AOPA Pilot Magazine - November 2019 - 65

version of the original Carbon Cub-a
Light Sport aircraft that's limited to a
maximum 1,320 pounds gross weight
and a 120-knot top speed in level flight
by LSA regulations.
The FX-3 allows options such as a
more powerful engine (186 horsepower),
a constant-speed propeller, larger fuel
tanks, a higher gross weight, more payload, IFR instrumentation, and other
performance enhancements. Gochenaur
said he was drawn to the Experimental
category because it allows more freedom
to modify and operate the airplane as he
wished while using non-TSO avionics and
other accessories. His instrument panel is
built around a Garmin G3X touchscreen
primary flight display/multifunction
display that was recently approved for
installation in hundreds of Standardcategory aircraft.
"I wanted to make my airplane
IFR capable and legal," he said. "The
Experimental category allows me to do that
in a common-sense, cost-effective way."
One downside to the Experimental category is that the airplane can't be used for
commercial purposes. But Gochenaur said
that wasn't a drawback for him.
"The premise of this airplane is fun,"
he said. "This is the airplane I'm going to
keep until they scatter my ashes out of it."
A CubCrafters test pilot did the first
two hours of flying in Gochenaur's FX-3-
but the FAA required 40 hours of flight
testing within 75 miles of Yakima before
he was allowed to fly it home.
Gochenaur did that flying himself, and
he said it was one of his favorite aspects of
the FX-3 build experience.

"Eastern Washington and the Columbia
River Valley are absolutely beautiful in
winter," he said. "On those cold, clear winter days, the airplane's performance is just
spectacular, and the scenery in that part of
the country is amazing. I had the time of
my life just flying around the local area logging the required flight time."
CubCrafters has invested heavily
in its builder-assist program and even
built on-airport apartments to house
builders during their stays in Yakima.
An employee concierge manages all
aspects of each build and makes sure all
the materials and staff experts are available at the proper times.
"The inventory and raw materials have
got to be ready for each builder," said Pat
Horgan, CubCrafters president. "They're
busy people, and their schedules are very
tight. It takes a high degree of logistical
effort and sophistication to make sure
everything's on hand for each builder as
they go through the process."
Each builder gets to know individual
CubCrafters mechanics and technicians
as they perform the required tasks of constructing "51 percent" of their aircraft to
meet the FAA requirement for the amateur builder to build the major portion of
the aircraft.
"They see everything that goes into
producing their airplane-and they get to
know our people quite well," Horgan said.
"They spend time with our front-line people, and that builds a very strong bond."
Airplanes made by individual builders
with factory assistance have the same warranty as other models, Horgan said. They
undergo the same engineering, and they

cess. The FAA checklist gives builders
a great deal of credit, for example, for
fabricating parts, but relatively little for
labor-intensive tasks such as covering
and painting.
CubCrafters has builders focus on
high-credit tasks such as building components for one full work week. Then
company employees do much of the
skilled work of assembling the aircraft.
Builders return for two days to finish the
construction process.

Builder-assist programs are hotly
debated within the FAA and the Experimental aviation community. Proponents
say factory involvement improves aircraft
quality and overall flight safety. Opponents say it goes against the spirit of
the Experimental category, which was
intended to encourage "education and
recreation" for hobbyists.
Sling Aircraft, a South African company that makes a variety of twoand four-seat sport aircraft, has begun

THE FX-3-made with factory assis-

tance-isn't for pilots seeking immediate gratification. It currently takes
about 14 months from the time a buyer
places an order until the airplane can
be ready to fly home-and each one
requires sweat equity from the buyer/
builder.

offering its own take on builder assistance. Sling builders from abroad
can come to the factory in Johannesburg, assemble their airplanes, and
then have them crated and shipped
home for certification and flight
testing.
The FAA specifies that amateur builders must perform the majority of the
work-but there's no requirement that
the work take place in the United States.
-DH
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AOPA Pilot Magazine - November 2019

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