Salvage Parts

For homebuilders, aircraft salvage yards represent an attractive source of airframe components, engines, avionics, landing gear, instruments, and countless other parts at substantial discounts compared to new. Yet this cost advantage brings questions about safety, regulatory compliance, and practical considerations that every builder should understand before heading to the boneyard.

Regulatory Landscape

The BASIC advantage experimental builders see from salvage parts stems from the regulatory framework itself. Unlike owners of certificated aircraft who must comply with regulations requiring all replacement parts to be produced under FAA approval (PMA, TSO, or by the type certificate holder) experimental aircraft builders face no such restrictions. Under 14 CFR 21.191(g), an aircraft qualifies as E-AB when the majority portion has been fabricated and assembled by builder undertaking the project solely for their own education or recreation. This means builders can source components from virtually anywhere, provided the completed aircraft is in a condition for safe operation.

However, this freedom comes with a critical caveat that catches some builders by surprise: type-certificated components receive zero credit toward the 51% rule. FAA guidance used by inspectors when certifying amateur-built aircraft makes clear that builders receive no fabrication or assembly credit for using type-certificated parts, even if significant work is required to install them. A builder who incorporates extensive salvaged components, say, complete wings from a certificated aircraft, a factory engine, and production landing gear, may find they have not completed enough tasks to qualify for E-AB  certification, regardless of the hours invested.

EAA emphasizes this point repeatedly: while parts and components from type-certificated aircraft can certainly be used in homebuilts so long as they are in a condition for safe operation, the builder must still demonstrate that the major portion of fabrication and assembly tasks were completed by the amateur builder. This requirement has tripped up more than one ambitious builder who attempted to rebuild or heavily modify a damaged certificated aircraft, only to discover the project does not qualify for experimental amateur-built status and must instead pursue the more restrictive experimental exhibition category or return the aircraft to standard category certification at considerable expense.

Substantial But Variable Savings

The financial appeal of salvage parts is undeniable. Aircraft salvage operations report typical savings of 50 percent or more compared to new parts. For major components, these numbers become compelling.

Engines are the standout example. A mid-time Lycoming O-360 in serviceable condition typically sells in the $15,000 to $18,000 range from salvage sources, compared to roughly $30,000 for a new experimental engine. Similarly, IO-540 engines which can exceed $50,000 new often appear in the salvage market in roughly the same $15,000 to $18,000 range. That kind of saving can fund an entire avionics suite or cover a substantial portion of a kit upgrade.

The differential for avionics is similarly dramatic. Salvaged avionics typically cost 50 to 70 percent less than new equipment. A GPS/NAV/COM unit that retails for $8,000 new might be available as a serviceable salvaged unit for $2,400 to $4,000. For builders on tight budgets, the savings here alone can determine whether modern avionics are financially feasible.

Airframe components, landing gear assemblies, control surfaces, instruments and accessories also typically run half or less of new pricing. Salvage yards report that engines and avionics remain their most requested items precisely because they are universally applicable across multiple aircraft types and offer the most dramatic cost reductions.

But the economic advantages come with caveats. First, the advertised savings assume the part is genuinely serviceable. The $18,000 used engine that requires an immediate $35,000 overhaul suddenly costs $53,000—way more than a new experimental engine. Second, salvage parts are typically sold “as removed” with limited or no warranty, transferring inspection and evaluation costs to the buyer. Third, the savings must be weighed against insurance considerations, which can be more complex for aircraft with extensive use of salvaged components.

What You Don’t Know Can Hurt You

The central challenge with salvaged aircraft parts is uncertainty. Unlike new components that come with known specifications, traceability documentation and manufacturer support, salvaged parts arrive with incomplete histories and unknown service conditions. This information gap creates several categories of risk.

Unknown operational history is the first concern. A salvaged engine may show 1200 hours on the data plate, but critical questions remain unanswered. Was it operated in a coastal environment where salt air accelerated corrosion? Did it experience a prop strike that went undocumented? Was it maintained meticulously or neglected? Military surplus parts pose even greater challenges, as they may have been subjected to extreme operational stresses or have shorter life limits than civilian equivalents, yet lack the documentation to determine this definitively.

Invisible damage represents the second major concern. Aircraft structures and engines accumulate damage over their service lives that is not always apparent during visual inspection. Metal fatigue manifests as microscopic cracks that grow under repetitive loading until they reach critical size. Several types of corrosion including the particularly insidious intergranular corrosion develop internally and show no external symptoms until advanced stages. Corrosion fatigue, which combines cyclic stress with environmental attack, accelerates this process.

Proper assessment of these hidden conditions often requires non-destructive testing methods beyond most builder’s capabilities: eddy current inspection for subsurface fatigue cracks, ultrasonic testing for internal defects, magnetic particle inspection for ferrous metal discontinuities and liquid penetrant inspection for surface-breaking flaws. Professional aircraft salvage operations may conduct some level of visual inspection and basic testing, but comprehensive NDT on every component would price salvaged parts close to new.

There are also contamination hazards. Salvaged parts may contain hazardous materials that are not obvious to the untrained eye, like fuel system components with residual fuel, avionics containing old backup batteries and so on. While experimental builders face fewer regulatory constraints than commercial operators, these hazards remain real safety concerns during storage, handling and installation.

Pay extra attention to engines. Engine cores represent some of the most valuable salvage, but are also the riskiest purchases. Engines with sudden stoppage from a prop-strike require complete teardown and inspection even if the crankshaft appears undamaged. Connecting rods, camshafts and internal engine cases may all sustain damage that is undetectable without disassembly. The price difference between a prop-strike core and a known-good mid-time engine should reflect these additional inspection and potential replacement costs but sellers do not always disclose strike history, and the risk falls to the buyer.

The Paper Trail

While experimental builders are not required to maintain the same meticulous documentation standards as certificated aircraft operators, establishing component traceability provides valuable protection.

Aircraft parts traceability—the ability to track an aircraft parts history—history, including its origin, manufacturing details and past usage serves several functions beyond regulatory compliance. It enables informed decision-making. A logbook entry showing an engine was overhauled 400 hours ago by a reputable shop, with oil analysis trending favorably, represents materially different risk than an engine with no history beyond “removed from aircraft.”

Traceability also facilitates future maintenance decisions. Knowing a component’s service history, previous repairs and exposure to environmental factors allows more accurate assessment of remaining useful life. It provides crucial information in the event of incidents or accidents. Finally, good traceability increases resale value should the builder eventually sell the completed aircraft.

For salvaged parts, best practice documentation includes the source aircraft identification (make, model, serial number), total time in service, dates of installation and removal, maintenance records for the component, any repairs or modifications and the reason for removal. FAA Form 8130-3 (Authorized Release Certificate) provides standardized certification for parts returning to service, though this is not required for experimental aircraft installations. Even without formal tags, maintaining basic records including photos of data plates, logbook entries from the source aircraft and seller invoices establishes a traceable history that can prove invaluable.

Due Diligence Before Installation

Our E-AB aircraft require annual inspections, but these are performed by the builder if holding a repairman certificate for that specific aircraft, or an A&P mechanic, who determines whether the aircraft is in condition for safe operation. Unlike certificated aircraft, there is no type certificate conformity, and no performance or configuration standard beyond the inspection items listed in Part 43, Appendix D.

This flexibility extends to component installation. In theory, a builder could install a salvaged engine or landing gear with only a visual inspection. In practice, that represents unacceptable risk. The EAA’s Technical Counselor program exists precisely to provide builders access to experienced judgment during construction. Technical counselors and experienced A&Ps consistently emphasize the importance of thorough inspection of any used components, particularly engines and structural elements.

For engines, a salvaged engine should undergo compression testing, borescope inspection, oil analysis (if any service history exists) and external visual inspection for evidence of oil leaks, case cracks or previous repairs. Ideally, a knowledgeable A&P or engine specialist should evaluate the engine before purchase. For engines with unknown history or any indication of prop strike, budget for complete teardown and inspection—effectively an overhaul—rather than gambling on hidden damage.

For avionics, bench testing by an avionics shop is the only reliable assurance of functionality. Many salvage operations sell avionics to shops rather than end-users specifically to avoid warranty issues from installation problems or untested units. The cost of professional testing must be factored into the total economics.

For structural components, visual inspection for corrosion, cracking and prior repairs is the baseline. For critical load bearing components, e.g., engine mounts, wing attach fittings, landing gear, consider professional non-destructive testing if any doubt exists. Aluminum components should be examined for all corrosion types: surface corrosion, pitting corrosion, filiform corrosion, fretting corrosion and exfoliation.

The better condition inspection guides for popular kits provide detailed checklists covering engines, airframes, control systems and accessories. Following this methodical approach for evaluating salvaged components before installation catches problems while they are still the seller’s responsibility rather than after they are installed in your aircraft.

Insurance: How Coverage Changes with Salvage

Aircraft insurance for homebuilts differs substantially from certificated aircraft coverage, and salvaged components introduce additional complexity.

Builder’s risk policies that protect aircraft components during construction typically cover parts based on documented purchase price. This means salvaged components that cost $20,000 instead of $40,000 new will receive only $20,000 in coverage if destroyed during construction. For components where the replacement cost differential is modest, this presents little concern. For substantial savings purchases, it creates a potential coverage gap.

More significantly, insurers evaluate completed experimental aircraft based on workmanship quality, parts sourcing and maintainability. Several aviation insurance specialists note that partial loss claims can prove complicated when parts are difficult to source or the aircraft incorporates obscure components. An aircraft built entirely from a current-production kit using new or well-documented components presents a cleaner underwriting picture than one assembled from an amalgamation of salvaged parts with uncertain provenance.

Hull coverage for experimental aircraft typically uses agreed value rather than stated value, meaning the insurer and owner negotiate the aircraft’ s value upfront. This agreed value should reflect the actual reproduction cost including the time and expense to source similar salvaged components if that is how the aircraft was built. However, experimental aircraft generally command higher rates than comparable certificated aircraft due to higher accident rates and greater workmanship variability. Adding uncertainty about parts availability and quality on top of that may influence underwriting decisions or premium calculations.

During the Phase I flight test period, some insurers offer only liability coverage or provide hull coverage with higher deductibles and restrictions. This presents particular concern if salvaged components with unknown condition fail during the test period. The decision to use salvaged parts with incomplete service history effectively transfers some risk that would normally be borne by the parts manufacturer or salvage operation to the builder and thus to the insurance carrier.

Best Practices: A Framework for Salvage Parts Selection

For builders considering salvaged components, several principles can help maximize benefits while managing risks:

• Stratify components by criticality. Not all parts warrant the same level of scrutiny. Non-structural items like interior components, fairings and some instruments represent lower risk than engines or wing spars. Focus extensive investigation on flight-critical components while accepting reasonable risk on secondary items.

• Prioritize traceability. Purchase from established salvage operations with documented inventory systems rather than anonymous sellers. Large, well-known salvage yards maintain better records of component histories and generally stand behind their sales. The modest premium charged by reputable dealers buys peace of mind. 

• Verify rather than trust. Even with good documentation, conduct independent inspection before installation. For engines, this means compression testing and borescope inspection at minimum. For structural components, carefully examine for corrosion, cracks and prior repairs. For avionics, professional bench testing provides the only reliable assessment.

• Calculate total cost, not just sticker price. The advertised price represents just the starting point. Add inspection costs, potential repairs or overhauls, shipping, and the opportunity cost of searching for specific items. An engine bought for $18,000 that needs $6000 in repairs before installation and took three months to locate may not beat a $32,000 new engine available immediately.

• Don’t forget the 51 percent rule. Every type-certificated component incorporated into a homebuilt receives zero credit toward amateur-built compliance. If significant salvaged assemblies form part of your build strategy, carefully document all fabrication and assembly tasks using photos and builder’s logs to demonstrate 51 percent compliance to FAA inspectors.

• Maintain comprehensive records. Document everything about salvaged components: source, condition at purchase, inspections performed, repairs made and installation details. These records support condition inspections, provide crucial history for future owners and help establish value for insurance purposes.

• Leverage expert resources. The EAA Technical Counselor network exists specifically to provide builders access to experienced judgment. Have a technical counselor evaluate major salvaged components, particularly engines and structural elements before purchase when possible, and definitely before installation. Most technical counselors donate their time gladly, considering it their contribution to safer homebuilding.

• Know when to buy new. Some components justify new purchase despite higher cost. Engines represent the largest single-component expense in most homebuilt projects, but they are also the most critical to safety and reliability. A new engine with zero-time, full warranty and known history may provide better long-term value than gambling on a used core with unknown maintenance history. Similarly, flight-critical structural components where any doubt exists about condition warrant serious consideration of new fabrication.

Purpose-Built Designs Using Type-Certificated Components

Some homebuilt designs explicitly incorporate type-certificated components as part of their engineered configuration. The classic example is the Breezy, designed in the 1960s to use surplus Piper Super Cruiser wings, which eliminated the need for builders to construct wings from scratch. Similarly, several modern designs accept stock Cessna or Piper landing gear, while many incorporate certified engines and propellers as standard equipment.

For these designs, the salvage market provides intended component sourcing rather than opportunistic substitution. The FAA has evaluated and accepted these designs use of type-certificated components in determining amateur-built eligibility. Builders following plans that specify TC parts as part of the design need not worry about jeopardizing their 51 percent compliance as the design’s evaluation has already accounted for these components.

Thousands of successful homebuilt aircraft fly safely using salvaged parts. Those builders succeeded by combining the economic advantages of salvage parts with disciplined inspection practices, thorough documentation and clear-eyed assessment of risk. With the same approach, salvage yards can help you build the aircraft you want at a price you can afford, while maintaining the safety standards that should never be compromised.