Speaking of certified engines, there is one gotcha I learned about that you need to be aware of if you use one.
When you use a certified engine in an experimental you are required to comply with all the A.D.s. I was always under the impression in the past that it was recommended on an experimental, but not required. My DAR that inspected my Midget Mustang with an O-200 said it was required so I had to go back and research all the applicable A.D.s on the engine, mags, alternator, starter, and carb. I had the complete logbooks on the engine going back 30 something years and many overhauls. Some of the A.D.s were entered as complied with in the logbook, and some were not even though they must have been done during the overhauls. I had to identify what was complied with and do what I could not prove was complied with. I was fairly lucky on this engine because what I could not prove was done was easy to do again. If you have some major A.D. that requires splitting the case to verify compliance and you can not find a logbook entry you are out of luck and will have to do it. If you buy an old engine without logbooks you will have to complete all the A.D.s again. Some things to keep in mind before you buy that nice looking engine at Oshkosh. I am not sure if all DARs look for this or not. It would be interresting to hear experiences from others with certified engines that have been through an inspection already. Oh, also forget about getting a 25 hour test flying phase. That is only for a certified engine and prop combination with other conditions as well. So unless you are using an O-200 with the big diameter aluminum prop that it had on the 150 it came off of you will still have 40 hours to fly off. Brian Kraut Engineering Alternatives, Inc. www.engalt.com
