO. Before operating this aircraft under this special airworthiness certificate following a PAO, the aircraft must be returned via an approved method to the condition and configuration at the time of airworthiness certification. This action must be documented in the aircraft records. The aircraft records and entries must clearly differentiate between a civil experimental flight per this certificate and any other flights.

6.Application to amend these operating limitations must be made to the local Flight Standards District Office (FSDO) or Manufacturing Inspection District Office (MIDO).

7.The pilot in command of this aircraft must hold (Glider) category and (Private) class certificate or privilege. The pilot in command must hold all required ratings or authorizations and endorsements required by part 61.
10. When filing a flight plan, the experimental nature of this aircraft must be listed in the remarks section.
12. This aircraft must not be used for towing, including, but not limited to glider towing, banner towing, target towing, or towing electronic receivers or emitters. This aircraft must not be used for intentional parachute jumping.

13.If aircraft, engine, or propeller operating limitations are exceeded outside of planned test conditions, an appropriate entry will be made in the aircraft records.

14.No person may operate this aircraft unless within the preceding 12 calendar months it has had a condition inspection performed in accordance with the scope and detail of part 43, appendix D, manufacturer or other FAA-approved programs, and was found to be in a condition for safe operation. The inspections must be recorded in the aircraft maintenance not records showing the following, or a similarly worded, statement: “I certify that this aircraft has been inspected on [insert date] in accordance with the [insert either: scope and detail of part 43, appendix D; or manufacturer’s inspection procedures] and was found to be in a condition for safe operation.” The entry will include the aircraft’s total time-in-service (cycles if appropriate), and the name, signature, certificate number, and type of certificate held by the person performing the inspection.

  #6  
Old October 6th 16, 06:41 PM posted to rec.aviation.soaring
[email protected]
external usenet poster
 
Posts: 13
Default JS1 Registration in the USA

On Thursday, October 6, 2016 at 2:28:24 AM UTC-7, rianmonnahan wrote:

I see that all of the JS1s currently under N- registration are flying under a Special Airworthiness Certificate.

I'm wondering if it is at all possible to obtain a Standdard Airworthiness Certificate for the JS1 on the basis of its South African Civil Aviation Authority (SACAA) type certificate.


I think that seeking US type certification is something that Jonkers would have to do; it isn't something that an individual operator would normally pursue. According to this doc (.pdf link), we do indeed have airworthiness reciprocity with South Africa, so that's not a problem:

http://www.faa.gov/aircraft/air_cert...dia/SA-BAA.pdf

Thanks, Bob K.
  #7  
Old October 6th 16, 07:33 PM posted to rec.aviation.soaring
Tom (TK)
external usenet poster
 
Posts: 34
Default JS1 Registration in the USA

With 8130-2H there are no longer operating area limits in Phase II. Phase I has limits as designated on a map that you submit but that is only for the initial testing/flying period.
  #8  
Old October 6th 16, 08:10 PM posted to rec.aviation.soaring
rianmonnahan
external usenet poster
 
Posts: 11
Default JS1 Registration in the USA

On Thursday, October 6, 2016 at 2:27:41 PM UTC+2, wrote:
On Thursday, October 6, 2016 at 5:28:24 AM UTC-4, rianmonnahan wrote:
Hi All,

I see that all of the JS1s currently under N- registration are flying under a Special Airworthiness Certificate.

I'm wondering if it is at all possible to obtain a Standdard Airworthiness Certificate for the JS1 on the basis of its South African Civil Aviation Authority (SACAA) type certificate.

Any information would be much appreciated. The FAA has ignored my request for information to date.


What advantage do you feel a Standard Airworthiness Certificate would provide you in the US?


Hi,

In the US, none. I plan to fly the aircraft in Europe. If you have only a Special CoA, then you have to ask permission every time you want to fly or cross a border. No fun!

Rian
  #9  
Old October 6th 16, 08:14 PM posted to rec.aviation.soaring
rianmonnahan
external usenet poster
 
Posts: 11
Default JS1 Registration in the USA

On Thursday, October 6, 2016 at 3:41:45 PM UTC+2, Tom (TK) wrote:
With the last revision to 8130-2 (H) the experimental rules are great! Here are the limitations for my Antares 20E and they would be the same limits for the JS1:

(BTW #46 is my favorite)

1. This aircraft does not meet the airworthiness requirements specified in Annex 8 to the Convention on International Civil Aviation. Operations in civil airspace outside of the United States will require the written permission of the applicable civil aviation authorities (CAA). That written 184, 185, permission must be carried aboard the aircraft together with the AIR-113 U.S. airworthiness certificate and, upon request, be made available to an FAA inspector or the CAA in the country of operation. Operations may be further restricted by the foreign CAA. This may include not allowing use of an airport, requiring specific routing, and restricting flight over specific areas. The operator must comply with any additional limitation prescribed by the CAA when operating in its airspace.

2.No person may operate this aircraft for any other purpose specified on the face of FAA Form 8130-7. These operating limitations do not provide any relief from any applicable law or regulation. This aircraft must be operated in accordance with applicable regulations and the additional limitations prescribed herein. Note that a clearance from air traffic control (ATC) is not authorization for a pilot to deviate from any rule, regulation, operating limitation, or minimum altitude, or to conduct unsafe operation of the aircraft. If ATC issues a clearance that would cause a pilot to deviate from a rule, regulation, or operating limitation, or in the pilot’s opinion, would place the aircraft in jeopardy, it is the pilot’s responsibility to request an amended clearance. These operating limitations are a part of FAA Form 8130-7 and are to be carried in the aircraft at all times and to be available to the pilot in command of the aircraft.

3.This special airworthiness certificate and attached operating limitations are not in effect during public aircraft operations (PAO). Concurrent public/civil operations are not permitted; the aircraft cannot be operated as a civil aircraft and as a public aircraft at the same time. This airworthiness certificate is not in effect during flights related to providing military services (that is, air combat maneuvering, air-to-air gunnery, target towing, electronic countermeasures simulation, cruise missile simulation, and air refueling). These activities are inherent military training activities, not civil activities. The FAA makes the distinction between the authorized flights for experimental purposes, as described in the program letter, and PAO. Before operating this aircraft under this special airworthiness certificate following a PAO, the aircraft must be returned via an approved method to the condition and configuration at the time of airworthiness certification. This action must be documented in the aircraft records. The aircraft records and entries must clearly differentiate between a civil experimental flight per this certificate and any other flights.

6.Application to amend these operating limitations must be made to the local Flight Standards District Office (FSDO) or Manufacturing Inspection District Office (MIDO).

7.The pilot in command of this aircraft must hold (Glider) category and (Private) class certificate or privilege. The pilot in command must hold all required ratings or authorizations and endorsements required by part 61.
10. When filing a flight plan, the experimental nature of this aircraft must be listed in the remarks section.
12. This aircraft must not be used for towing, including, but not limited to glider towing, banner towing, target towing, or towing electronic receivers or emitters. This aircraft must not be used for intentional parachute jumping.

13.If aircraft, engine, or propeller operating limitations are exceeded outside of planned test conditions, an appropriate entry will be made in the aircraft records.

14.No person may operate this aircraft unless within the preceding 12 calendar months it has had a condition inspection performed in accordance with the scope and detail of part 43, appendix D, manufacturer or other FAA-approved programs, and was found to be in a condition for safe operation. The inspections must be recorded in the aircraft maintenance not records showing the following, or a similarly worded, statement: “I certify that this aircraft has been inspected on [insert date] in accordance with the [insert either: scope and detail of part 43, appendix D; or manufacturer’s inspection procedures] and was found to be in a condition for safe operation.” The entry will include the aircraft’s total time-in-service (cycles if appropriate), and the name, signature, certificate number, and type of certificate held by the person performing the inspection.

  #10  
Old October 6th 16, 08:23 PM posted to rec.aviation.soaring
rianmonnahan
external usenet poster
 
Posts: 11
Default JS1 Registration in the USA

On Thursday, October 6, 2016 at 7:42:14 PM UTC+2, wrote:
On Thursday, October 6, 2016 at 2:28:24 AM UTC-7, rianmonnahan wrote:

I see that all of the JS1s currently under N- registration are flying under a Special Airworthiness Certificate.

I'm wondering if it is at all possible to obtain a Standdard Airworthiness Certificate for the JS1 on the basis of its South African Civil Aviation Authority (SACAA) type certificate.


I think that seeking US type certification is something that Jonkers would have to do; it isn't something that an individual operator would normally pursue. According to this doc (.pdf link), we do indeed have airworthiness reciprocity with South Africa, so that's not a problem:

http://www.faa.gov/aircraft/air_cert...dia/SA-BAA.pdf

Thanks, Bob K.


Bob,

Many thanks. This is very good news.

Rian
 




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