Removing and surrendering the dataplate is a relatively recent development. In the past, nobody cared. Years ago I was in a guys workshop where he had dozens of removed dataplates hanging on the wall. Pretty sure he didn't bother getting permission.Would you contact first for permission to remove the data tag? Has anyone done this?
But what if the aircraft you own wasn't destroyed or scrapped, can you start to do the modifications and turn in the data plate with the exhibition application when it is finished? Might take 10 years to modify.Nonetheless, if an aircraft registered in my name was destroyed or scrapped, I would notify the FSDO that I am removing and surrendering the dataplate along with the other paperwork.
I am sure you realize this, but I have to ask if you have had any sales into Canada - where we can put any certified airframe into the "owner maintenance" class and re-power as we see fit? I can see a wide bodied 182 being a really useful home for one of your engines/drives!A lot of wrong info on this thread. We put a lot of this info on Corsairpower.com
so, it was a great project with lots of challenges that was our initial drive, but I’d buy an AB before converting a certified aircraft. Good luck either way.
They probably wouldn’t recognize it if you did fly here in one.Of course, the big restriction for Canadians is once we are in OM, can not cross into USA as FAA does not recognize the classification.
I have wondered about that, but not willing to poke that tiger in the balls any more than necessary.They probably wouldn’t recognize it if you did fly here in one.
It will have a big placard on it that identifies it as OM and flying without a Standard C of A.They probably wouldn’t recognize it if you did fly here in one.
BJC
Might not get away with that. I have never seen any CARS or Standards that outline hard limits, but COPA has a guidebook on it that says something like "modifications within certain limits." Transport would want to know what you're doing with it and they'd want to see it. As it is, in applying for the OM you need an AME's inspection and signoff stating that the aircraft "meets its type design," so any mods at the time that have no STC will disqualify it.I am sure you realize this, but I have to ask if you have had any sales into Canada - where we can put any certified airframe into the "owner maintenance" class and re-power as we see fit? I can see a wide bodied 182 being a really useful home for one of your engines/drives!
Thanks, Dan. Appreciate hearing/learning that.Might not get away with that. I have never seen any CARS or Standards that outline hard limits, but COPA has a guidebook on it that says something like "modifications within certain limits."
That was proposed 10 years ago in the Part 23 ARC's report. They called it "Primary Non-Commercial". As you note, it's supposedly in consideration as part of MOSAIC.Canada’s OM is a great option for these older birds to continue flying. FAA is trying something similar with proposed LSA new rules but that’s likely 3-5 years away.
There you go again applying logic to a "illogical" organization.You know it always seemed odd to me the front half of the airplane is usually considered to be the engine and from the firewall backward is usually considered to be the rest of the airport about half an half.
Now if I build the back half it’s A home built but if I build the front half that’s not considered to be doing anything at all.
It seems fair to me that if I can hang a certified engine on a home built fuselage and have whats considered a Homebuilt airplane that I should be able to hang a certified fuselage on a home built engine and have that considered to be a homebuilder airplane.
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