c.ennis(at)insightbb.com
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 Posted: Sat Jan 02, 2010 6:44 pm Post subject: Autogas STC |
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Several months ago there was a discussion on the list concerning certified engines and the application of AD's issued for them..The following came from the FlyBaby forum and was written by Harry Fenton. Its subject is "Autogas STC" but it addresses a few issues which could be helpful to builders and those already flying. At any rate the year is young and we might as wall start it off with a "hot" topic.
Charlie Ennis RV-6A flying in northern Ky.
Actually, there is a legal aspect to running auto fuel, even in an homebuilt
aircraft. The auto fuel STC's have two components- engine and airframe.
Obviously, if the airframe is experimental and the STC for the airframe does
not apply. However, if you intend to keep the C-85-12 operating as an FAA
approved engine, then the FAA would require that an STC be applied to the
engine to keep it legal.
There are rules for Experimental aircraft operation which are often
misunderstood (or ignored). A primary misconception is that anything
attached to an experimental airframe is FREE of any rules or compliance to
FAA regulations- WRONG! While liberties can be taken, the aircraft always
has to be operated in a safe manner consistent with FAA airworthiness
regulations. In particular, most amateur built aircraft use FAA approved
components of some sort- primarily engines. If the engine is to be
continued in operation as a certified component, then AD compliance and STC
compliance is required, despite the installation of the component in an
experimental airframe.
The FAA requires compliance to TC specs because parts which migrate from
certificated aircraft to amateur built aircraft often migrate back into the
certified world. Case in point, the Fly Baby is often worth more dead than
alive. The engine, brakes, and instruments can often be parted out for more
than the value of the aircraft in a complete, flying condition. So, the FAA
wants TC'd components to be maintained accordingly to ensure some reasonable
chance that parts are airworthy when re-installed on a certified aircraft.
A certified engine can be converted to an uncertified status. The engine
data plate is removed, an entry made in the logbook stating that the data
plate was removed and that the engine has been maintained from that point
forward to amateur or experimental standards. This action would legally
allow you to burn anything you want in the engine, including auto fuel. If
the engine is sold at some point, then the buyer can inspect the engine and
re-attach the data plate. So, if you don't want to buy the the STC, then
this action keeps the paperwork legal.
There are a couple of advantages to keeping the engine conforming to Type
Certificated regulations. The value of the engine is more if sold at a
later date and the flight restrictions during initial test flights are less
when using a Type Certificated engine. If the data plate is removed, even
if the engine is a Continental, then it is treated just like a converted
lawnmower engine in the eyes of the FAA, and flight test hours are
increased.
Granted, this is really splitting some fine hairs. The only time the FAA
will discover that auto fuel has been run in an engine with no STC is during
the investigation after the crash. In reality, paperwork or no paperwork,
the engine will generally run fine on auto fuel. Just be aware that there
are some legal fish hooks, and you can get snagged under the right set of
circumstances.
Harry
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