Upgrading a used Homebuilt...

I'm in the process of looking at buying a plane.

One of the options I've considered is buying a used RV6A or RV7A
or maybe even an RV10. (Flying RV10's are Still a bit pricey)

I want an IFR capable aircraft and I want all flight critical instruments, radios etc...
to use certified components.

If I find a used airplane I like but want to add or upgrade the flight instruments and/or avionics

what is the legal or regulatory equvalent of a 337 or STC for a homebuilt?

I have my A+P license (I have not used it for 20+ years)


Paul

wrote:
I'm in the process of looking at buying a plane.

One of the options I've considered is buying a used RV6A or RV7A
or maybe even an RV10. (Flying RV10's are Still a bit pricey)

I want an IFR capable aircraft and I want all flight critical instruments, radios etc...
to use certified components.

If I find a used airplane I like but want to add or upgrade the flight instruments and/or avionics

what is the legal or regulatory equvalent of a 337 or STC for a homebuilt?

I have my A+P license (I have not used it for 20+ years)


Especially if you have "the ticket" fixing up a production aircraft
would make a lot more sense. Almost all are better instrument
platforms.

Which instruments do you feel are more reliable if certified?

Especially if you have "the ticket" fixing up a production aircraft
would make a lot more sense. Almost all are better instrument
platforms.

my A+P currency has lapsed.
So I'm not sure whats involved in getting recurent.


Which instruments do you feel are more reliable if certified?
I've seen a lot of EFIS electronic displays for Homebuilts, that are not certified for
use in production aircraft. I build this sort of electronics for a living and
there is a world of difference between make it look like it works and make it robust
under all circumstances in the real world.

Paul

wrote:
I've seen a lot of EFIS electronic displays for Homebuilts, that are not certified for
use in production aircraft. I build this sort of electronics for a living and
there is a world of difference between make it look like it works and make it robust
under all circumstances in the real world.

Oh, so it's based on a feeling instead of evidence? Gotcha.

BTW, at which point during the certification paperwork does the
robustness get installed?

Thanks!

On Thu, 24 Aug 2006 15:26:18 -0700, wrote:

I'm in the process of looking at buying a plane.

One of the options I've considered is buying a used RV6A or RV7A
or maybe even an RV10. (Flying RV10's are Still a bit pricey)

I want an IFR capable aircraft and I want all flight critical instruments, radios etc...
to use certified components.

If I find a used airplane I like but want to add or upgrade the flight instruments and/or avionics

what is the legal or regulatory equvalent of a 337 or STC for a homebuilt?

There isn't any. Anyone can modify an Experimental Amateur-Built aircraft
however they wish. If you perform major changes (along the lines of an engine
upgrade) the FAA may temporarily restrict you to flying within a given area, but
there's no 337s or STCs for Ex/Am-Built aircraft. See FAR 41.3(b).

The aircraft still has to undergo an annual condition inspection, and if the
person doing the inspection feels the modification is unsafe, they need not sign
off on the inspection. However, as an A&P, you can do your own inspection.

For more detail, see:

http://www.wanttaja.com/avlinks/MAINT.HTM

This is a reprint of an EAA article.

Ron Wanttaja

wrote:
I'm in the process of looking at buying a plane.

One of the options I've considered is buying a used RV6A or RV7A
or maybe even an RV10. (Flying RV10's are Still a bit pricey)

I want an IFR capable aircraft and I want all flight critical instruments, radios etc...
to use certified components.

If I find a used airplane I like but want to add or upgrade the flight instruments and/or avionics

what is the legal or regulatory equvalent of a 337 or STC for a homebuilt?


Your builder's logbook. Period.
Anybody can do anything to a homebuilt. Only if it is considered a
major alteration, depending upon the particular set of operating
limitations it was assigned, you may have to put it back into it's
original test area and fly off 5 hours, and make a logbook entry.