The multi-level Chess Board of Global Aircraft Certification

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HondaJet wins China certification

COMAC Readies to Enter Market with C919: Accelerates Flight Tests 7/29/19

China’s C919 jet faces increased testing

8/4/19

UPDATE 1-COMAC pushes back C919 jet’s China certification target to 2021

8/7/19

The aerospace sphere is increasingly globalized. The US and eventually a European consortium now saw new competitors in Brazil and Canada PLUS now even more recent entrants from Japan, China and a rejuvenated Russia. This phenomena may be attributable to the incumbents’ strategy to outsource aircraft assemblies and/or equipment to foreign producers. Following this trend the civil aviation authorities have diversified their regulatory scope to surveil these suppliers and perhaps more significantly to become acquainted with, develop relationships and agree to extended comity to the other CAAs certification (BASA).

A few examples of this history:

Predictions of Aerospace Duopoly Demise used poor Learning Curves

Mitsubishi’s brilliant purchase of the Bombardier CRJ assets

China’s and Japan’s Regional Jets experience HICCUPs, as expected

Aircraft Certification does not make a commercially viable airliner

 

 

 

 

 

Open Skies TC FAR should require reciprocity as prerequisite to facilitated treatment

The almost complete Embraer-Boeing deal will define a new regulatory path

Aviation covers the Globe as the World’s CAAs grow closer

The promise of a global aviation partnership

What does the new FAA-EASA-TCAA BASA really signify for American global aviation presence?

The FAA and the world’s fastest growing aerospace market- HELP?

Quadrilateral Aviation Certification Agreement holds Great Promise—A Few Questions

With all these combinations and permutations, does the world aircraft certification gambit become to resemble multi-level chess?

 

 

 

 

Will the CAAs with incumbent Original Equipment Manufacturer (OEM) (I CAA) help, treat neutrally or be though on a CAA with New Entrant OEM (NE CAA)?

Objectively a NE CAA’s certification inexperience may justify a higher level of scrutiny.

The I CAA should examine carefully the data provided by the first time TC applicant (novelty, unfamiliarity, different design approach, etc.). “Delay” for competitive reasons will be heard

If a NE CAA takes an aggressive action against an incumbent OEM aircraft, is it likely that the I CAA will be even more skeptical of the new OEM TC application? No matter what happens or why, might there be a complaint of retaliation?

 

 

 

 

 

 

Will the NE CAAs create alliances with the other NE CAAs?

Share experiences with other NE CAAs about an I CAA’s processes, standards, vocabulary, etc.?

NE CAA #1 grants the TC application of OEM from NE CAA #2. Will there be an expectation of reciprocation? Or will the CAA to CAA work/relationship in granting the 1st TC create an appearance of favoritism?

The leading incumbent CAAs have devoted resources to training other CAAs. EASA has effectively romanced their foreign colleagues; will these positive relationships have lasting benefit? The FAA has had a long history of foreign offices, but with the help of Congress, this “promotion” is diminishing? The new global reality makes the diminished FAA presence even more myopic!!!

There is no intention to suggest that the Civil Aviation Administration of China,  grant of a TC to the HondaJet Elite  while the certification of the COMAC C919 involve any understandings between the two sovereigns. However,

given the high stakes competition in the aerospace industry (billions invested and expectation of future earnings streams)

and

given the ownership of some of these new entrant OEMs by their governments,

IT IS QUITE PLAUSIBLE TO FORESEE SOME NON-TRANSPARENT,    QUID PRO QUO AGREEMENTS MADE BEHIND CLOSED DOORS

 

IT IS ALSO LIKELY, WITHOUT REGARD TO THE FACTS, THERE WILL BE INNUENDOS THAT THE INCUMBENTS WILL GET FAVORABLE TREATMENT AND NEW ENTRANTS WILL BE SLOW WALKED THROUGH THE PROCESS!!!



 

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