AOPA Turbine Pilot Magazine - June 2020 - 79

Syracuse estimates that between 30 and 40 percent of his inspections identify
deal-killing flaws. "We see problems that are too expensive to fix," he said.

Higher performance, lower purchase
prices, more and better avionics choices,
and reduced maintenance costs are convincing more aircraft buyers to choose
existing experimental category airplanes.
(The other option is building a kit airplane
themselves.)
But how can the buyer of an experimental/amateur-built airplane know an
aircraft has been built and maintained
properly? Even if the builder supplies all
the required paperwork, there's little to
assure that an approved process or materials were used because the process and
materials, to a large extent, are the domain
of the individual builder.
The same is true for flight testing.
Unlike standard category aircraft that are
typically flown and approved for service by
trained production test pilots, those who
perform the initial test flights on experimental airplanes aren't required to have
specialized training. At the conclusion of

the phase one test period (which typically
ranges between 25 and 40 flight hours)
the pilot makes a logbook entry stating
the experimental aircraft is "controllable
throughout its normal range of speeds,"
and that it has "no hazardous operating
characteristics or design features, and is
safe for operation."
Vic Syracuse, founder of Base Leg
Aviation, a company that specializes in
prepurchase inspections and maintenance
of experimental aircraft, says no two are
identical. "Each airplane is assembled and
modified differently," said Syracuse, who
has performed more than 1,000 prepurchase inspections on Van's Aircraft models
alone. "You really want to find someone
who understands the construction process
and where to look for errors. That kind of
expertise is critical."
Construction quality, materials,
engines, and accessories vary widely on
experimental airplanes. Some builders

are master craftsmen with decades of
aircraft construction and maintenance
experience. Others have little or no technical training. But just because a builder
has experience doesn't guarantee everything is done right. "I've seen mistakes
from experienced builders," Syracuse said.
"No one pointed out to them that they did
it wrong the first time."
Base Leg Aviation prebuy inspections
are unusual in that the company evaluates
the airplane and produces a detailed report
on it-but the report isn't specifically for a
buyer or seller. It simply takes a hard look at
the status of the airplane, components, and
paperwork, and it notes whether applicable
service bulletins have been complied with.
Syracuse estimates that between 30 and
40 percent of his inspections identify dealkilling flaws. "We see problems that are too
expensive to fix," he said.
For fabric-covered aircraft, that can
be the result of the builder improperly

Some aircraft manufacturers also provide (or used to provide) factory parts for kit aircraft builders. The Pitts S-1E aerobatic biplane
(left) was assembled by a private individual from factory components and licensed in the experimental category. Knowing what's
under the cowl of an experimental airplane is particularly important because the category allows an expansive range of engines
and modifications. The turbocharged Rotax engine in the Sling 4 is a known quantity (because it was installed new). The Lycoming
IO-320 in this RV-3 had a non-TSOed fuel injection system and dual electronic ignitions in place of traditional magnetos. Single-seat
airplanes like the RV-3 also require that the buyer's first flight be made alone-so prior experience in a similar airplane is a must.

SLING 4

VAN'S RV-3

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AOPA Turbine Pilot Magazine - June 2020

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