First of all I believe there are four major factors that
influence the success or failure of constructing an airplane either from a set
of plans or from a kit. Simple awareness of these problem areas will increase
your probability for success. First of all, you must acquire the technical
knowledge and develop the skills necessary to build an airplane. Failing to do
so will result in a lack of confidence during the construction of the aircraft
that often causes the project to be condemned to the basement or garage never to
be completed. Secondly, family involvement is essential. You must involve your
family with your project. A large number of airplane projects remain unfinished
as a result of family misunderstandings. The third major factor is the amount of
time required to build an aircraft. This time is often underestimated and the
result can be frustration which often in turn leads to termination of the
project. The last factor for successful completion involves money. The financial
requirements are often miscalculated as to the total amount required and also
when the money will be needed. These four areas of concern certainly are not
all-inclusive. There are a number of other factors that contribute to the
overall successful completion of an airplane. However, I am convinced that these
four are critical.
I will discuss with you how to properly prepare yourself for
the experience of building an airplane. I will outline the different methods of
airplane construction, the tools needed for each method, workshop requirements,
time, how to involve the family, etc. All of the types of airplanes available to
build, regardless of their method of construction, have certain things in
common. One of these involves the requirements necessary to certify and operate
an aircraft as an amateur-built. Last month, I discussed the Far of airplane
building and how they apply to each phase of construction. In this article, I
will discuss the initial preparation phase of building with emphasis on the
specific requirements to license your airplane. Before you actually begin
construction you should know what you are going to need to be prepared for the
final inspection of your airplane by the FAA. I will develop a checklist to
assist you with these items. What follows applies to both a plans and a kit
built aircraft.
Once you have decided what type airplane you are going to
build, you should contact your local FAA office. Each regional office should
have available a packet of information that includes necessary forms, Advisory
Circular 20-27D, a listing of eligible kits, and other information pertinent to
amateur-built aircraft. Advisory Circular 20-27D is necessary. It contains most
of the information you will need to properly prepare for the certification
process of your aircraft. If you are purchasing a kit, you will want to ensure
that it is listed on the FAA listing of Eligible Amateur Built Aircraft Kits. If
it is not listed, you may have difficulty obtaining amateur-built
certification.
Also provided with the information package is a listing of the
names of Designated Airworthiness Representatives within your local area. A
Designated Airworthiness Representative (DAR) has the authority under the
Federal Aviation Regulations to act as an FAA representative to issue
airworthiness certificates. These individuals are authorized to inspect an
aircraft and issue the special airworthiness certificate under the experimental
category. This certificate will usually be issued for the purpose of operating
an amateur-built aircraft. DARs are not government employees, rather they
usually have their own business. Therefore, they will charge for inspecting your
aircraft and issuing the air-worthiness certificate. This charge is usually
about $300-$400. FAA Inspectors do not directly charge for this service since
they are government employees.
You should decide in the beginning whether to use a DAR or an
FAA Inspector to inspect your airplane when it is completed. When you begin the
project, contact the person you have chosen and advise them that you are
building an airplane. Start a relationship with the individual so you can ask
questions and seek advice throughout the building process. They will be very
beneficial in ensuring you are properly prepared for the final inspection of
your airplane. Prior to 1983, the builder of an airplane was required to have an
FAA inspection at several stages during construction. These inspections were
commonly known as pre-cover inspections. In 1983, the FAA decided to only inspect
the aircraft one time just prior to the initial flight test. At that time the
airworthiness certificate may be issued.
Common sense tells us we will want to have pre-cover or
in-process inspections of our project accomplished. These inspections should be
performed by a person with proper qualifications. Several choices are available.
You should be involved with your local EAA Chapter and find out if an EAA
Technical Counsellor is available. A Technical Counselor is a designated
individual with a proven broad background who has been selected by his EAA
Chapter as an advisor. Most Chapters have Technical Counsellors who have building
experience. If possible, select a person who has experience in building your
particular airplane or at least with the same type of construction. If a
counselor is not available, find someone else who has built a similar type
airplane who would be willing to look over your shoulder and help you look for
problem areas. Finally, a licensed mechanic (A&P) can be valuable in
performing inspections. Preferably, the mechanic should have experience with
experimental airplanes.
Having established contact with a DAR or FAA Inspector and
after finding someone to inspect your aircraft throughout the building stages,
you will want to prepare yourself to begin work. The first step is to thoroughly
review the plans or assembly manual provided by the designer or manufacturer.
Reading the plans and/or manual will save you countless problems later. You also
should purchase several reference manuals such as AC43-13, which will assist you
in obtaining answers to questions that will certainly arise. Hands-on workshops
are also available through the EAA/SportAir workshop program that teach the
technical skills needed to build an aircraft. You should acquire a working
knowledge of the area of construction involved such as composites, welding,
sheet metal, fabric covering, etc. Gaining this knowledge will give you the
confidence necessary to begin the project in addition to preparing you for
problem areas that will arise.
Finally we are ready to begin construction. Tools needed,
workshop space, etc. will vary with the type of project you have selected. We
will discuss those specific needs in subsequent articles. This discussion will
pertain only to general issues. From the very beginning you will need a
builder's log. This log will contain the history of your airplane during the
construction phase. It will serve at least three purposes: (1) proof that you
built at least 51% of the aircraft which will allow you to obtain amateur-built
certification, (2) an account of the aircraft to establish a value for insurance
purposes or for resale, (3) a personal journal to show other builders,
etc.
There is no required format for a builder's log. I would
recommend a large 3-ring binder that will allow space for a number of pictures,
receipts and documents. Document every phase of construction with pictures of
completed parts, receipts for materials used, samples of welds, glue joints,
dates you worked, etc. A very important part of the log is the documentation of
inspections. At the completion of each major phase of construction have a
Technical Counsellor or someone else that we previously discussed inspect your.
Document the date of inspection, who inspected, what was inspected and the
results. I recommend doing this regularly. You cannot have another set of eyes
overlook your work too often. We can work on a project for months and continue
to overlook a problem that someone else will spot immediately. In summary, the
builder's log is very important. It is the history of the life of your airplane
and the FAA inspector will review it thoroughly to be sure you have built the
major portion of the aircraft, that the work was done properly, that the
materials were adequate and that the aircraft is indeed safe for you to fly. You
must be very diligent in keeping up with this log.
The next step in preparing for your certification is to obtain
an N-number and to register your airplane with the FAA. You may make application
for a specific number for your airplane. FAR 47.15 will give you the specifics.
Basically, the number you request must not exceed five symbols following the
letter N. These symbols may all be numbers or 1-4 numbers and one suffix letter
or 1-3 numbers and two suffix letters. The letters "I" and "O" may not be used
and any zero must be preceded by another number. To obtain a specific N-number,
send to the FAA an Affidavit of Ownership for Amateur-Built Aircraft, Form
8050-88 along with the number you desire. If your aircraft is a kit, you must
also send an Aircraft Bill of Sale, Form 8050-2 with the word "aircraft" crossed
out and the word "kit" inserted in its place. After the FAA has received your
request and if the number you requested is not in use on another aircraft, you
will be sent a form letter giving the number assigned along with a blank Form
8050-1 which is an Aircraft Registration Application. You then fill out this
form and return it (with your N-number) to the Aircraft Registry. The pink copy
of this form will serve as your registration document until the permanent Form
8050-3 is received. You must have your air plane registered before the FAA
inspector or DAR can issue your airworthiness certificate. I recommend that you
allow at least 90 days for this entire process. Some builders register their
airplane when they begin while others will wait until a few months prior to
final inspection. Often local property taxes are imposed when the aircraft is
registered.
Several other items need to be completed during the building
stage to prepare for the inspection. Your instruments should be properly marked
with required markings such as the airspeed indicator for never exceed speed,
etc., engine instruments for maximum and minimum safe operation, and any other
pertinent markings. Baggage compartments should be properly marked with maximum
weights. You may want to put "no-step" markings in certain places along with
other warnings. Keep in mind the necessary instrumentation if you want to
certify the airplane for instrument flying (IFR). FAR 91.205 can be referred to
for the specific requirements. All controls should be labeled with their
function and method of operation. You may also need to install an emergency
locator transmitter (ELT). The requirements for this are found in FAR
91.207.
Other items are easily overlooked which are needed for
certification of an experimental aircraft operated as an amateur-built. One of
these is the experimental placard required by FAR 45.23. The word "EXPERIMENTAL"
must be affixed to your aircraft on the exterior near each entrance to the
cockpit or cabin. The letters must be at least 2" high (no larger than 6" high)
and they must be legible and of a contrasting colour. If you only have one
entrance to the cockpit (such as a flipper canopy) only one side need be
placarded. Without these letters on your amateur-built aircraft you will not get
the airworthiness certificate.
Another item is the passenger warning placard. The following
placard must be displayed in the cockpit or cabin at a location in full view of
all passengers: "PASSENGER WARNING - THIS AIRCRAFT IS AMATEUR-BUILT AND DOES NOT
COMPLY WITH FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT." Of course, this
always instills confidence in your passengers. And if that were not enough FAR
91.319 states that you must advise each person carried that your airplane is
experimental. This must be done even though you have the passenger warning
displayed.
An identification plate must also be placed on the exterior of
your experimental airplane. FAR 45.11 and FAR 45.13 explain the details. This
must be a fireproof plate which is secured to the aircraft fuselage exterior so
that it is legible to a person on the ground. It must be either adjacent to and
aft of the rear-most entrance or on the fuselage surface near the tail surfaces.
The plate must contain the builder's name (your personal name), the model
designation, and the builder's serial number. You choose the serial number. This
is a major requirement for certification.
Weight and balance data will be reviewed by the inspector. You
are also required to carry a copy of the weight and balance with you in the
airplane when you fly. Specifically, what do we need for weight and balance? You
need to weigh your airplane empty without fuel, passengers, etc. You can often
rent a set of scales from a local maintenance shop or often three bathroom
scales will be sufficient. You need to include in your weight and balance data
the following items:
Date calculated, name of plane, serial number and
N-number
Empty weight and centre of gravity
Maximum weight (obtained from manufacturer or
designer)
Datum reference
Weight and balance arms
Most forward and most aft CG calculations
Centre of gravity limits including most forward and most
aft.
These items will be reviewed in detail during the final
inspection of your airplane.
You will also need to place your N-number on your airplane
prior to inspection. FAR 45.23, FAR 45.25 and FAR 45.29 state the requirements
for these markings. In short, you must permanently attach your number either on
the vertical tail surfaces or on the fuselage between the trailing edge of the
wing and the leading edge of the horizontal stabilizer. This must be done on
both sides of the airplane. If you have a twin-tailed airplane, both outside
surfaces must display the numbers. If your maximum cruise speed does not exceed
180 knots, you may use three inch high numbers and letters. If your maximum
cruise speed exceeds 180 knots the height must be 12". On certain older
airplanes (30 years or more) two inch high markings are allowed. The details
regarding this can be found in FAR 45.22.
A logbook will be required on the day of inspection. Ideally,
three logbooks should be presented: (1) airframe, (2) engine, and (3) propeller.
It is legal to have one logbook with an index for each of the above. I
personally prefer to have the separate logbooks. The inspector will endorse the
airframe logbook upon satisfactory completion of the inspection. You will want
to record all of the significant details concerning inspections and maintenance.
The logs must be maintained for the life of the aircraft. Brief entries of
"in-process" inspections should be made in the logbook in addition to your
builder's log. Remember, these are two entirely separate logs.
Finally, we are ready to have our airplane inspected and
certified. Usually a call to a DAR is sufficient and you will be sent the
necessary forms. FAA inspectors prefer to have a written request for inspection.
A sample letter to the FAA inspector or DAR is contained in AC20-27D. It
provides a quick glance of needed documents and it includes a copy of the letter
you need to send to the inspector detailing where your airplane is located and
the area over which the airplane will be test flown. Remember, when you choose
the airport from which to test fly your airplane, be sure the runways are log
enough, it is not located within a densely populated area, and that it meets
your requirements to safely test your airplane. The test area will usually be
within 25-50 statute miles of the airport you choose. Your airplane will only be
inspected when it is ready to test fly. This is the day you have worked toward
for several years. The airplane should be opened completely and all paperwork
present (a list follows). The inspector should not request extensive disassembly
of the aircraft provided you have documented evidence of in-process inspections.
The only time they are authorized to request extensive disassembly is if they
have a question of safety that would endanger the general public. You will find
the majority of inspectors to be very cooperative provided you are properly
prepared and provided your airplane is airworthy.