Thursday, October 14, 2010


CAP has developed streamlined procedures to assist aircraft owners to properly execute the "Owner-Produced Product" rule, reference 14 CFR 21.303(b)(2).
(SEE ALSO... CAP Products and Services)

Before we discuss the CAP procedures, we should get educated on this topic . The best information I have seen on this subject is the following article, originally published in the Aviation Maintenance Technology trade publication.

"I" versus "We"

by Bill O'Brien

Along with the pilot shortage and the mechanic shortage, there is also a parts shortage that plagues the general aviation industry. Because supply and demand are out of balance the cost of new and used parts seem to increase every day. Let's examine the reasons why this is so.
First, we have an old fleet. The average general aviation (GA) single engine airplane is approximately 32 years old. The average age of GA multi-engine reciprocating aircraft is close to 27 years old. The average age for the turbine powered multi-engine propeller driven aircraft average out around 19 years of age. So because of long term wear and tear the demand for replacement parts and large sub-assemblies is much greater today than it was even 10 years ago.
The second reason is our general aviation fleet has been well maintained over the years. So well maintained in fact, the average GA aircraft with a mid-time engine and decent avionics has appreciated to two or three times its original purchase price and is still climbing. Yet even in that land of many zeros the older aircraft are still substantially lower in price than the cost of a brand new aircraft with similar performance numbers and equipment. So the value of older aircraft in good shape are proven investments that over time have beaten the DOW JONES average. So we have an economic imperative on the part of the owners to keep maintaining older aircraft in flying condition which increases the demand for replacement parts.
The third reason is the increasing production costs to make a part. Today aircraft manufacturers are not making makes and models of aircraft in the same quantity they made them back in the Seventies. So the production runs for parts are not as frequent and not as many parts are produced. In addition, it is not cost effective for a manufacturer to make a lot of parts even if the unit price for each part is out of this world because taxes on maintaining a large inventory of parts would eat all of the profits. This low parts production keeps the supply of replacement parts low.
The fourth reason is that some manufacturers would prefer that their older makes and model aircraft-made a million years ago-would quietly disappear from the aircraft registry. This retroactive birth control on the part of the manufacturers may seem not to make any sense until you look at aircraft market dynamics of creating demand and reducing costs. First, each older aircraft that is no longer in service creates a demand for a new, more expensive aircraft to take its place. Second, despite some tort claim relief granted to GA manufacturers in the early Nineties, the fewer older aircraft there are in service, the manufacturers of those aircraft enjoy reduced overall liability claims and ever decreasing continuing airworthiness responsibilities.
So how are we going to maintain these older aircraft with an ever dwindling parts supply when Part 21, section 21.303 Replacement and modification of parts, requires us to use the Parts Manufactured Approval (PMA) parts on a type certificated product? Well, the same rule grants four exemptions to the PMA requirement.
1. You can use parts produced under a type or production certificate such as a Piper, Cessna, or Mooney produced part;
2. A owner or operator produced part to maintain or alter their own product;
3. Parts produced under a Technical Standard Order (TSO) such as radios, life vests and rafts, and GPS; or,
4. A standard aviation part such as fasteners, washers, or safety wire.
Before I segue into the subject of "owner produced parts" as called out in section 21.303, which is the purpose of this article. I would like to create a small uproar with this statement: "FAA Airframe and Powerplant rated mechanics can maintain, repair, and modify parts, but they cannot make a brand new part and call it a repair." Before you accuse me of losing dendrites by the minute, check out section 65.81 General privileges and limitations. The section talks about maintenance, preventive maintenance, and alterations, but not the manufacturing of parts. Nor is it an implied privilege in Part 65, because Part 21 section 21.303 says "no person" may make a replacement part for a type certificated (TC) product unless that person has a PMA, etc.
While I write this I can remember 25 pounds ago and when I had hair, I worked in the real world and I specialized in making engine baffles for Lycoming engines. Before someone accuses me of bureaucratic ventriloquism which is roughly translated as "talking out of both sides of my mouth." My weak defense is, I made the parts because I thought I could." It never dawned on me that I could not legally make a part. Some of you may be astounded that I make this confession freely. It's no big thing because I know the statue of limitations has run out years ago and a jury of my peers would never look me in the eye and convict me.
So here is our problem that we must solve. Since mechanics cannot legally make parts for aircraft and aircraft need replacement parts, how are we going to keep the fleet flying? If we cannot find PMA, TSO, standard, or production holder replacement parts, we are left to make the part under the owner-produced option under section 21.303(b)(2). However, we must remember that the part is for the owner/operator's aircraft only and is not manufactured for sale to other TC aircraft.
To get through confusing regulatory policy with our pride intact, let's try the question and answer routine. (Note: This policy is taken from FAA 's AGC-200 policy memorandum to AFS-300 on the definition of "Owner-Produced Parts" dated August 5, 1993)
Question 1: Does the owner have to manufacture the part him or herself in order to meet the intent of the rule?
Answer 1: No, the owner does not have to make the part him or herself. However to be considered a producer of the part he/she must have participated in controlling the design, manufacturer, or quality of the part such as:
1. provide the manufacturer with the design or performance data from which to make the part, or
2. provide the manufacturer with the materials to make the part, or
3. provide the manufacturer with fabrication processes or assembly methods to make the part, or
4. provide the quality control procedures to make the part, or
5. personally supervised the manufacturer of the part.
Question 2: Can the owner contract out for the manufacture of the part and still have a part that is considered "owner-produced?"
Answer 2: Yes, as long as the owner participated in one of the five functions listed in Answer 1.
Question 3: Can the owner contract out the manufacture of the part to a non-certificated person and still have a part that is considered "owner-produced?"
Answer 3: Yes, as long as the owner participated in one of the five functions listed in Answer 1.
Question 4: If a mechanic manufactured parts for an owner, is he/she considered in violation of section 21.303(b)(2)?
Answer 4: The answer would be no, if it was found that the owner participated in controlling the design, manufacture, or quality of the part. The mechanic would be considered the producer and would not be in violation of section 21.303(a). On the other hand, if the owner did not play a part in controlling the design, manufacture, or quality of the part, the mechanic runs a good chance of being in violation of section 21.303 (b)(2).
Question 5: What kind of advice can you give on how a mechanic can avoid even the appearance of violating section 21.303(b)(2)?
Answer 5: First, a mechanic should never make a logbook or maintenance entry saying that he/she made a part under his certificate number. This foopah will send up a flare and get you undue attention from your local FAA inspector, which you could do without. However, the mechanic can say on the work order that he helped manufacture an owner-produced part under section 21.303 (b)(2).
Second, the owner or operator should be encouraged to make a log book entry that is similar to section 43.9 maintenance entry that states: The part is identified as an owner produced part under section 21.303 (b)(2). The part was manufactured in accordance with approved data. The owner/operator's participation in the manufacturer of the part is identified, such as quality control. The owner must declare that the part is airworthy and sign and date the entry.
Question 6: Is there anything else a mechanic must do?
Answer 6: The mechanic must ensure that the owner-produced part meets form, fit, and function, and, within reasonable limits, ensure that the part does meet its approved type design (e.g. like looking at the approved data used to make the part). Then the mechanic installs the part on the aircraft, makes an operational check if applicable, and signs off the required section 43.9 maintenance entry.
Question 7: What is the owner responsible for and what is the mechanic responsible for concerning owner-produced parts?
Answer 7: The owner is responsible for the part meeting type design and being in a condition for safe operation. The mechanic is responsible for the installation of the owner-produced part being correct and airworthy and for a maintenance record of the installation of the part made.
Question 8: How does the owner or operator get the approved data to make a part if the manufacturer and other sources are no longer in business?
Answer 8: For aircraft that the manufacturer is no longer supporting the continuing airworthiness of, the owner or operator can petition the FAA Aircraft Certification Directorate under the Freedom of Information Act for the data on how the part was made. Or the owner or operator can reverse engineer the part and have the data approved under a FAA field approval or, if it is a really complicated part, have the data approved by a FAA engineer or FAA Designated Engineering Representative.
Question 9: What happens to the owner-produced part on the aircraft if the original owner sells the aircraft?
Answer 9: Unless the part is no longer airworthy, the original owner-produced part stays on the aircraft.
I hope that I spread some light on the murky subject of owner-produced parts, so the next time instead of saying to the owner of an broke aircraft: "Sure, 'I' can make that part," you will now say "Sure, 'WE' can make that part."

Bill O'Brien is an Airworthiness Aviation Safety Inspector in FAA's Flight Standards Service. This article also appeared in the Aircraft Maintenance Technology magazine.

Monday, October 4, 2010

Custom Embroidery by Stitchin'-N-Stuff

Taylorcraft Ball Cap
$18.95 + shipping

You name the color combination
(other styles available - call for estimate)

For different logos, see below.

Your Artwork Design...
Send us your jpg, pdf, or other electronic file
and we'll give you an estimate.


Custom digitized $45.00 one-time fee
(up to 12,000 stitches)

Stitching per item $12.50
(shirt / bag / jacket / towel / etc.)

Standard T-Shirts
$ 12.00 + embroidery + shipping

All Colors Available
100% Cotton

Contact us for your order Today!

Monday, September 6, 2010


What kind of Approvals has C.A.P. done in the past?

I am adding this "Projects" page section to the blog so we can share some of the projects that CAP has successfully certified in the past. Maybe one of these is similar to your planned project. If so, take note that Certified Aeronautical Products has the experience and fortitude to help you through your project.

Aeronca 7AC-C-7BCM - 337, Cessna Style Exhaust Muffler System Retrofit

Beechcraft C90 King-Air: Powerplant Instrument Retrofit

Beechcraft F17-D Staggerwing: Add Fuel Tank & Jasco Alternator

Beechcraft 95 Travel Air: Mechanical Cowl Flap Conversion

Bellanca 14-19-3 Composite 4-blade MT Propeller upgrade

Boeing B17 Flying Fortress - 337 Exhaust System Modification

Boeing B17 Flying Fortress - 337 2-man Troop Seat Installation

Cessna 172 Skyhawk - 337 60-Amp Alternator installation

Cessna 177 Cardinal - 337 Cowling Exit Air Ramp & Wheel Pants

Cessna 200 Series - Multiple STC, Propeller Upgrade

Cessna L19 (305A) Bird Dog - 337 Field Approval, Rocket Launchers (inoperable)

Cessna L19 (305A) Bird Dog - 337 Field Approval, Remote Mount Oil Cooler

Cessna 310Q: 337 Field Approval, TCM IO-470-V/-VO Engine Model Substitution

Luscombe 8E: 337, Propeller Model Substitution

Mooney M20: 337, Modernize Powerplant Instruments

Piper PA-23 Cherokee: 337, Wing Spar Splice Repair

Piper PA-25-250 - One-time STC, Fuel Tank Installation

Piper PA-32-300Cherokee 6: 337 Field Approval, Lyc. IO-540-K1B5 Engine Model Substitution

Taylorcraft BC-65 - AMOC Fuel shut-off safety device

Taylorcraft BC12-D: Longeron Repairs

Taylorcraft BC12-D: Metal Propeller Model Substitution

Taylorcraft BC12-D: O-200A Engine Model Substitution

Taylorcraft DCO-65: Add Two 5-gallon Fuel Cells

Taylorcraft DCO-65: Exhaust Substitution

Taylorcraft DCO-65: Alternator & Battery Installation

Waco RNF Open Biplane: 165 hp Warner Engine Substitution

Waco ZQC-6 Custom Cabin - 337 Field Approval, Cleveland Disk Brake Retrofit

STC # SA02164LA

Certified Aeronautical Products offers the following STC Paperwork for sale:

STC # SA02164LA: 85 - 90 - or - 100 HORSEPOWER!

Taylorcraft L2/DC(O)-65 Engine Upgrade

Continental Engine - C85, C90, or O200A



Certified Aeronautical Products
2457 Texas Highway 236
Moody, TX 76557

phone: (254) 715-4773

Taylorcraft BC & BC12D Engine Upgrade

Certified Aeronautical Products offers the following STC paperwork for sale:



Taylorcraft BC / BC12D Engine Upgrade
Optional Gross Weight Increase
(Formerly known as the Gilberti/Harer STC)

Conversion to BC12D-85
w/ C85-8 Cont. Engine
- Short Engine Mount
- Retain Original Gross Weight, or
- Increase Gross Weight to 1280 lb

Conversion to BC12D-4-85 or Model 19
w/ C85-12 Cont. Engine.
- Long Engine Mount
- Retain Original Gross Weight, or
- Increase Gross Weight to 1500 lb.

TO ORDER: via snail mail

We need the following information to process your order.  
Send Check or M.O to our address below.

  • Name of Aircraft Owner
  • Address (Owner)
  • Address (for shipment of STC paperwork - if different)
  • Contact telephone
  • E-mail address
  • Model # of Aircraft
  • Serial # of Aircraft
  • Indicate method of payment: PayPal / Check / Money Order 

TO EXPEDITE ORDER: via internet

Email us the above information. Request a PayPal invoice.  We will turn around and send you an invoice with several optional methods:
  • Electronic Check
  • Credit Card
  • Pay with funds from your PayPal account
Certified Aeronautical Products
2457 Texas Highway 236
Moody, TX 76557

phone: (254) 715-4773

Sunday, September 5, 2010

For Sale: Travel Air Fuselage Frame / RH Upper Wing

Poor Condition - Pattern Reference Only

YOU Pick Up - No Shipping - Located in Central TX

Call for details.

Engine mount in photo not included.

Click on Images to Enlarge

This fuselage salvaged from field on the late Sid Hess Airfield. This is thought to be the discarded fuselage frame from N434N, for which Sid built a new fuselage frame.

Make Offer - Goes to Highest Bidder

Call 254-715-4773 or email


Also... RH UPPER WING FOR TRAVEL AIR 2000 Good for Pattern. Some metal fittings

YOU Pick up - No Shipping - Located in Le Sueur Minnesota

Make Offer - Goes to Highest Bidder

Call 254-715-4773 or email

DER Approved Data

Through the magic of PayPal, let C.A.P. provide a convenient and quick way to address your DER approval needs. A typical simple DER approval of your data usually costs around $250.00, depending on the complexity and the engineering discipline(s) involved.

C.A.P. supports all DER disciplines as follows.
Structures - Powerplant Installation - Mechanical systems & Equipment - Electrical systems & Equipment - Engines - Flight Analyst - Flight Test Pilot - Acoustics

Email us today at to request your DER approval. We'll send you an invoice via PayPal for Major Repairs and/or Major Alterations. This method is not always possible for complex or unusual design changes. So if you're not suer give us a call first at 254-715-4773 and describe your needs. If we agree this can be a simple approval and the data is available or simple to produce, it is easy... just scroll down and order your FAA-DER approval form 8110-3.

With this approval in hand, your A&P/I.A. will have what he needs to execute the FAA form 337 for fast and efficient return-to-service.

Piper Vagabond Wing Fuel Tank Conversion

FAA-DER Approved Paperwork FOR SALE

Piper PA-15 & PA17 Vagabond
Two 12-gallon Wing Fuel Tanks
Remove Fuselage Nose Tank
Single Selector Valve (Andair)

FAA-DER Approved Drawing to be used in support of Major Alteration via 337 return-to-service by your A&P/I.A. sign-off.

Drawing includes instructions for fuel flow test and unusable fuel determination.

Select Airplane Model
Engine model
Airplane s/n

Taylorcraft Exhaust Conversion

Taylorcraft BC-Series or DC-Series
Conversion to Dual Exhaust (Luscombe 8E-style)
Comes with installation drawings and DER 8110-3 Approval Paperwork to be referenced on 337.

All parts are available as FAA-PMA parts from Wag-Aero, Univair, or other sources.
Improves maintainability of exhaust and improves carburetor heater / cabin heater performance.

No cross-over tube behind engine.

Lower oil temperature due to less radiant heat impingement on oil reservoir.

Makes for more room at rear of engine for alternator or generator installation (with C85, C90, O200).

My Airplane is a...
Airplane/Engine model & s/n

Saturday, August 28, 2010

For Sale: MIL-L-20703A Magneto Timing Light

1960's Vintage Military
Aircraft Magneto Timing Light

Excellent Condition

Missing One Bulb
General Electric NE-45 (p/n 102-006)

Heavy-Duty Steel Case

Batteries not included
Uses One 4-1/2 V (Burgess # 5360 or type BA-31)
- or -
Uses Three type BA-30 batteries in series
- or -
Uses Three Civilian "D-cell" batteries in series

Click on images to enlarge!

Comes with Complete Instruction Manual including parts list

$ 135 + shipping*

Thursday, August 26, 2010

For Sale: Used Wheel Fenders - RARE -

NOTICE - SOLD - 08-27-2010

Keep those nuisance puddle splatterings off of your wing underside and spiff up the look of your antique airplane with these unique wheel fenders. This rare pair of aluminum wheel fenders are authentic to the early T-Crafts / Champs / Cubs.

Click on images to enlarge

Construction: Each Fender is made in halves with a welded seam down the center.
Material: Aluminum (soft) with - Stainless Steel Trim pieces. Edges are finished with wire-hemming.
Condition: Used / Repairable
- Left has mounting hardware and fully in-tact
- Right missing mounting hardware and the mounting extensions are creased under and will need to be replaced. What is there can serve as a useful pattern.
- Both fenders have a few dings that need to be smoothed out
Weight: 3.2 pounds each side


These little Gems will complete your authentic restoration!

Tuesday, August 10, 2010


Okay now for some specific help, lets talk about the nuts and bolts of getting it done.

IF YOU HAVE FAA APPROVED DATA for the change you are making, then the change is simple. Work with your A&P/IA to do the modification or repair and make sure it follows the approved data. When finished, the A&P/IA should make the logbook entry, reference the "approved data" in block 8 of the FAA form 337, and sign block 7 of the FAA form 337 indicating the aircraft is approved for Return to Service.
  • Now, here's what's important... PAY ATTENTION.
  • The 337 is simply mailed in to the FAA Aircraft Records division in Oklahoma City

Having FAA approved data to cover your entire change is the easiest way to get _____ approved on your airplane. DER Approved Data can support 337 Return to Service without contacting the local FAA-FSDO Inspector


IF YOU NEED FAA APPROVED DATA for the change you are making, then your A&P/IA must secure "approved data" from one of the following FAA accepted sources (a through s):

Note, we have highlighted in RED the types of "approved data" that CAP can most readily assist you to secure.

a) Type Certificate Data Sheets (TCDS).
b) Supplemental Type Certificate (STC) data, provided it specifically applies to the item being repaired/altered. Such data may be used in whole or part as included within the design data associated with the STC.
c) Appliance manufacturer’s manuals or instructions, unless specifically not approved by the Administrator, are approved for major repairs.
d) Airworthiness Directives (AD).
e) FAA Form 337, which has been used to approve multiple identical aircraft (only by the original modifier).

NOTE: Aviation safety inspectors (ASI) no longer approve data for use on multiple aircraft.

f) U.S. Civil Aviation Authority (CAA) Form 337, dated before October 1, 1955.
g) FAA-approved portions of Structural Repair Manuals (SRMs).
h) Designated Engineering Representative (DER)-approved data, only when approval is authorized under his/her specific delegation.

i) Organization Designation Authorization (ODA)-approved data, when the major alteration is performed specific to the authorization granted.
j) Data in the form of an Appliance Type Approval issued by the Minister of Transport Canada for those parts or appliances for which there is no current Technical Standard Order (TSO) available. The installation manual provided with the appliance includes the Transport Canada certificate as well as the date of issuance and an environmental qualification statement.
k) Foreign bulletins, for use on U.S.-certificated foreign aircraft, when approved by the foreign authority.
l) Data describing an article or appliance used in an alteration which is FAA-approved under a TSO. As such, the conditions and tests required for TSO approval of an article are minimum performance standards. The article may be installed only if further evaluation by the operator (applicant) documents an acceptable installation which may be approved by the Administrator.
m) Data describing a part or appliance used in an alteration which is FAA-approved under a Parts Manufacturer Approval (PMA). An STC may be required to obtain a PMA as a means of assessing Airworthiness and/or performance of the part.

NOTE: Installation eligibility for subsequent installation or reinstallation of such part or appliance in a type certificated (TC) aircraft, other than the aircraft for which Airworthiness was originally demonstrated, is acceptable, provided the part or appliance meets its performance requirements and is environmentally and operationally compatible for installation. The operator/applicant must provide evidence of previously approved installation by TC, STC, or field approval on FAA Form 337 that will serve as a basis for follow-on field approval.

n) Any FAA-approved Service Bulletins (SB) and letters or similar documents, including DER approvals.
o) Foreign bulletins as applied to use on a U.S.-certificated product made by a foreign manufacturer located within a country with whom a Bilateral Agreement (BA) is in place and by letter of specific authorization issued by the foreign civil air authority. The Bilateral Web site is located at:
p) Other data approved by the Administrator.
q) AC 43.13-1, current edition, for FAA-approved major repairs on non-pressurized areas of aircraft only when the user determines that it is:

· Appropriate to the product being repaired;

· Directly applicable to the repair being made; and

· Not contrary to the airframe, engine, propeller, product, or appliance manufacturer’s data.

r) AC 43.13-2, current edition, for FAA-approved major alterations on non-pressurized areas of aircraft 12,500 lbs gross weight or less only when the user determines that it is:

· Appropriate to the product being repaired;

· Directly applicable to the alteration being made; and

· Not contrary to the airframe, engine, propeller, product, or appliance manufacturer’s data.

s) Service and repair data provided by small airplane manufacturers, although, in most cases, not specifically approved, has provided for continued Airworthiness of their product. Service experience in using this data when performing major repairs to non-pressurized airplanes that are 12,500 pounds or less maximum certificated takeoff weight, and were originally TC’d before January 1, 1980, has proven to be very reliable if followed and not deviated from. Follow-on TC’d of the same model airplane, or a derivative thereof (may be assigned a later TC date), is considered to meet this criteria. When the data is used in this manner, the manufacturer’s data (with page, paragraph, etc.) must be referred to in block 8 of FAA Form 337.

IF YOU CANNOT FIND FAA APPROVED DATA for the change you are making, it starts getting more complicated. There are a few ways to secure it. The FAA always says... before you make any change to an airplane contact your FAA Principal Maintenance Inspector at the local Flight Standards District Office (FSDO-PMI). If you don't know who yours is, that's because they are usually assigned to work with individual A&P/IA's or Maintenance Shops. So check with your A&P/IA. Here's what's so special about the FSDO PMI.
  • These guys have the authority to approve certain types of design changes. When this is done, it is called a "FIELD APPROVAL". This is not always an option.
  • These guys (the PMI's) are trained and required to follow the"Flight Standards Information Management System (FSIMS)" FAA Order 8100-9 when deciding how to handle certification projects. If you go there, you will eventually come across a large table that is intended to sort out how the FAA will handle specific types of design changes for aircraft. The Table is called the "Field Approval Job Aid". It provides a cook-book approach for the FSDO inspector to make a determination that the design change is one of the following types - "STC", "EVL", or "DER".
  • Items with the letters STC require approval via Supplemental Type Certificate (STC).
  • Items with the letters EVL may be eligible for approval by means other than an STC, depending on the scope and complexity of the alteration. These items will not automatically qualify for a field approval; they require evaluation and review of guidance to determine if the field approval process may be used.
  • Items with the letters ENG may be eligible for approval by means other than an STC, but require either DER or ODA approved engineering data or concurrence from the ACO for field approval.

How do I get _________ approved on my airplane? Pt. 1

Fill-in the blank. This is the $64,000 (+) question. The answer depends on whether this ______ is considered by the FAA as a "Major Repair", "Major Alteration", "Significant Change", "Critical part",.. (I know I have lost about half of the audience right here). It also depends on whether you have "approved data", or if it is being proposed as an "STC", "field approval", "337 with DER support",.. (I bet I lost a bunch more readers right here). The rest goes on to say blah.. blaahh... blahhh!

The FAA answers for all of this are so complex that many of the FAA employees themselves don't even understand it. It's all covered right here in one convenient document, FAA Order 8900.1 called FSIMS. I've spent a career learning the definitions to all of this and frankly it is mind boggling. To make it worse... tell the FAA you have a "Vintage" airplane and many of their own engineers and inspectors don't even know how to deal with it. And they are the ones who have created this label for old airplanes by definition.

So what is a fellow to do when he wants to improve his antique airplane, upgrade to modern equipment, install newer parts, add horsepower.. or whatever? That's where C.A.P. comes in. We can help sort this all out.
  1. First, we'll educate ourselves on your specific issue. We will do our homework to make sure we understand all of the potential pitfalls and FAA certification issues at hand.
  2. Second, we will give you FEEDBACK and discuss the certification costs and obstacles. This is to help you make the best decision for your airplane and for your pocketbook.
  3. Then we will educate YOU and your A&P/IA so that you can be ahead of the FAA in understanding their own regulations, policies, procedures, and red-tape.
  4. Next, we'll help you make a plan of attack to address the certification issues in a way that makes sense to everyone. We will work with your FAA-trained A&P/I.A. and make sure we are all on the same page.
  5. Once we have done all of our homework, we will talk with the appropriate FAA office (FSDO inspector or ACO engineer) and make sure we understand exactly what they will need.
  6. Next we will help you develop a submittal like the FAA needs to have. We will coordinate any necessary FAA compliance inspections, conformity inspections, substantiation tests, or analyses. We will help you with drawings, reports, and any other required documentation.
  7. We will keep in touch with you and your A&P-IA until all the paperwork is ready and everything is submitted to the FAA.
  8. We won't stop there. We will follow through with the FAA until the job is done.
With CAP, you get the TOTAL PACKAGE. We specialize in project management.

Why do I need permission to install an STC?

Here's what the FAA Regulations Say...

14 CFR § 21.120 Responsibility of supplemental type certificate holders to provide written permission for alterations.
A supplemental type certificate holder who allows a person to use the supplemental type certificate to alter an aircraft, aircraft engine, or propeller must provide that person with written permission acceptable to the FAA.
[Doc. No. FAA–2003–14825, 71 FR 52258, Sept. 1, 2006]

14 CFR §
91.403 General.
(a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

(b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.

(c) No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under §91.409(e) have been complied with.

A person must not alter an aircraft based on a supplemental type certificate unless the owner or operator of the aircraft is the holder of the supplemental type certificate, or has written permission from the holder.
[Doc. No. 18334, 54 FR 34311, Aug. 18, 1989, as amended by Amdt. 91–267, 66 FR 21066, Apr. 27, 2001; Amdt. 91–293, 71 FR 56005, Sept. 26, 2006]

Thursday, August 5, 2010

FOR SALE: 1939 Taylor-Young model BC-65

NC22207 - s/n 1145

- click on images to enlarge -

All Paperwork up-to-date -
250 Hours since Restoration in 1999

Long list of receipts for new parts replaced during restoration

Poly-Fiber Fabric 9.5 on a scale of 10

Shock Cords replaced 03-2007

Must See and Fly to Appreciate

No Radio - Basic Instruments

  • Compass, Airspeed, Altimeter, Tachometer,
  • Oil Temp, Oil Press, Slip Indicator

All AD's Up to Date

  • Front Struts Sealed - no recurring inspection
  • Rear Struts - Next inspection due 8-21-2012
  • Strut Attach Fittings in full compliance - non-recurring

Auto-Fuel STC - 3.75 gph / 100% fpm (fun per minute)

Continental A75-8 Engine 250 SMOH - 337 Approved

McCauley 1B90CM7443 Propeller 250 since new

  • Exhaust Replaced 2007 (Wag-Aero new)
  • Slick Magnetos with Shielded Harness

Click here for 2007 trip report 1600 miles TX to IA & return

Located in Central Texas Near Temple / Waco

$ 25,000.00


(254) 715-4773


Owner: Leon C Carr

(254) 853-9244

Friday, July 30, 2010

Exhaust System Retrofits

Aging exhaust systems can be a source of trouble for small airplanes. If not because the parts are hard to find, but they can be a safety hazard too. You don't want to skimp or neglect the condition of your exhaust systems. CAP has been involved in a number of exhaust system upgrade projects. Here are some reasons to consider making some changes.

Degraded / neglected / leaking old parts can lead to problems with...
  • power loss, heating issues, or other engine problems
  • corrosive hot gases impinging on structure
  • noxious CO (carbon monoxide) can KILL
Improperly performed repairs from years past cause other issues like...
  • poorly fitting parts hard to install / maintain
  • interferences leading to cracks
  • inadequate clearances causing overheating of other components
There are much better materials available now that...
  • last much longer
  • look cleaner
  • are easier to repair
  • perform better
Don't let the challenge of certification scare you away from fixing your exhaust system the right way. Call CAP for help. Watch the next few blog postings for some of our exhaust system success stories:

Tuesday, July 27, 2010

BEWARE: Water in Fuel Tank Systems

The following information is considered by CAP as basic restoration and maintenance fundamentals for fuel system safety.
The FAA has published a Special Airworthiness Information Bulletin (SAIB) today, to notify airplane owners of the safety hazards associated with water contamination of fuel tank systems on Cessna 150, 170, and 172 airplanes. In this document there are several other documents referenced and inspection suggestions listed that provide essential guidance that is applicable for maintenance and inspection of fuel systems on any small airplane. Note: Although this is a non-mandatory document, the FAA uses the SAIB as a means to notify airplane owners of safety hazards.

We at Certified Aeronautical Products recognize that there are numerous small airplanes including Taylorcrafts and other Antique Airplanes with fuel tank systems of similar design to the Cessna models affected. Therefore, we are recommending that all of the operators of Taylorcraft and other antique airplanes should be aware of these hazards and should review this SAIB document here.

Be Safe!

FAA Airworthiness Concern Sheet

Failure of Main Landing Gear Tie Strut, p/n B-A51
Taylorcraft, all models equipped with landing gear

As noted today on the Taylorcraft Forum, the FAA has issued the attached Airworthiness Concern Sheet regarding a reported failure of the main landing gear tie strut on a Taylorcraft model BC12D. To review this document, click here: copy of FAA-ACS July 26, 2010.

This information is non-mandatory, but is identified by the FAA as a potential safety concern. For more information on the nature and purpose of the ACS process see the following commentary on the AOPA website.

As noted by AOPA this is your chance as an interested party to participate in the safety process for your airplane. You may have relevant information that could influence the FAA in deciding whether or not this should warrant further safety inspection requirements or perhaps result in an airworthiness directive. Be sure to send in your opinions or comments by email to

Monday, May 31, 2010

Service Bulletins for C.A.P. STC 'S

Certified Aeronautical Products is issuing the following Service Bulletins applicable to airplanes modified per STC # SA1-210. (Taylorcraft BC-series) and/or STC # SA01264LA (Taylorcraft DC Series)

SB.01 Fuel Flow Requirements May 31, 2010 (originally released Jan. 17, 1962)
SB.02 Policy on Prior Use of STC # SA1-210 Data May 31, 2010
SB.03 Implementation of STC # SA1-210 without wing structural mods June 8, 2010
SB.04 Fuel Consumption: Range and Endurance Nov. 10, 2010

Thursday, May 27, 2010

STC # SA1-210 - 85 hp STC - for Taylorcraft BC and BC12-D is Finally Available Once Again

Certified Aeronautical Products is proud to once again offer the 85 hp STC upgrade for Taylorcraft models BC and BC12D.

Fully FAA Approved and available FOR SALE, this Supplemental Type Certificate, STC # SA1-210 (formerly known as the Gilberti/Harer STC) allows you to install an 85 horsepower Continental C85-8, C85-8F, C85-12, or C85-12F engine in place of the original 65 horsepower A65 engine.

Click on the image above to order your AUTHORIZED COPY today!

Or... Contact us at

(254) 715-4773
2457 Texas Highway 236
Moody, TX 76557

Wednesday, May 19, 2010

STC # SA1-210 Acquisition

Press Release March 20, 2010

The word has been leaked for a few weeks now, so it is no secret. The long-awaited acquisition of the Harer/Gilberti STC by C.A.P. is now complete. We are working diligently now to make this upgrade available by mid June, 2010. Stay tuned for more developments.

Terry B.

Original Taylorcraft Aviation Corp. Documents

In an effort to support owners and operators of Taylorcraft airplanes, Certified Aeronautical Products (C.A.P.) is re-publishing some of the original Taylorcraft Aviation Corp. factory documents recently acquired.

These documents were first released for public use between 1938 and 1944. It is our intent to make such documents available as we acquire them.

C.A.P. makes no claim of responsibility for the content of these documents. They are provided for informational purposes only. It is the responsibility of the appropriately rated maintenance technician to verify the validity and effectivity of maintenance information before returning an aircraft to service in accordance with FAA Regulations.

- Instruction Manual, models B & B12 (contains some information for model A airplanes)

- Taylorcraft Aviation Corp. Service Bulletins #1 through #19 (#10 missing)

- Taylorcraft Aviation Corp. Service Bulletins #21 through #34 (#20 missing)

- Taylorcraft Aviation Corp. Service Bulletins #35 through #55 (#'s 36, 37, 40, 41, 43, 44, 48, 49, 51, 52, & 54 missing)

Tuesday, April 27, 2010

B-17G Texas Raiders

I had the unique opportunity and pleasure to work on a certification project for one of the greatest airplanes to ever fight for our country... a B-17G Flying Fortress, "Texas Raiders".

This airplane is operated by the Commemorative Air Force (CAF) - Gulf Coast Wing in Houston, TX. For years, B17G operators have been struggling with turbo-supercharger reliability issues, even after disabling the turbos by removing the wastegate butterfly and compressor wheels. This problem has intensified as replacement parts have become nearly extinct.
CAF - Gulf Coast Chief Maintenance Officer, Chuck Conway designed a modification that solves the problem and still looks fairly authentic to the untrained eye. A new welded pipe assembly was fabricated with an overboard outlet to dump exhaust overboard just ahead of the turbo-supercharger. The design bolts up to the turbos which remain installed as the original and thus retain the authenticity. For now, the modification has only been done on the #1 and #4 engines on Texas Raiders. Modifications for the #2 and #3 engines is planned for this fall, after the airshow season.

When the CAF first contacted me, through my friend Mark, I was skeptical that we might be able to clear all the FAA hoops for certification in time for their first airshow just three weeks ahead. We got busy anyway and remained optimistic... CAF members from all over Texas and elsewhere sent me information that enabled me to assemble a technical report. I received great support from my FAA counterparts and was able to secure special authorization to approve the data myself as a DER. This turned out to be a blessing, enabling the A&P/I.A. to submit the 337 directly to FAA OKC and return the airplane to service himself, based on having approved data.

This was my first encounter with a "Limited" type certificate aircraft. This presented some unusual certification issues and challenges. Using FAA processes, it became necessary to select and establish the appropriate certification basis for the change. My FAA advisor agreed with the approach I proposed and so the rest was a matter of technical details. The CAF guys got busy and prepared the airplane for a ground test and with the results, I had everything needed to make the approval.

When things go well as they did on this project, I truly love my job. It is nice to be able to contribute to keeping this kind of historical machine alive for folks to enjoy. This project truly was a team effort, which couldn't have been done so quickly without the input from many folks. Still the CAF folks really have been appreciative for the work I did. Here's what some of the CAF team-members had to say.

"Terry: Thanks very much for taking on the Herculean task of straightening out the paperwork on Texas Raiders! ...Your input and expertise on this project was the KEY to successfully putting this aircraft back on the show circuit! I am really looking forward to meeting you, and thanking you, in person! Best wishes. Doc"

"Terry, ...All the CAF folks spoke of how much they enjoyed meeting you and how they appreciated your work. I'm glad it finally worked out OK. You pulled off in 18 days what the first guy had sat on for 6 months, so in their mind you worked a miracle... Mark"

And here's what Chuck Conner had to say in his monthly column in the May 2010 issue of "Cowl Flaps", the CAF GCW Newsletter...

So with the approval in hand, "Texas Raiders" made it to its first scheduled air show after a 7-year restoration. It just so-happened that this show was in Temple Texas just 20 minutes from my house. So, on Friday April 30, my wife and two of our kids came along to go see the airplane. The flight crew, led by Buddy Cooksey treated us all to a personal tour of the airplane. I am sure we will not soon forget this experience.

I need to acknowledge my my friend Mark Julicher and thank him for recommending me for the work. Mark also prepared some of the continuing airworthiness data for this bird. Others who were helpful were David Carr, Chuck Conway, Don Price, Walt Thompson, Peter Hakala, Jimmy Stahl, Randy Wahlberg, and Ron Dietes. In a matter of 15 days, start-to-finish, we accomplished the FAA approval for some exhaust changes which make the airplane safer and enabled the CAF Gulf Coast Wing to get the airplane legal and available for the 2010 Air Show season.