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I was talking to FSDO today and we both agreed that it's not the FAA anymore
that you really need to worry about. It's your insurance company. After
the accident, they are going to be looking for anything to make it an
uninsured flight. roger
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: "roger anderson" <[EMAIL PROTECTED]>
Cc: <[email protected]>; "Dan Brown" <[EMAIL PROTECTED]>
Sent: Monday, September 25, 2006 4:11 PM
Subject: Re: [COUPERS-TECH] model 415-CD history
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Having read everybody's comments, I would say that if I were out there
buying
a sport compliant Ercoupe, I would consider any piece of paper whatsoever
(log
entry, 337) documenting the change away from C or CD, a deal killer.
Sure, some FSDO's would call it sport compliant if the airworthness
certificate never changed away from C or CD, but other FSDOs would not.
At some point, the inconsistency could cause the FAA to issue a
clarification,
which could just accept any documentation in record, as evidence of the
change.
Again, just my humble opinion, if I were looking for one for myself.
Everybody
has a different tolerance for risk...
Eliacim Cortes
N87071
415-C 1946
Quoting roger anderson <[EMAIL PROTECTED]>:
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advice in this forum.]----
If any aircraft is modified with an STC, and that STC calls for the
data
plate to be changed to reflect a new model number, then a new
airworthiness
certificate is needed. If a new airworthiness certificate was not
requested
however (and it must be requested) , even though the data plate was
changed
as required, then the FAA would consider that aircraft to be the
original
model in their records. However, the aircraft would have incorrect
paperwork
then since data plates and airworthiness certificates must match. Also,
aircraft can be changed by STCs that don't change the model number, such
as
an Aeronca Champ with a "no bounce" gear installed. The Champ remains a
7AC
and the 337 may or may not have incresed its gross to 1400 lbs and
outside
the LSA range. If it was increased although it's still a 7AC, it is no
longer and never will be LSA. Same with a Coupe. Regardless of what the
airworthiness certificate says, if a 337 was ever submitted after D
changes
were made and it reflects that the gross weight was increased to 1400
lbs, it
is not now or will it ever be LSA. Airworthiness certificates alone
don't
really mean anything. roger
----- Original Message -----
From: Dan Brown
Cc: Ctech
Sent: Monday, September 25, 2006 7:59 AM
Subject: Re: [COUPERS-TECH] model 415-CD history
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advice in this forum.]----
Ed Burkhart Wrote:
Aircraft Specification A-787 explicitly allows all the postwar 415-C
and
415-CD models to be converted to 415-D and be allowed the 1400 lb. gross
weight limit. Many have been converted but whether they were done
"officially" is open to debate since many of these never got a new
airworthiness certificate.
The FAA CD has an approved 337 dated 6/4/77 that states "Up graded A/C
N-93932 Ercoupe 415C to 415D model by authority of Skyport Aircoupe
Service &
Ercoupe Service Memorandum SMK-1, SMK48, SMK46 & SMK-3XX"
The latest (7/17/56) Airworthiness Certificate in the file has the ship
listed as a 415-C. So it appears that there was not a new airworthiness
certificate issued after the modification.
Where does that leave an pilot who needs to operate the ship as a LSA?
The
C model is OK, but the D has a gross weight that puts it outside the LSA
limits.
Dan Brown
Annapolis, MD
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