Operate VH-reg Yak in Europe
Thread Starter
Join Date: Mar 2009
Location: QLD
Age: 35
Posts: 123
Likes: 0
Received 0 Likes
on
0 Posts
Operate VH-reg Yak in Europe
Gentlemen,
looking for some advice / experience / tips for further research.
I know there a quite a few Yaks flying in Australia. Now what I'd love to do is operate a VH-regstired Yak in Europe. Provided the European NAA allows this, what will probably stop me? Finding a CASA LAME in Europe?
Anyone experienced with a simliar story? Any hint is highly appreciated.
Cheers
maehhh
looking for some advice / experience / tips for further research.
I know there a quite a few Yaks flying in Australia. Now what I'd love to do is operate a VH-regstired Yak in Europe. Provided the European NAA allows this, what will probably stop me? Finding a CASA LAME in Europe?
Anyone experienced with a simliar story? Any hint is highly appreciated.
Cheers
maehhh
Finding a CASA LAME in Europe?
For private operations, there is nothing fundamentally stopping you.
I am aware that, in several cases (in which I have been involved) CASA has approved the use of a EASA Part 145 to carry out maintenance on a small VH- registered aircraft, based "temporally" in an EC country, and CASA gave approval for the owner/operator of the aircraft to produce and issue the Maintenance Release.
This was pre the McCormick era, so I am not so certain CASA would now be as accommodating, in exercising a sensible interpretation of their own rules.
Tootle pip!!
Permits can be obtained to operate experimental OS, but the requirements vary for each country.
I was thinking John Johansen's RV must have been ABAA, prior to experimental coming about otherwise he would have experienced quite a few issues.
Limited suffers similar issues.
Why the desire to do this? A Russian built Aircraft operating in Europe with Australian rego? Reminds me of when I see a Japanese built Subaru WRX registered in Victoria Australia with European style number plates.
I was thinking John Johansen's RV must have been ABAA, prior to experimental coming about otherwise he would have experienced quite a few issues.
Limited suffers similar issues.
Why the desire to do this? A Russian built Aircraft operating in Europe with Australian rego? Reminds me of when I see a Japanese built Subaru WRX registered in Victoria Australia with European style number plates.
Thread Starter
Join Date: Mar 2009
Location: QLD
Age: 35
Posts: 123
Likes: 0
Received 0 Likes
on
0 Posts
G'day everyone
first of all thanks for all the replies!
At the moment it can be a quite costly and complicated journey to get a Yak on an European registration apparently due to some bureaucratic hurdles. While it is not impossible I am just trying to evaluate all my options. VH-reg would be interesting since I am an Australian resident but currently working in Europe. I am planning to return to Oz within the next 2 years so the aircraft will end up being VH-registered at some point anyway 
first of all thanks for all the replies!
Why the desire to do this? A Russian built Aircraft operating in Europe with Australian rego? Reminds me of when I see a Japanese built Subaru WRX registered in Victoria Australia with European style number plates.
Wouldn't you be better off looking at registration via a company in some former soviet-bloc, now EU country? The Czech Republic or Lithuania are two that spring to mind. I also know that a Romanian registered LET-something-or-other operated out of Headcorn for meat bombing duties.
MAEHH,
You will have all the same hoopla with local Permits to Fly in UK ( and most western EC countries are worse) regardless of what register it is on, if it doesn't have a Standard cat. C.of A.
If you are acquiring the aircraft anywhere in Europe, take advice as to which register is the best of the EASA countries, and put it in VH- when you come home.
Tootle pip!!
You will have all the same hoopla with local Permits to Fly in UK ( and most western EC countries are worse) regardless of what register it is on, if it doesn't have a Standard cat. C.of A.
If you are acquiring the aircraft anywhere in Europe, take advice as to which register is the best of the EASA countries, and put it in VH- when you come home.
Tootle pip!!
Join Date: Apr 2006
Location: melbourne
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
Have you thought about an N registered machine ??
If have seen quite a few in Europe and Australia.
Maintenance wise for experimental or limited all you need is someone with an A&P licence.
If have seen quite a few in Europe and Australia.
Maintenance wise for experimental or limited all you need is someone with an A&P licence.
Have you thought about an N registered machine ??
If have seen quite a few in Europe and Australia.
Maintenance wise for experimental or limited all you need is someone with an A&P licence.
If have seen quite a few in Europe and Australia.
Maintenance wise for experimental or limited all you need is someone with an A&P licence.
In general, Special Certificates of Airworthiness are not valid outside the area of the NAA that issued the certificate. Any operator of such an aircraft will need the express permission of any other NAA, to operate their aircraft in that NAA's territory.
Australia giving permission permission for such operations is very variable. ie; If it is a new Boeing aircraft on a development/sales tour, no problem, if it is an N registered (or any other rego.) "warbird", don't hold your breath, unless it is here specifically for an airshow like Avalon.
Tootle pip!!
I didn't mention that I do have an N registered experimental aircraft here in OZ.
Please consider your position very carefully, the penalties for flying an aircraft without a valid C.of A or agreement of CASA to operate this aircraft in Australia are draconian, including substantial opportunities to become a guest of the Government for a number of years.
On the other hand, you will subsequently save a lot on international travel, because many countries will bar you from entry, including US, Canada and many EEC countries --- and you will save money on ASIC cards, as you will not get one.
Tootle pip!!
It seems to be relatively common to operate aircraft in Europe as N-registered. It's certainly a lot easier to find FAA mechanics than CASA LAME's. If you bring it back to Aus, you can continue to operate it as N-reg.
It seems to be relatively common to operate aircraft in Europe as N-registered.
Firstly, all those N registered aircraft are normal FAR 23 or FAR 25 aircraft, not "Experimental" or "Limited" category --- without the express permission ( usually something which is, effectively, the same permit to fly as you would get for a local registered aircraft) of the local NAA.
Secondly, in the last two years, EEC/EASA have been making it much harder, particularly if the aircraft are "executive jets" or similar.
In the US (in broad terms) executive transport comes under FAR Part 91, but EEC regards the same operations as "public transport", roughly as per FAR Part 135.
Tootle pip!!
Join Date: May 2009
Location: Hotels
Posts: 348
Likes: 0
Received 0 Likes
on
0 Posts
Lead
Who told you that? A private cat flight is a private cat flight. I fly a bizjet in Europe for a private organisation, using my FAA certificates. EASA are trying to make it mandatory that crews have EASA equivalent licences to operate though, maybe that's what you'd heard?
The OP needs to get in touch with Richard Goode aerobatics, a Yak importer. He can advise you.
Who told you that? A private cat flight is a private cat flight. I fly a bizjet in Europe for a private organisation, using my FAA certificates. EASA are trying to make it mandatory that crews have EASA equivalent licences to operate though, maybe that's what you'd heard?
The OP needs to get in touch with Richard Goode aerobatics, a Yak importer. He can advise you.
Leadie
Recently I had a peripheral involvement with a Belgium based GA organisation that was a registered company in Delaware USA and operated an N-reg charter GA fleet using a french based FAA licensed maintenance organisation.
EASA might not like it, but I would have guessed the Chicago convention entrenches the right to do that.
Recently I had a peripheral involvement with a Belgium based GA organisation that was a registered company in Delaware USA and operated an N-reg charter GA fleet using a french based FAA licensed maintenance organisation.
EASA might not like it, but I would have guessed the Chicago convention entrenches the right to do that.