|
T-34 and Experimental Exhibition Category
Ed Maybury
(3/13/2006)
It is possible to change the
certification for a T34 to experimental exhibition, as N134Y (a 1956
B model) had such a certification for a period of time about 2 years
ago.
N134Y had a circuitous route to civilian hands, and along the way
the Navy logbooks were thought to be lost (later found locked in a
Marine Corps JAG officer's safe, but that's a different story.) When
the aircraft was first registered about 2004 the FSDO doing the
registration refused to issue a standard certificate without the
logbooks, but instead issued an experimental exhibition one.
Interestingly, part of the certification process included
documentation that a full plate of aerobatic maneuvers be flown
without adverse handling characteristics being demonstrated. I
suspect that if the wings fell off that would have been considered
an adverse handling characteristic. The experimental exhibition
certification comes with a number of restrictions on where you can
fly, notification requirements, etc. but I bet most owners could do
pretty much most of the flying they wanted to in such a status.
Interestingly, N134Y had the doubler plate AMOC installed by
Hillside while in an Experimental Exhibition status. I assume that
the reason this was done was as Lou mentioned because it had to be
done, experimental status or not. I am not sure of this, but I
assume that the owner at the time didn't write a check for doubler
plates just to dispose of some excess cash.
It was explained to me that there are some benefits to being in an
experimental exhibition status. I was told that these include a
greater amount of maintenance that can be performed by the owner and
the ability to install some of the cool, cheaper, and probably
better avionics that are advertised for use in experimental aircraft
only. The prior owner had the aircraft insured in the experimental
exhibition status, and I don't think his premiums were far from what
was charged when the standard airworthiness certificate was finally
issued.
We worked hard to locate the logbooks and then change the aircraft's
certificate back to a standard airworthiness certificate because the
aircraft was headed for a Navy flying club in a leaseback status,
and it needed a standard certification for insurance and eligibility
purposes to be in the Navy flying club.
Regarding the comments on 120/240 being enough hours- count this
aircraft as one of the ones that will burn through those hours very
quickly, as the aircraft flies 15-30 hours per month. I suspect
there are more than 10 aircraft in the fleet that burn through a
bunch of hours each month, and all of these owners are interested in
solutions beyond the 240 hours other than the Saunders strap. The
every 80 hour MLG inspection is painful, but the fact that I can
repeat it as many times as needed is making it look like a bargain
compared to the center section inspections!
|
