Vref wrote:
Still a lot of KLN90B’s out there….strange that no manufacturer looks into the same format WAAS/EGNOS enabled
GPS only units are very unpopulair. Garmin GPS400, GTN625 and GTN725are quite rare. As well as COM/GPS combo’s such as GNC420 and GTN635
The difference in pricing is also to low to make these populair.
Some aircraft also lack panel / radio rack space, making a combo unit a better alternative.
Still a lot of KLN90B’s out there….strange that no manufacturer looks into the same format WAAS/EGNOS enabled
The KLN94 has vertical outputs shown in the IM
They just never did any firmware to drive them.
They could have sold thousands for LPV upgrades… but Honeywell/King lost all R&D capability c. 2003.
Someone told me that US STCs would now automatically be recognised under EASA (and I did not hear that today, April 1st) / is anybody aware of this, or are we still waiting for some more EASA paperwork until we can think of putting 540/440 into our non-N-reg airplanes? Allegedly this is on the basis of some EASA/FAA agreement. It sounds suspicious to me, because such news would be so popular and would spread fast.
I don’t think this has happened. It would be a bombshell.
What has been possible for some time is mutual recognition of data used to obtain STCs. This in reality doesn’t mean a lot because nothing prevents say EASA to ask for more data (in an EASA STC application) than was used to obtain an FAA STC.
The bombshell is here:
Says clearly EASA issues European STC on basis of FAA STC if FAA has design approval authority. Nothing about “asking for more data”.
So, this means you can install an FAA STCd item in an EASA-reg plane, directly?
If not, why not, and if there is a process, what is the process for doing so?
c) A U.S. applicant for an EASA STC
should send the application to the FAA
and request that the application and
required information be forwarded to
EASA, as listed in Appendix A.
(d) This STC application shall be
made in accordance with EASA Part
21.113(a), and include the information to
fulfill Part 21.113(b) regarding a link to
the TC holder. FAA should ensure that
each application contains the following
information:
(1) A detailed description of the
change, together with the make
and model of the product;
(2) The classification as Basic or
Non Basic STC, as explained in
Appendix C, Section II, paragraph
6;
Note: The application should
identify the criteria in Appendix C,
Section II, paragraph 6 that led to
the classification.
(3) A copy of the FAA STC and
certification basis;
(4) A copy of all FAA Issue
Papers (IPs) raised for the FAA
STC project, including those
identifying special conditions,
deviations, equivalent level of
safety findings, or acceptable
means of compliance.
(5) The applicant’s requested
date for EASA issuance of the
STC;
(6) An assessment of EASA
significant standards differences
for which compliance will need to
be demonstrated;
(7) Compliance checklist for the
FAA STC, including affected noise
and emissions standards, if
applicable;
(8) Airplane/rotorcraft flight
manual;
(9) Master Documentation
List/Master Drawing List;
(10) Manufacturing and Installation
Instruction Drawings;
(11) Weight and Balance data,
and;
(12) Instructions for continued
airworthiness , including
maintenance/repair manual
supplements,
(e) In addition, the applicant should
provide available information on EU
market potential, including specific
customers and delivery schedule.
.2.4 Issuance of Basic STCs. For Basic STCs, after receiving the application
form required in 2.0.9.2(a)(1) and 2.0.9.3(a)(1) and application package with the
information described in 2.2.2(c) and 2.2.3(d), the VA will accept the CA’s
classification as Basic without further technical review and issue its STC following
receipt of a CA statement of compliance to the VA certification basis, and following
issuance of the CA’s STC. The classification criteria for Basic STCs are stipulated
in Appendix C, Section II, Paragraph 6, of these Technical Implementation
Procedures.
Key words – the validation authority accepts the certification authority without further technical review. This is in the November 2015 TIP (version 5).
This work needs to be done by the FAA STC holder. That and the various conditions basically means almost nobody will bother.
It’s yet another almost useless treaty.
It protects the business of EASA 21 DOAs.
I don’t think you read it properly. The STC holder requests the FAA to forward the STC approval file they already have to EASA which validates it without tech review. All there is to do when applying for an US STC is ask to forward the whole package to TC and EASA for validation. Not quite sure what is so hard about that?
@Shorrick_Mk2 And what is this?
(6) An assessment of EASA significant standards differences for which compliance will need to be demonstrated;
issue its STC following receipt of a CA statement of compliance to the VA certification basis
