JAR Definition
PPRuNe Handmaiden
I am not sure where a complete definition comes from. However, a JAR 25 aircraft complies with those requirements set out by the JAA. (parallels FAR 25 USA, ANO 20.7.1b Australia). Usually 2 pilot (at least) and has performance data for continuance of flight after a loss of the critical engine at V1. Egs include Dash 8's, Saab 340's, 767's, A300's and so on.
Note, a Bandeirante or Twin Otter, whilst flown 2 crew in the UK does not mean they comply with JAR 25.
Maybe the JAA website may be able to help?
Note, a Bandeirante or Twin Otter, whilst flown 2 crew in the UK does not mean they comply with JAR 25.
Maybe the JAA website may be able to help?
Moderator
Fairly simple .... if the Type Certificate is issued by JAA then aircraft put on the register of a country relying on that certification are to JAR25 - the aircraft, however has the nationality of the country of registration - the JAR reference is only to the certification basis.
Similarly if the TC is issued by FAA then it would be a FAR25 machine ... it is quite possible to have essentially the same (or very similar) aircraft registered under either a JAR or FAR TC.
Usually which is chosen will be a consequence of the particular aviation regulatory structure of the country of registration.
Sometimes a change in TC origin can be used to get around a certification problem. In Australia, one particular US aircraft with which I had an involvement could not be put on the register in the way the customer desired as a US derivative. The agent had to go to the hassle of having it recertificated in the UK to BCARs to get around the particular Australian regulatory problem.
The reference to the Australian CAO 20.7 is not appropriate as that Order is an operational document. The certification (now not possible) would, in the past, have been either to CAO101.5/.6 depending on the origin of the aircraft (UK/US) - the present rules are quite different.
Similarly if the TC is issued by FAA then it would be a FAR25 machine ... it is quite possible to have essentially the same (or very similar) aircraft registered under either a JAR or FAR TC.
Usually which is chosen will be a consequence of the particular aviation regulatory structure of the country of registration.
Sometimes a change in TC origin can be used to get around a certification problem. In Australia, one particular US aircraft with which I had an involvement could not be put on the register in the way the customer desired as a US derivative. The agent had to go to the hassle of having it recertificated in the UK to BCARs to get around the particular Australian regulatory problem.
The reference to the Australian CAO 20.7 is not appropriate as that Order is an operational document. The certification (now not possible) would, in the past, have been either to CAO101.5/.6 depending on the origin of the aircraft (UK/US) - the present rules are quite different.
A part 25 aircraft is one too big to be a part 23 aeroplane. This is true whether you're talking about FAR or JAR. The definition of a part 23 aeroplane is.....
JAR 23.1 - Applicability
Date: March 11, 1994
(a) This code prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for -
(1) Aeroplanes in the normal, utility and aerobatic categories that have a seating configuration, excluding the pilot seat(s), of nine or fewer and a maximum certificated take-off weight of 5670 kg (12 500 lb) or less; and
(2) Propeller-driven twin-engined aeroplanes in the commuter category that have a seating configuration, excluding the pilot seat(s), of nineteen or fewer and a maximum certificated take-off weight of 8618 kg (19 000 lb) or less.
(b) Each person who applies for such a certificate or change must show compliance with the applicable requirements of this code.
So basically anything bigger than that.
G
JAR 23.1 - Applicability
Date: March 11, 1994
(a) This code prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for -
(1) Aeroplanes in the normal, utility and aerobatic categories that have a seating configuration, excluding the pilot seat(s), of nine or fewer and a maximum certificated take-off weight of 5670 kg (12 500 lb) or less; and
(2) Propeller-driven twin-engined aeroplanes in the commuter category that have a seating configuration, excluding the pilot seat(s), of nineteen or fewer and a maximum certificated take-off weight of 8618 kg (19 000 lb) or less.
(b) Each person who applies for such a certificate or change must show compliance with the applicable requirements of this code.
So basically anything bigger than that.
G
