It covers different regions, and somebody with a lot of time on their h…
What is the procedure for this, in legal and physical terms?
Replacement fibreglass cowlings for most SEPs cost best part of 10k, and it would seem possible to get replicas made by a classic car body restoration facility. But how would you legalise it?
Under FAA Part 91 you could do it under the owner manufactured parts concession. One article is here. However, what data is needed to support this? Presumably, provably identical materials.
This company is selling Socata wingtips, which AIUI are installed “with a 337” which obviously means a Major Alteration and, absent STC, is likely to be a Field Approval. But then you are buying a finished item which is a different thing in paperwork terms. A PMA is the traditional route for this sort of thing.
What about under EASA?
One owner told me that the STC covers only the Avidyne version, so as the G1000 population displaces the Avidyne population, there will eventually not be any airframes left in a reasonable condition and with supported avionics.
Is there some fundamental reason why the STC cannot cover the G1000 version? Or is it Garmin refusing to allow the G1000 to be used on the Jetprop-converted airframe and, if so, can they even do that? I recall reading of a G600 STC for some turboprop which was done totally without Garmin co-operation.
How is the conversion business going? Is it a steady business, with new conversions still being done?
Also are the more recent airframes stronger? One persistent thing about the Jetprop, especially coming from Piper Meridian and TBM dealers , is that the rivets in the tail keep falling out, etc, etc…
Has anyone been getting anything done.
It seems an idea opportunity because
If you translate “Annex I” by “All aircraft for which EASA is not responsible” (and that is very close to the actual definition), it becomes a tautology that EASA doesn’t care about Annex I.