Aircraft can be brought into the US and be made airworthy by FAA standards. What about aircraft legally modified in other countries?
For example, there is a new STC to put a Rotax 912 into Cessna 150s approved by the EASA. Can that STC be made legal in the US even though no similar STC exists here?
If yes, is this just due to relations between the EASA and FAA, or can this be done with aircraft coming from anywhere?
Well, pretty much anything can be given a US airworthiness certificate provided it's not literally falling to pieces. You could certificate such an aircraft as a Special Airworthiness Certificate in the Experimental category -- Specifically one of:
Experimental -- Research and Development
To conduct aircraft operations as a matter of research or to determine if an idea warrants further development. Typical uses for this certificate include new equipment installations, operating techniques, or new uses for aircraft.
Experimental -- Showing compliance with regulations
To show compliance to the airworthiness regulations when an applicant has revised the type certificate design data or has applied for a supplemental type certificate or field approval.
If your goal is to ultimately get this aircraft a Standard airworthiness certificate you would probably want the latter, to allow you to conduct test/certification flights in the modified aircraft.
To then get a standard airworthiness certificate things are a bit more murky. You could get a US STC based on the European STC & using this aircraft as the example for conformity inspections and flight testing, but that would require going through the STC process.
The other option would be the 337 process, in which case you are also going to need an A&P mechanic (preferably one with Inspection Authorization) and the cooperation of your local FSDO to approve the modification as a "major alteration" (FAA Form 337 - Instructions here).
As you alluded to in your question, something like installing a Rotax engine in a Cessna 150 is a "Major Modification" that has no "FAA Approved Data" (STC procedure/drawings/etc.) to include with the 337, so you would need to submit "Acceptable Data" for your modification (the European STC is a good starting point) and work with the FAA to obtain approval for the modification.
This is something you would want to talk to the FAA about before purchasing an aircraft with such a modification (there's a good chance they may not approve the modification, which would leave you with an unairworthy aircraft, or one restricted to the Experimental category).
Aircraft can be brought into the US and be made airworthy by FAA standards. What about aircraft legally modified in other countries? For example, there is a new STC to put a Rotax 912 into Cessna 150s approved by the EASA. Can that STC be made legal in the US even though no similar STC exists here? If yes, is this just due to relations between the EASA and FAA, or can this be done with aircraft coming from anywhere?
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
In Did this aircraft illegally exceed 250kts below 10,000ft? it was mentioned that unlike here in the US, EASA does not have a 250 kt. speed limit below 10,000 ft. So does this mean that are we allowed to go as fast as we want? Mach 8? ;-) What is the maximum indicated airspeed specified by EASA when operating in the European Union?
The FAA offers instrument approach procedures on their website free of charge, and EASA does too. Does Canada have them online for us to use?
The FAA offers instrument approach procedures on their website free of charge (FAA Charts). Is there a similar site provided by EASA or the EU?
I was looking at http://www.gelib.com/aeronautical-charts-united-states.htm, where you can download shape files for Google Earth that show US airspaces. I'm writing some software that has a similar need and need to find a source for this data. I'm looking for data that defines the extents of airspaces including MOAs, restricted areas, etc. I have been pouring through the FAA's website... the poor results. I also called the FAA and can't seem to find anyone there that knows where to transfer me. So, does anyone here have any helpful pointers on finding said information? I want to pull
A great question's been asked: Is there any U.S. / FAA regulation that could apply for aviation software? This is interesting to me as a programmer and aviation enthusiast, but being based in the UK, I'd like to know if there any EASA regulations surrounding the creation of software for use in the aviation industry?
Is someone who holds a current EASA PPL(A) allowed to operate an FAA "November" registered aircraft in Europe? Of course I'm talking about a type of aircraft and of operation he or she would be allowed to conduct with an, for example, German-registered aircraft.
We've been having some discussions around if there was a specific ruling from the FAA that explicitly said that if a cylinder was showing less than 60 on the compression test, the FAA deemed it unairworthy. I've heard that, it's a rule-of-thumb and not a ruling, but I don't know for sure. Has this been conclusively made into a ruling from the FAA, or does it exist as a rule-of-thumb and there are other factors to consider? This would be specific to United States/FAA and 4-6 cylinder Lycoming or Continental piston engines.
I thought that you had to perform all your ATPL multi-crew time in aircraft with a certificated minimum of 2 crew, but I've heard of some pilots using time in single-pilot aircraft towards their EASA ATPL licence. Is this true? If so, could someone explain how is this possible?