Primary Category

[chriscalandro]

I have followed this thread from the beginning and as I stated, the path and description doesn’t look like it follows what the regulations specifically say.  I also specifically referenced the STC documentation mentioned earlier in the thread.

 

The regulation specifically states that the STC will spell out additional MAINTENANCE items. It says nothing about the ability to use non approved devices, and I do not believe unapproved avionics are maintenance items. 
 

it appears Primary category was created to help relieve the burden of MAINTENANCE. So far from what I have read there is no mechanism in place for it to allow non certificated changes. 

 

Sometimes you have to do a bit more research than reading a post on a message board.  Especially when it comes to the airworthiness certificate for your airplane.  Again, the regulations around primary category aircraft as written by the FAA, and the description written here does not line up, Which is why I asked for the clarification of how this was getting done.  
 

I suggest YOU read the 4 pages of the thread and then read 21-37, 21-17(f) and 21.24.

 

 

I too am interested in this path, but I’m also interested in not irreversibly ruining my AW certificate.

 

Do you not think that this primary category regulation would have been incredibly popular over the last few decades it’s been around if it did all of the things this thread says it does?  Don’t you think it would have a bit more available information from the user base? People that have done it? AOPA?

Edited April 20, 2020 by chriscalandro

[chriscalandro]

Fears confirmed. 
 

according to my FSDO the primary category exists to help cross the maintenance bridge between certified and experimental for kit built airplanes not built by the owner operator. Converting a certified airplane to primary category allows a trained owner operator to do more maintenance items, which can be specified in the STC. 
 

It does NOT allow for unapproved modification (that is what experimental is for) and there is no mechanism to define new airworthiness standards for a converted airplane.
 

converting back to certified requires you to prove the airplane has been maintained according to certified standards, and the inability to prove that means you basically have to apply for a new airworthiness certificate and go through all of the inspections required. 
 

I found it odd that if this path was around for over a decade, SOMEONE SOMEWHERE would have written about it.  Other than this thread, that doesn’t seem to be the case. 
 

Maybe my FSDO is confused? But I don’t think so. Seems like something That would have been up AOPA alley, but there is 0 coverage and 0 documentation of what has been suggested here anywhere else on the internet. And that seemed odd to me. 

Edited April 21, 2020 by chriscalandro

[guak]

I've been watching this thread with a lot of interest as I'm looking for an E or F model in need of upgraded avionics.

After reading through the entire thread and the 14 CFR Part 21.24(a)(1) does anyone know if the 2700 pound limit is gross weight or empty weight?  Can the stc limit the weight to 2700 lbs for the F model if so?

 

Thanks for the informative thread.

[carusoam]

Guak,

I think the weight issue was covered earlier on in this thread, or the partner thread to this one...

Best regards,

-a-

[Dbrown]

Primary AW is commonly  used for STC testing. 
and for importing foreign built light AC