You are mostly correct though a little too conservative.

I think if an aircraft (like the Yak18 for example) is certified in many
countries of the world according to international standards comparable to
our own, it is safe to assume that the risk of using it within the limits of
those standards is comparable to the risks of operating an FAA certified
aircraft within its standards. A Yak18 is not certified in the US and I
doubt it ever will be but I believe it is a very safe aircraft and has
certainly been subjected to aproval processes that go far beyond our own. It
costs a very great deal of money to certify an aircraft of this class in the
US. In the former East block countries, there was no cost.

Most owners find that 300 NM is a pretty generous area in which to operate
their aircraft and that the few ocations they need to go beyond that really
are in connection with airshows, flyins or practice sessions. Make no
mistake though, these are not US certified aircraft and you may not use them
to commute, to take the family to the beach or a million other things we use
Cessnas, Pipers and Beech for. They are for fun flying, not for practical
transportation. It's all very well to say that I can fly an exhibition
aircraft to airshows beyond 300NM but then of what utility is having 5
seats? - Lots of baggage space I suppose.

Here are a couple of FAQs from my website:
a.. How are YAK and Sukhoi aircraft registered in the U.S. ?

Contrary to popular belief, there is no such thing as "straight
experimental" category.There are, in fact, several categories, such as
experimental amateur built, experimental racing and experimental exhibition.
It is the latter category in which Yaks and Sukhois are generally operated.

Within the experimental exhibition category, aircraft are divided into 4
sub categories: Warbird, Turbine, Aerobatic and Other. Basically, the four
categories offer similar restrictions except that turbine aircraft have to
be maintained in accordance with an FAA approved maintenance schedule and
"Other" aircraft can only land at the airport from which they took off.
(This is the FAAs way of preventing you from importing a utility aircraft,
such as the AN2, and using it simply to bypass the expense of operating a
standard category (non-experimental) aircraft).



a.. How restrictive is "Experimental Exhibition category" ?

All of the YAKs and Sukhois operating in the USA are in the Aerobatic or
Warbird sub category and enjoy restrictions similar to these:

1.. The pilot needs to hold an appropriate certificate

2.. The aircraft must be inspected each year in accordance with the
scope and detail of FAR 43 appdx-D (Annual inspection) The inspection may be
carried out by an A&P. (AI not required)

3.. You may not fly over densely populated areas except for the purpose
of takeoff and landing.

4.. You may not operate the aircraft for compensation or hire. (ie, no
commercial operations)

5.. The aircraft may only be operated for the purpose of exhibition,
maintenance and proficiency.

6.. Exhibition is defined as: attending a school or shopping mall
exhibition, fly-in, airshow, aerobatic competition or organized practice
session.

7.. For flights other than those listed above, the aircraft may only
operate within a specified geographical area, usually a circle of 300 NM
based on the airport at which the aircraft is based.

8.. At the beginning of each year, the operator must submit a list of
the events he/she intends to attend that year (program letter).

9.. For any flights not listed in the program letter and which lie
outside the 300 NM radius, the FAA must be informed in advance by FAX or
post card. (Inform, NOT ask permission)

Clearly there is a lot of latitude here. The FAA have carefully avoided
defining the term "organized practice session" and they will accept a FAX on
the day of your departure.

If you would like to see an example of some actual operating limitations,
you will find a typical copy at this URL:
http://www.provide.net/~pratt/ambuilt/exhibyak.htm (Thank you Mr. Pratt)

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