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Merry Christmas to all.

One year and 5 months.

Funny, I was going to ask you the same question as you have more experience in the area. My guess would be that doing so would require time, effort and money to obtain a new experimental airworthiness certificate. Also, to my untrained eye, I believe such certificates will contain significant...

Not at all @Bob Noel . My beliefs about this are completely falsifiable. I can think of lots of evidence and analysis that would persuade me that belief is false. By contrast, I have not heard mention of any evidence or analysis, which could exist in principle, which would falsify the claim...

I think this falls under that non-falsifiable belief about regulation not raising prices and impeding innovation. So won’t comment further than that.

You skipped the part where I asked if you can name any data which would persuade you that indeed regulation of aviation increases costs and decreases innovation. Can you? Otherwise I think this falls also into the category of non-falsifiable belief. No point in our discussing such beliefs. So...

https://www.flyingmag.com/aviation-history/remembering-boeings-plant-2-the-birthplace-of-the-b-17/

True it is what the market will bear. But that is because of something related to the regulation. Otherwise people would just go with a seller that could match the lower price.

It seems that regulation adds at least $2000 to the cost of a Dynon panel because the STC is $2000 while the equipment price is the same. And there must be something else in there other than the cost of photocopying the certificate.

But those don’t tell us anything about the question of whether the regulations slow down and increase the cost of innovation. Perhaps the issue with this sort of argument is best illustrated more schematically. We have argument X: more A decreases B Then argument Y: but there is B, therefore X...

Nice data and analysis Ron. So going back to my earlier question, I would like to know what sort of absolute risk rate risk is potentially created if all engines were to be auto conversions in the entire GA fleet of 4 seat single engines. I was just looking at the Nall report and it seems that...

A very good point Ron. The insurers actually have to bet their bottom line on the risks and benefits. Especially for commercial operations involving billions of dollars. If they get it wrong, they pay. Thus they are very incentivized to make sure to be as accurate as possible. This is a very...

That would be an excellent test, wouldn’t it? Does the FAA or some other part of the government have methods in place to measure this? All of the other arguments above are essentially theoretical with no real empirical backing (some anecdotes but those don’t really demonstrate anything, though...

https://avgeekery.com/boeing-mcdonnell-douglas-playbook-not-working/

Thankfully deferred until at least March. Hopefully forever. The other solution which has been proposed to their backlog is that deferrals mean you have your certificate until they say you don't. Given that the vast majority of deferrals eventually result in issuance, this seems much more...

How could it even be possible that adding time and expense would not slow down innovation, at least to some degree? It could easily be the case that potential innovators know very well the sort of obstacles they will encounter with regulation and often don’t even bother. So the timing does not...

That does clarify, thanks. So I think it is clear that the regulations involved for the various operation types require additional work and paperwork, at a minimum. Thus they consume time, energy, and money. And therefore the regulations cause innovation to proceed more slowly than they would...

https://xkcd.com/3024/

So just to be clear - these guys could advertise saying it is a excellent and efficient engine conversion, perform this on customers planes without any additional approvals from the FAA and it would be legal and comply with regulations? However their customers could not rent out or use such an...