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Rob W.,
I too thought about the need to be able to sell these airplanes and how that
might cause a 'double standard' if you hold the belief the owner should
build 51% of the plane.  I don't think there is a double standard actually
for this reason.  The owner who builds the airplane, FLIES it for a bit,
then sells has shaken the plane down so that it is demonstrably a safe
plane.  The FAA agrees so long as you fly the 40 hours of test flying.
Obviously, there could still be hidden problems, but lots of risk is gone.
Knowing what I know now, I would much rather buy a homebuilt with 100 to 200
hours with an annual on it than one that has yet to take it's first flight.

While select assist shops are undoubtedly very good, the fact that others
are not will doom the business in the eyes of the FAA most likely.  When
business is good at a good assist shop, they'll want to hire additional
help.  Training and supervision issues now enter the picture and bad
workmanship 'accidents' can happen on the shop floor.  The FAA feels that
certified airplane and parts manufacturers need oversight, procedures and
rules to assure that what is a good operation stays that way.  The auto
industry feels the same way incidentally.  Bad experience cause this
climate.  There's no reason to think the assist business will find itself
exempt forever.  So, as Skip said, use them responsibly while you still can.
I think he's right that a better product can result.  Unfortunately, the few
bad apples and accidents will force more FAA intervention at some point.

Ed de Chazal
361DC

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