Notice Number: NOTC5084

The FAA has approved Continental Aerospace Technologies’ Global alternative method of compliance (AMOC) to Airworthiness Directive (AD) 2023-09-09. This AD addresses an unsafe condition affecting turbocharged, reciprocating engine-powered airplanes and helicopters, as well as turbocharged, reciprocating engines equipped with spot-welded, multi-segmented couplings at the tailpipe to turbocharger exit exhaust.

The AMOC applies to V-band coupling Continental Part Number 653332 installed on certain engine models, as identified in the AMOC. It requires repetitive inspections and removal of the V-band coupling if it fails any inspection. Removal is also required before reaching the time-in-service (TIS) hours defined in the AMOC, 12 years after being placed in service, or by October 15, 2026, whichever occurs first. This AMOC applies only to V-band couplings with known hours TIS. Additional limitations are detailed in the AMOC.

For further information, please refer to the full AMOC approval letter at https://continental.aero/wp-content/uploads/2026/07/AMOC_AD_2023-09-09_PN_653332_FAA_EXTENSION_II.pdf

Please address any questions or comments to:

Thomas Teplik

Aviation Safety Engineer

316-946-4196

Thomas.Teplik@faa.gov

By Matt Ryan 

The proposal would replace the current inspection authorization renewal process.

The FAA has proposed replacing the inspection authorization currently held by some A&P mechanics with a new inspection rating on the mechanic certificate, according to a Notice of Proposed Rulemaking published July 1 in the Federal Register.

Under the proposal, the new inspection rating would carry the same privileges and limitations now held under the inspection authorization, including approval for return to service after major repairs or major alterations and conducting annual or progressive inspections. The change would remove the current expiration date and the requirement for IA holders to renew in March of every odd-numbered year.

The FAA said mechanics would instead have to meet recent experience requirements during the previous 12 calendar months to exercise the privileges of the rating. Current IA holders would have up to 24 months after the effective date of a final rule to obtain a replacement mechanic certificate showing the inspection rating.

Mechanics holding the new rating would be required to keep records showing recent experience for the previous 24 calendar months. The FAA proposal would also create a process for mechanics who fall out of recent experience to reestablish inspection privileges by completing eight hours of acceptable training or passing an oral test given by an FAA aviation safety inspector.

The FAA estimates the proposal would save mechanics who hold IAs $1.01 million over 10 years and save the agency $4.44 million over the same period. The NPRM lists a one-time cost of about $220,000 for mechanics to request replacement certificates and for the FAA to process and issue them. Comments on the proposal are due by Aug. 31.

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A major shift in light aircraft avionics could soon eliminate one of the biggest compromises in modern panel design.

Dynon is developing fully integrated IFR navigation that lives inside the SkyView HDX ecosystem instead of occupying valuable radio stack space. If certification proceeds as planned, the upgrade could reshape how builders and owners approach IFR capable aircraft.

Dynon has announced development of an integrated IFR GPS navigation solution for its SkyView HDX avionics platform, with simultaneous availability planned for both Certified and Experimental product lines. The new capability is expected to support full IFR operations, including coupled RNAV approaches with LPV minimums, while requiring no additional panel space through the use of a remotely mounted IFR module.

"Our goal has always been to make world class avionics accessible, integrated, and intuitive," said Dynon President Brad Thurow. "With this upcoming capability, we intend for SkyView HDX owners to fly IFR missions, including coupled LPV approaches, without sacrificing a single inch of valuable radio stack panel space."

The new system replaces the need for a traditional panel mounted IFR navigator by integrating navigation directly into the SkyView HDX platform while preserving valuable radio stack space. Existing SkyView HDX owners will be able to add the capability through a remote mounted IFR module installed behind the instrument panel, creating a straightforward upgrade path without redesigning the cockpit.

Dynon is also introducing a completely redesigned flight planning interface that simplifies both VFR and IFR operations. Pilots will be able to load departures, arrivals, and approaches through clear visual workflows rather than the complex menu structures commonly associated with legacy flight management systems. The integrated navigator will also couple seamlessly with the Dynon autopilot for precision approach guidance.

The announcement comes as the FAA's Modernization of Special Airworthiness Certification, known as MOSAIC, is expected to expand IFR opportunities for Light Sport Aircraft. Dynon says the new architecture is designed with those future aircraft in mind, giving manufacturers and builders greater flexibility while reducing installation complexity. Advanced flight testing and certification efforts are already underway, and if the technology delivers on it's promise, it could become one of the most influential avionics developments in light aviation, bringing sophisticated instrument capability within reach of a far broader community of pilots and aircraft builders.

Speed and efficiency. We always want more of it, and there are plenty of aftermarket speed mods that promise to tack on a few more knots here and there, while saving fuel. But many owners overlook the easy things that can boost performance and when it comes down to it, proper maintenance—overall—could be one of the best speed and efficiency mods you can make to an airplane that just doesn’t seem to be making book speeds or at least performing the way it did when it was new. Start with how you operate the engine, and that lever or knob with the red handle.

Obviously, how you use the mixture control dramatically influences fuel burn and how the engine starts and runs while you are still on the ground. A good habit, especially with some high-output Continental and Lycoming engines, is to lean the engine aggressively to the edge of roughness while at idle power but of course always do the run-up at full rich, but then bring it back to maximum lean settings. You generally won’t hurt the engine, and you will have the extra benefit of reducing spark plug fouling—something that also wastes gas and time. It’s easy to foul the plugs with extended ground running, and some engines are more prone than others. I always wondered why some pilots would sit for long periods in the run-up area (after long periods sitting in the tiedown) waiting for takeoff clearance with the mixture at full rich and the power back at idle, only to abort the run because there was a fouled plug. In some cases on stubborn engines, it could mean a visit to the shop to pull the plug(s) for cleaning. And even if the plugs don’t foul (and you miss the mixture on the before-takeoff checklist), don’t worry about forgetting to move the mixture to rich for takeoff—the engine will let you know about it when you put the power in.

Additionally, lean at any cruise altitude at 75% power or less simply because it saves fuel. Many pilots are taught early on to lean at 5,000 feet, or 3,000 feet, or, oddly, to not lean at all. Sure, not leaning lends to simplicity, but it certainly won’t work with all engines. It’s a win-win because of performance gains, and it saves fuel at virtually any cruise altitude and certainly at anything above a few thousand feet. Consider operating at 5% reduced power from usual book power settings because in general, the speed penalty is negligible, but the fuel savings are dramatic by comparison. Take it one step further and experiment with different power settings (always follow the POH and flight manual supplements) to find the best settings that result in improved fuel use and speed efficiency. Typically, the higher manifold pressure/lower corresponding rpm settings are considered to be a little more efficient than high rpm and low manifold pressures.

A longtime Beech Bonanza owner makes a good point that flying at higher power settings makes more heat, and climbing at shallower rates gives you more speed over the ground and cooler cylinders and it usually offers a more shallow deck angle for better outside visibility. Also, flying at higher altitudes generally means cooler temps outside and makes the aircraft more efficient. “When I fly at 11,500 feet, the OAT is right around freezing (no visible moisture) and I fly at full throttle with good leaning techniques and still get 59 to 60 percent power. Now the engine is loafing along and the cylinder heads run between 300 and 350 degrees F,” said Larry Weitzman of the Continental engine in his Bonanza. 

Wheel pants aren’t just for looks—they can tack on decent speed.

And of course there’s lean-of-peak operations, and with a graphic engine monitor and GAMIjectors it makes for a smoother-running engine, which could help engine longevity. “You can fly lean of peak, especially at 65 percent power or less at altitude, and that makes for less fuel flow and less heat. You fly a little slower by half a dozen knots or so, but overall MPG goes up a bit,” Weitzman said.

Think about vibration, too. As one example that comes to mind, some engines seem much more happy at 2400 rpm than 2100 rpm and a high manifold pressure to achieve the same power setting. Stick with the most vibration-free setting if the difference 

is noticeable enough to be felt.

Of course, maintain the engine the right way, and this includes making sure the ignition and air induction systems are in top shape while also making sure the fuel delivery system is properly tuned. You’ll be surprised at how many engines are simply out of tune.

As we’ve covered in previous reports, a sure way to lose speed is to fly with control surfaces (and landing gear doors and cowl flaps) that are out of rig. “I picked up almost 15 mph cruise speed just getting all the flight controls and landing gear doors properly rigged. Correcting the engine cooling baffles and seals netted another 5 mph cruise speed and dropped cylinder head temperatures 50 degrees F,” Steve Zeller told us.

It’s something that should be checked during regular inspections, but make sure the wings, tail, and controls meet the maintenance manual’s specs for incidence, symmetry, control balance, and cable tension. It doesn’t take much to put a plane out of rig, and if there is a small tab that is bent significantly on a control surface for control harmony, it can cost speed and extra fuel burn. It’s a domino effect because improperly rigged control surfaces can alter the plane’s handling and can also prematurely wear hardworking components like autopilot servo motors.

Even parts you might not consider can cause a speed penalty because of induced drag. This includes cracked wingtips or tail caps or other fiberglass external components. Antennas cause drag, too, so when replacing comm antennas, as one example, try to stick with ones that are designed (and installed in the same configuration) as the ones that were the model’s OEM standard. There’s a reason why antennas have speed ratings. Ones that are rated for speeds under the airframe’s actual speed can damage the aircraft’s skin—or even come off the aircraft. I recall a Piper Arrow that kept shedding thin ELT whip antennas because they were installed in a location prone to disruptive harmonics. And whatever you do, make sure the shop doesn’t take the easy way out and leave unused antennas on the airframe. Remove any antenna that doesn’t have a purpose. There are still plenty of ADF sense antennas (that’s the long wire that runs along the top of some aircraft) left in place that should have been removed a long time ago.

This is a real tail chase. It’s not so much a problem with newer solid state EFIS, but mechanical airspeed indicators can develop error over time and unless a shop with the right test equipment picks up on it, you might never know the difference. Some airspeed indicators can also be a source of pitot error because of case leakage. One way to tell if an airspeed indicator has error might be during landing or even on takeoff. Pay close attention—do the airspeed readings match the power settings?

Even worse is incorrect tachometer readings, which can lead to excess rpm settings or inadvertent operation in restricted rpm bands. Both items can cause premature engine wear. While it’s a problem easily solved by digital engine monitor upgrades, it’s worth sending mechanical tachometers to a qualified instrument shop to test for accuracy.

Moreover, the standard per AC 43.13-1B, Chapter 8 for tachometer accuracy is plus or minus 2%. Those that are out of spec require replacement, and my experience is that tachometers in older airplanes are often out of spec. At a minimum they should be checked at each annual by a portable digital tach checker. A staple in my toolbox is the TrueTach II optical tachometer, which is accurate to within 1 RPM, runs on a 9-volt battery, works from inside the cabin (point it at the spinning prop) for up to five propeller blades, and has an operating range from 240 up to 7,000 RPM. Sporty’s sells it for $249.

I’ll go out on a limb and suggest that keeping the paint finish freshly polished/waxed might add a knot or two. I’ve heard from several owners who invested big in ceramic paint coatings on new paint finishes who swear the aircraft picked up a slight increase in cruise speed. We’ll look at ceramic coatings—and top budget speed mods—in an upcoming report in The Smart Aviator. In the meantime, keep the engine well tuned, the airframe well rigged, and experiment with mixture and power settings to find the sweet spot for best speed and efficiency. If anything has worked well for you, we wanna hear about it.

by:  Larry Anglisano

Smart Aviator’s Larry Anglisano is a freelance writer who is an active land, sea and glider pilot with over 25 years experience as an avionics specialist.

European manufacturer Aura Aero aims to make U.S. Space Coast hub for next-generation aviation production.

French aircraft manufacturer AURA AERO has opened its first U.S. production site at Embry-Riddle Aeronautical University’s Research Park in Daytona Beach, Florida. The 11,000-square-foot facility will serve as the company’s U.S. headquarters and host the North American Delivery and Customer Support Center for the INTEGRAL program. The site will also lay the groundwork for future assembly of the company’s 19-seat hybrid-electric regional aircraft, ERA. According to Florida Secretary of Commerce J. Alex Kelly, the project is expected to create more than a thousand jobs in the state’s Space Coast region.

Initial production will focus on the INTEGRAL family of two-seat, aerobatic-capable training aircraft, first powered by a Lycoming piston engine and later offered in a fully electric configuration. The aircraft, recently certified by the European Union Aviation Safety Agency and undergoing FAA certification, targets the growing U.S. flight training market. 

“Florida has long been a leader in aeronautics and space, and the technical expertise of its workforce is a tremendous asset,” said AURA AERO president and co-founder Jérémy Caussade.

By 2028, AURA AERO plans to expand with a 500,000-square-foot assembly line for the ERA, aiming to help position the U.S. as a major center for hybrid-electric regional aircraft production. The company reports over 650 letters of intent for the ERA, valued at more than $10.5 billion, with U.S. customers representing roughly one-third of current orders. 

“AURA AERO’s investment is another example of how Florida continues to lead the way in aerospace growth and innovation,” said Space Florida Board Chair Jeanette Nuñez.

Operators and Original Equipment Manufacturers have reported instances of un-commanded engine shutdowns on aircraft equipped with Lycoming IO-360 engines and AVStar manufactured vertical and horizontal mounted fuel servos when the throttle was reduced to idle (hereinafter “rollbacks” or “rollback events”). These events have been reported on production and in-service Cessna 172S and 172R as well as the Piper Archer III, Pilot 100i, and Seminole aircraft having IO-360 engines. The FAA is asking operators and maintainers of aircraft with IO-360 engines for information if they have experienced similar issues on their aircraft, regardless of fuel servo manufacturer or installation orientation.

https://www.faasafety.gov/files/notices/2025/Dec/2025-12-16_ACS_IO-360_engine_rollbacks.pdf 

It works hard at a number of important jobs, including cooling, lubricating, and, believe it or not, cleaning away the nasty debris. Cleaning the oil is the job of a metal screen, or in some cases, a paper filter.

Oil screens are an older technology, but still in use as the primary method of filtering the oil in many engines. How many screens an engine has, and their purposes depend on the model, but there are two basic types: the pressure screen and the suction screen.

The suction screen is prior to the oil pump and filters out the really bad stuff. Imagine a mechanic accidentally drops something into the engine and it passes through without damaging anything. It would end up in the oil pan and stay there thanks to the screen. More commonly, the suction screen blocks bigger pieces of aluminum and rubber that could be shed from use or internal damage. In a Lycoming engine these screens can be removed, cleaned, and inspected at each oil change. In a Continental engine they are fixed, so owners hope for the best.

Oil pressure screens are small cylinders about the size of a mini can of Coke that filter out the smaller stuff. These are removable on all engines in which they are installed, and cleaned with mineral spirits, inspected, and reinstalled as part of every oil change. Because oil filters can stop particles down to about 40 microns, and oil screens only filter down to about 60 microns, oil filters are generally considered superior. A 20-micron difference might not sound like much, but those particles floating around in the engine’s bottom end and cylinders can cause premature wear. Many pilots argue that an oil screen is just fine, and more regular oil changes make up for the difference.

Inspecting the screen is a bit of a dirty job, as the gooey oil must be brushed or wiped off in mineral spirits, and the resulting liquid drained through a coffee filter. From there it’s easy to see flecks of metal that can be analyzed for more information. 

by: ian.twombly@aopa.org

Pilots and A&P mechanics can bond over setting spark plug gaps or tossing them if they fail to meet muster. 

Diving deeper into the world of aviation spark plugs, we will pull back the cowling and affix our inspection mirror to discuss the types commonly used in different aircraft models, insights into their maintenance, and recommendations for their replacement. 

At their core, spark plugs are devices that deliver electric current from an ignition system to the combustion chamber of an engine, igniting the compressed fuel/air mixture by an electric spark. Properly functioning spark plugs are essential for smooth engine operation and optimal performance.

“The two major types of electrodes in today’s spark plugs include the dual nickel alloy massive electrode and the single Iridium fine-wire electrode," saidAlan Woods, sales manager for piston and power at Champion Aerospacein Liberty, South Carolina. "The nickel alloy electrode design allows for a long-lasting spark plug [300 to 500 hours] at an affordable price. The Iridium fine-wire electrode design offers TBO life [2,000 hours plus] but at a higher cost due to the high cost of Iridium [$4,000 per ounce].”

Massive Electrode Spark Plugs

Massive electrode spark plugs are the most commonly used type in general aviation. They feature large electrodes designed for durability and extended use.

Massive electrode plugs are critical features in terms of durability. They can withstand significant wear and tear, making them ideal for aircraft that undergo frequent and long flights. Massive electrode plugs are also cost-effective. They are generally more affordable than their counterparts, the fine-wire spark plugs. Another attribute is their ease of maintenance. Due to their stout construction, massive electrode plugs are easier to clean and maintain.

There are a few downsides to massive electrode plugs. Over time, massive electrode spark plugs can suffer from performance issues due to electrode wear and increased gap size, leading to less efficient combustion. They are also heavier as the larger electrodes add to the weight, which can be a minor concern in aircraft performance calculations.

Fine-Wire Spark Plugs

Fine-wire spark plugs are designed with thinner electrodes, often made of precious metals such as platinum or Iridium, to provide superior performance and longevity.

The fine-wire plug offers improved ignition over massive electrodes, giving the fine-wire electrodes a more concentrated spark and leading to better combustion and engine performance. They also last longer because they are constructed using durable materials, such as platinum and Iridium, reducing the frequency of replacements. Fine-wire plugs are also lighter than massive electrode plugs, contributing to overall aircraft efficiency.

These enhanced attributes come with a cost. Aircraft fine-wire spark plugs are substantially more expensive than massive electrode spark plugs. They also require careful handling during maintenance to avoid damaging the fine electrodes.

The choice between massive electrode and fine-wire spark plugs often depends on the specific requirements of your aircraft and your flying activity. Massive electrode spark plugs might be more suitable if you fly frequently and cover long distances due to their durability and cost-effectiveness. Fine-wire spark plugs could be the better choice if you prioritize engine performance and are willing to invest in premium parts due to their enhanced ignition efficiency and longevity.

Fine-wire plugs provide a more efficient burn rate and last longer at a much higher purchase price, according to Vince Bechtel, director of aftermarket sales at Tempest Aero Group, which entered the aviation spark plug market in 2010 by acquiring the Autolite brand. A relatively small niche market, the company represents about 10 to 15 percent of the aviation aftermarket. Turbocharged aircraft flying at higher altitudes favor fine-wire plugs, according to Bechtel.

Proper maintenance and timely replacement of spark plugs are crucial to avoid engine misfires and ensure smooth operation. Some tips:

●      Regular inspections: Conduct routine inspections every 100 hours of flight time or as your aircraft’s manufacturer recommends. Check for signs of wear, fouling, or damage. Common issues include carbon buildup, oil fouling, and electrode erosion.

●      Cleaning: Use an approved spark plug cleaner to remove carbon deposits and debris. Be cautious with fine-wire spark plugs to avoid damaging the delicate electrodes.

●      Gap checking: Ensure the spark plug gap meets the manufacturer’s specifications. A correct gap is crucial for optimal spark plug performance. Adjust the gap if necessary using appropriate tools.

●      Replacement: Replace spark plugs at the manufacturer’s recommended intervals or if significant wear or damage is observed during inspections. Always use spark plugs that meet the specifications of your aircraft’s engine model.

“Honestly, the biggest issue I see is over-cleaning," Bechtel said. "Individuals and shops tend to clean plugs until they look brand new out of the packaging. The only thing this does is wear out your electrodes and insulator faster, preventing you from getting the full life out of a set of plugs.”

Even with regular maintenance, spark plug issues can occur. Some common problems and their potential causes include:

Engine Misfire

• Caused by worn electrodes, incorrect gap, or fouled plugs.
• Solution: Inspect, clean, or replace the spark plugs as needed.

Hard Starting

• Often due to spark plug fouling or improper gap.
• Solution: Check and clean the spark plugs and correct the gap.

Poor Engine Performance

• Can result from degraded spark plugs or incorrect heat range.
• Solution: Verify that you are using the correct type and heat range of spark plugs for your engine.

The introduction of fired-in suppressor seal technology, or FISS, is a recent advancement in aircraft engine spark plugs.

"This technology eliminates the high-voltage silicon resistor, which is prone to resistance value increases over time," Woods said. "The FISS technology incorporates fired-in conducting and suppressor glasses that establish the resistance value of the spark plug. This means that the end user has a stable resistance value over the entire life of the spark plug. With the introduction of electronic ignition, spark plug designs will evolve with wider gaps to handle the increased energy being produced.”

Understanding the various types of aviation spark plugs and their benefits and limitations can help you make informed decisions about aircraft maintenance. Whether you choose massive electrode spark plugs for their durability and cost-effectiveness or fine-wire spark plugs for their superior performance and longevity, regular maintenance and timely replacements are critical to engine operation. 

Please consult your aircraft’s technical publications and an A&P mechanic to ensure your spark plugs are in an airworthy condition.

By Vic Syracuse, EAA Lifetime 180848

This piece originally ran in the January 2024 issue of EAA Sport Aviation magazine.

In the November 2021 issue of EAA Sport Aviation I wrote a column entitled “Cooling Things Down.” It was meant to help builders solve some of their cooling problems by providing some insight into the causes. From several discussions with pilots and owners of aircraft since that column, it’s become clear that not everyone understands the differences between EGTs (exhaust gas temperatures) and CHTs (cylinder head temperatures), and whether they are or are not a problem.

Click the link below to read the article:

https://inspire.eaa.org/2024/03/14/understanding-chts-and-egts/?utm_source=ehotline_240314&utm_medium=email&utm_campaign=eh_sportaviation_2024&utm_content=honeywell

Do you think ADs Apply to Homebuilts?   Yes or No?  Because you have an E-AB aircraft and you don't think you need to comply AD's you just might be wrong.  Please read this article from Kitplanes Magazine.  It's an excellent analysis of what needs to be considered.

Aircraft homebuilders occupy a unique legal position that blurs the traditional distinction between aircraft owner-operators and aircraft manufacturers. While building an aircraft, homebuilders assume certain manufacturer responsibilities that can create long-term liability exposure extending beyond typical owner-operator risks.

Under product liability law, a “manufacturer” includes not only companies engaged in mass production but also individuals who design, fabricate, or assemble products for use by others. When a homebuilder constructs an aircraft and subsequently sells it or allows others to operate it, that builder may be deemed a manufacturer for liability purposes, subject to strict liability standards that do not require proof of negligence.

The legal framework distinguishes between kit manufacturers who design and supply components versus homebuilders who assemble those components. If a defect in the aircraft causes an accident, liability hinges on the source of the defect. Defects traceable to the original kit design or prefabricated components manufactured by the kit company may expose the kit manufacturer to strict product liability. Conversely, defects resulting from improper assembly, modifications to the design, or workmanship errors during construction generally expose the homebuilder to liability based on negligence.

Homebuilders who select and integrate components not specified by the kit manufacturer—choosing a different engine, propeller, avionics suite, or structural modifications—assume both designer and manufacturer responsibility for those decisions. This expanded liability exposure underscores the importance of adhering closely to proven designs and manufactures specifications.

The General Aviation Revitalization Act of 1994 provides an 18-year statute of repose that immunizes manufacturers of general aviation aircraft from product liability claims arising more than 18 years after delivery of the aircraft. GARA has revitalized the certified aircraft manufacturing industry by limiting long-tail liability exposure that previously threatened manufacturers with claims decades after aircraft delivery.

However, GARA’s application to homebuilt aircraft remains ambiguous. The Act does not clearly define who constitutes the “manufacturer” of an amateur-built aircraft, nor does it specify when the 18-year period begins for a kit aircraft. Does the clock start when the kit is first delivered to the builder, when construction is completed, when the FAA issues the airworthiness certificate, or when the aircraft first flies? In the absence of definitive judicial guidance, prudent builders should assume the 18-year period begins when the fully assembled aircraft receives its airworthiness certificate and enters service.

Kit manufacturers may benefit from GARA protection for design and component defects, but homebuilders likely receive limited protection, as courts may not view amateur construction as creating the type of long-term liability GARA was designed to address.

A particularly challenging aspect of homebuilder liability involves continuing exposure after selling an aircraft. Unlike typical property sales where liability generally terminates at transfer, product liability law imposes ongoing responsibility on manufacturers for defects that cause injuries to subsequent purchasers or users.

When a homebuilder sells a completed experimental aircraft, that builder may remain liable for construction defects that cause accidents years or even decades later. Subsequent owners, their passengers, and ground victims can pursue claims against the original builder if they can demonstrate that a construction defect caused their injuries.

Documented Build Quality: Comprehensive build logs with photographs, receipts, torque records, and evidence of adherence to manufacturer specifications provide powerful defense evidence if construction quality is later questioned.

Transfer Documentation: Detailed disclosure of the aircraft’s construction history, any deviations from plans, known issues, and maintenance requirements to the purchaser creates a record of informed consent.

Waivers and Releases: Requiring purchasers to sign exculpatory agreements releasing the builder from liability may provide some protection, though enforceability varies significantly by state and circumstances. Waivers are more likely to be enforced in economic disputes (breach of warranty, contract claims) than in personal injury or wrongful death cases, where courts strictly construe such agreements and often find them void as against public policy.

The reality is that waivers provide uncertain protection at best. Many states refuse to enforce waivers that attempt to disclaim liability for personal injury resulting from negligence, particularly when injury or death is involved. Homebuilders who sell their aircraft should assume that waivers will not shield them from serious liability claims and should maintain liability insurance or substantial personal assets to cover potential claims.

Homebuilders who carry passengers in aircraft they built face similar liability exposure, though with somewhat different dynamics. Requiring passengers to sign liability waivers before flight is a common practice, but the effectiveness of such waivers depends on multiple factors.

Courts consider state law variations. Some states enforce pre-injury waivers for recreational activities, while others prohibit them or limit enforceability. Waivers must be clearly written, unambiguous, and brought to the signer’s attention. Waivers signed between parties of equal bargaining power are more likely to be enforced than those imposed on unsophisticated parties. Courts may void waivers that violate public policy, particularly when gross negligence or willful misconduct is alleged.

The practical reality is that passenger waivers offer modest protection against minor injury claims but should not be relied upon to shield builders from catastrophic injury or death claims. Insurance remains the most reliable protection.

The insurance market treats experimental amateur-built aircraft fundamentally differently than certified production aircraft, reflecting actuarial data showing higher accident rates and greater uncertainty in homebuilt aircraft.

Experimental aircraft insurance typically costs 20 to 50 percent more than comparable certified aircraft insurance, all other factors being equal. A Cessna 172 valued at $100,000 might carry an annual premium of $1,200 to $1,500, while an experimental aircraft of similar value, performance, and usage could cost $1,800 to $2,500 annually.

Several factors drive this differential. 

• Accident Rates: Statistical analysis consistently shows higher accident rates for experimental aircraft compared to certified aircraft. While individual experimental designs may achieve excellent safety records, the experimental category exhibits elevated risk.

• Workmanship Variability: Certified aircraft benefit from factory quality control, standardized production processes, and regulatory oversight throughout manufacturing. Experimental aircraft range from professionally built projects indistinguishable from factory aircraft to marginal builds with questionable workmanship. Underwriters cannot easily assess build quality on an individual basis, so they price for the category average.

• Maintenance Standards: Certified aircraft must comply with Type Certificate specifications, use approved parts, and undergo work performed or supervised by licensed mechanics with annual inspections by certified Inspection Authorized (IA) mechanics. Experimental aircraft may be maintained by anyone, with only an annual condition inspection by an Airframe and Powerplant (A&P) mechanic—or by the builder holding a repairman certificate. This flexibility creates maintenance uncertainty from an underwriter’s perspective.

• Parts Availability: Certified aircraft benefit from established parts supply chains and interchangeable components across the fleet. Experimental aircraft, particularly custom designs or kits from small manufacturers, may face parts availability challenges that extend repair timelines and increase loss-of-use exposure.

• Certification Standards: FAA Type Certificate processes require extensive testing, engineering analysis, and demonstration of compliance with federal airworthiness standards. Experimental aircraft certification involves far less rigorous testing and no required demonstration of compliance with Part 23 standards, possibly creating uncertainty about structural integrity, handling characteristics, and systems reliability.

Beyond premium differences, certain coverage types prove more difficult to obtain for experimental aircraft.

High Liability Limits: Securing liability coverage above $1 million can be challenging for experimental aircraft, while certified aircraft routinely qualify the owner to access $2 million, $5 million, or higher limits.

Regarding passenger coverage, some carriers exclude passenger liability coverage for experimental aircraft or impose restrictive sub limits, particularly during Phase I testing. Certified aircraft rarely face passenger coverage restrictions.

While most experimental policies use agreed value hull coverage, some carriers may impose actual cash value or stated value approaches for experimental aircraft, creating claim valuation uncertainty. It is imperative to discuss this with you insurance underwriter and have a clear understanding of the value covered.

Despite these challenges, the experimental aircraft insurance market has matured significantly over the past two decades. Specialty insurers with deep experience in homebuilts—BWI Aviation Insurance, Avemco, AssuredPartners Aerospace, and others—offer competitive coverage with terms approaching those available for certified aircraft, particularly for proven designs flown by experienced pilots.

The experimental aircraft insurance market consists of specialty insurers and brokers with aviation expertise, distinct from the standard property-casualty insurance market serving automobiles and homeowners.

Feel free to read more in Kitplanes Magazine

Care and feeding of the only things between you and the ground.

While generally round and black in color, that’s almost all the characteristics aircraft tires have in common with their automotive siblings. In fact, a major difference is the construction and materials used in their manufacture. Aircraft tires and tubes primarily incorporate natural rubber while automotive tires use synthetic compounds extensively. Aircraft tires are designed for a very specific job and are part of the landing gear system on almost every aircraft.

Credit to AvWeb for this excellent article 

Following a request from EAA and AOPA, the FAA has released a policy that will make it easier for some owners of experimental aircraft to obtain special flight permits (SFPs) for their airplanes in order to reposition them for condition inspections.

The advent of the FAA's shift to an electronic airworthiness certification process can be daunting, but it need not be!  DAR Arnold Holmes, our "local" DAR can explain what you need to get your aircraft certified.  Arnold Holmes is a Private pilot, an A&P Mechanic with Inspection Authorization (IA), and a Designated Airworthiness Representative (DAR). He is a member of EAA and has over 25 years in aviation.  Arnold runs DAR-Certification Services at the Leesburg Airport.

 Check out his website at https://dar-certification.com.