Converting Certified Aircraft to Experimental

[Skydawg]

My C172 has a V8 with redundant EFI and other components to meet the FAR 23 standard. It won'r be sold in the US as a certified STC engine package due to liability, so only experimental in US will be offered here other than for POA and restricted categories such as fire patrol ops. The engine is rated up to 375 HP and controlled by software, so its applicable to a wide variety of air frames. The c172's in the US have an EXP-exhibition (EE) airworthiness certificate, the factory demo additionally has crew training, R&D, market survey. There will be an experimental version for AB.

For the exp-exhibition category (EE), the limitations are about the same as AB. The EE used to have more restrictive op limitations but were revised with a lot of input from EAA about 8-10 years ago.

Again, I would not recommend someone convert their certified aircraft to experimental, there are plenty of more steps involved compared to AB, and meeting those requirements can get expensive. I'd find a conversion kit like mine that has all the documents needed and step by step process to get the EE AC.

As mentioned earlier in blog, more and more aircraft are finding their way in to EE category, and it seems to have become the option when other categories don't fit. Many foreign aircraft certified in countries not recognized by the FAA (and/or whose importers don't want to spend the money for FAA certification), as well as military aircraft without a civilian type certificate are in EE. The EE, and all other exp category limitations, now have nationwide standard limitations so there's a lot more standard op limitations depending on complexity of aircraft..... although local FSDO can add as they see fit.

I think we will be seeing a lot more EE aircraft, especially older aircraft that are just too expensive to keep flying, and who's owners want modern technology at an affordable price and can come up with a good reason to convert to EE. For me, I got an old C172 with a modern FADEC (no carb heat or mixture), cost me about $18/hr (fuel & resv) to fly with current MOGAS prices, it doesn't require an annoying run-up, has a smart engine display that alerts me if something is not right along with a maintenance page that list all system and sensor status- as well as faults with reference to the relevant service manual page (there is even an IPAD app that plugs into the engine computer for more complex analysis and trouble shooting). By far my favorite upgrade is the engine start button for a computerized immediate start regardless of temperatures (I posted a video link below)- I hated trying to hot start the original Lycomings, so this feature is a huge upgrade. My beat up 1969 C172 out performs any new C172 for a fraction of the cost, and would not be possible if certified in the standard category.

Engine start video:

https://youtu.be/F7b0iBc5v_4