zadwit

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About zadwit

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  1. zadwit added a post in a topic Header Tanks!!!!   

    yes its for sight glass, however I cleaned the end of the tank and sprayed clear gloss varathane and I can almost see thru the tank, can easily see the fuel level..
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  2. zadwit added a post in a topic exhaust "Y" too long??? also rudder pedal reinforcements?   

    mine is a botton mount.....Ill try to post some photos later today....this is a photo I took before I removed the old engine. You can see how close the elbo on the exhaust comes to the mount. IN fact KF factory shortened the elbo to clear the mount... Im thinking the only real way to fix this is get a newer mount that holds the engine different and allows for clearance....
    The bluehead is Daves install from Eastern Canada. He has the later mount for KF4. THe cowling support tube is not in the way. YOu can also see where Dave welded and extension to the header pipe and claims to gain 700 more RPM which could be true.....IF I try to run my elbo on the outside of the cowling support, I would have to hack up my cowling something terrible to make it all clear and fit. Still tryhing to figure out exactly what KF changed because Daves cowl and mine Look the same, the radial engine look cowling,,..


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  3. zadwit added a post in a topic Header Tanks!!!!   

    I already pulled out 12# of wires and relays and old guages that I dont need......you are right the panel is thick aluminum way too thick....so eventually Ill do somethign with that at well. This plane weighed 515# when I got it so dont want to add any more weight .....I like simple...
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  4. zadwit added a topic in Avidfoxflyers General Hangar   

    exhaust "Y" too long??? also rudder pedal reinforcements?
    I need advice.. My 1990 KF2 does not have any reinforcements on the rudder pedals. THere are no cracks in 700 hours but they are not reinforced. How critical is this????
    Also my new "Y" header pipe from my 582 BH is about 1 " longer than the old one that was on the plane. I cant make it fit without interfereing with the cowling support tubes that hold the engine cowl.....Has anyone seen this before??? Maybe I have an old 532  Y pipe????Ill try to get some photos tomorrow.
    I looked at a model IV classic kitfox and it has a completely different engine mount... that is probalby what I need if it will fit a model 2 kitfox. then the exhaust if clear of the engine mount....puzzled in Washington..
     
    Mark
    exfaa@outlook.com
     
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  5. zadwit added a topic in For Sale and wanted, you got it, I want it   

    For Sale 582 Gray Head
    I am selling my 582 gray head. IT was running and made a pop and quit. THe rotary valve does not turn. I sent the engine off and had it torn down with the idea of overhauling it but 
    changed my mind and bought a new blue head 582 instead for $7000!!!!! I guess I should have thought it over before I made the buy.
    Anyway the 582 by s.n was built in 1990 and while I dont know the total time I think it is about 700 hours since that is what is on the plane. IT was overhauled by Rotax RIck not long ago and for whatever reason some silicon got into the rear bearing and the seal came apart and pieces of it got int he brass gear and the rotary valve quit turning... It is not trashed but Id either send the crank out and have new bearing and seals installed or buy a new crank... haven't priced any of this ...the carbs and starter and oil injection all worked fine.
    I kept the gearbox and had a clutch installed so it dont have a gearbox but I saw a "B" model gear box for $500 on ebay the other day...I actually think I get better performance from the B box with 2.58 to 1 ratio than the 3to 1 ratio. I experimented with both...My ridge runner was a good 10 mph faster with a B box than a C, I tried both and 2 and 3 blade props....
    IT would make a good engine for someone who can do their own work....I was quoted 2500-3000 to overhaul it...but got impatient and bought a new "gold plated" 582, at least my wallet thinks its gold plated...still makes the same power....Anyway the engine is in Davenport, Wa. 40 miles west of SPokane.
    Anyway exfaa@outlook.com 
    or call me or text me at 907-378-9632 if interested....
    I was going to overhaul it or send it to Rick and trade in on a 670 but I realized I have 100 yrs worth of projects......so had to draw the line someplace.....Mark




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  6. zadwit added a post in a topic Header Tanks!!!!   

    I need to cover some of the holes in the dash. I ripped out a lot of useless instruments.....Ill have airspeed and G-5 Garmin, Aera660 GPS and the a few engine instruments, EGT, blue water temp you can see now, starts at 100(f) , a small fuel pressure gauge and thats it. Dont need all the other crap and weight. ROC and ALt are going as well. WIll keep the AS as last resort backup. THe switch between the red light and the blue water temp gauge is for my electric fuel pump, mainly to fill all the lines before start so I dont have to crank and crank...
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  7. zadwit added a topic in Avidfoxflyers General Hangar   

    Header Tanks!!!!
    I have installed two of these header tanks that Murle Williams builds. They have a float switch in them so the moment the level drops in the header tank, it turns a red light on mounted in the instrument panel. THis tells you that you have 1.9 gallons of fuel left so better think about finding a place to set down. This could be because of restriction in the fuel system or just plain ran out of fuel....Ill try to post some photos. THere are three fitting on the top of the tank, left tank, center is for vent to the left tank, and right tank fuel inlet.
    The float switch is on the top left corner of the tank and turns a red LED on mounted on the panel.
    THere is a quick drain on the bottom to drain the tank on preflight.
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  8. zadwit added a post in a topic Uncoordinated Stall   

    A lot of pilots have been killed in PA-18 super cubs circling moose at 500 AGL looking at that the antlers.....circling left,the low wing gets too slow and just starts to stall and   drop,
    Normal Pilot instinct is add right aileron...this lowers the left wing aileron and in effect increases the angle of attach on that wing and the plane rolls on its back into the turn and at 500 AGL you cant recover...a large part of the problem is the pilot has his attention outside the plane....and only 5% of his brain is flying the plane....
    IT is very hard to train your mind to do this however if you insist on looking at anything at 500 AGL in a turn and the wing goes down, DONT add aileron, add full opposite rudder and the wing will slowly come back up....like I said it is hard to do.. If fact this applys even when flying level at real slow speeds... The Valdez SQ plane is the best video of how this happens I have ever seen....
    AT 500 AGL if it happens, you will die. I know of two guys in different PA-18 who did it at 100 ft and they survived with broken ribs, arms and all beat up  and interesting enough the planes both ended up laying on one destroyed side with the opposite wing sticking up in the air undamaged!!! But at anything about 100 feet the plane ends up vertical and unsurvable...all for some stinkin moose!!!
     
    My uncle showed me this problem early on in my flying lessons and I never forgot it....one second you are rock steady the next the plane is completely out of control.
    personally I never got slow looking at moose and I NEVER circled them, I flew a race track and then could slow down with wings level....not always possible especially looking at sheep in the mountains but the the guy who posted above me, learn to use the rudder, not aileron when real slow....imho
     
     
     
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  9. zadwit added a post in a topic FAA Guidance for Experimentals   

    Having thought about all this esp the wing folding, I would say you need to do nothing with regards to folding and unfolding the wings. I could be considered preventative maintenance under part 43 ( since the operation is simple in nature and requires not tools),but since part 43 does not apply to aircraft with an experimental airworthiness, no aircraft record entry is required so I think you are on solid ground as far as folding and unfolding the wings...The key is the airworthiness certificate it tied to the operation limitations. If the FAA inspector or DAR had included "make record entry when wings are folded or unfolded" then that would be the requirement but they dont do this so I would argue no record entry needed to fold or unfold the wings....since part 43 does not apply to your experimental airplane.
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  10. zadwit added a post in a topic FAA Guidance for Experimentals   

    Now, I need to go find that file drawer!!!!or have a shot of vodka.... I am so glad to be out of the Fu&&in FAA rat race ... the managers tell you what to do,
    whether or not you like it and a lot of times they are wrong... 
    I had a new inspector do a ramp check on a PA-18 I was working on outside... He started to write up things he didnt like....then he asked me if this was a Citabria.!!!
    I said no , its a PA-18 super cub... I said hey do you have a business card? He proudly handed me one.. I said it is apparent to me that you do not know what you are doing so I am asking you to leave my premises and I will be in touch with your supervisor. He left..... I called his boss and said DO not send that idiot back out here. He is a danger to the GA  pilots and planes in the area. He obviously needs more training. I told them if they persisted in sending him back to my airport, I would file a congressional complaint... He never came back.  They are like rats and have little boxes to check off in thier "wolrk program".
    Granted there are a few good ones and eventually you will learn who they are.....but by no means should you be afraid of them. IF you feel threatend, document everything, take photos of them and if you have to file a congressional complaaint... THe congressman will make them answer for what they did....maybe even put them on an ODP (opportunity to demonstrate preformance) in order to keep their job......
     
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  11. zadwit added a post in a topic FAA Guidance for Experimentals   

    YOu can go to FAA.gov and look up 8900.10 which is the handbook guidance for FAA inspectors.. it is a difficult to read sometimes but it tells the inspector how to do a ramp check.....among other things....
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  12. zadwit added a post in a topic FAA Guidance for Experimentals   

    OK I stand corrected!!!! I forgot to put my head in the file drawer and slam it a few times before I typed my message..... basically the pink certificate it tired to the operation limitions for the airplane.... EDMO is correct  anyone can work on it....... still if you are an A&P and doing the inspectiopn for someone else, be CAREFUL.... there are lots of hidden traps. As long as the owner/maintainer tells you everything he has done, you have a better chance of not falling into a trap.
    We are fortunate that the FAA does not regulate experimental aircraft so much.....
    Mark Smith
     
     
    Rules & Regulations of Airplane Building in the USA
    By Ron Alexander
    We hear the word "experimental" used within the sport aviation industry on a regular basis. The most common use of experimental applies to a classification of an airworthiness certificate used for a custom built airplane. This is different from the airworthiness category assigned to an airplane that is mass produced by a manufacturer which is then sold to the general public. I will explore the exact meaning of the word experimental later in this article. Suffice to say that FAR's (Federal Aviation Regulations) pertaining to the operation of experimental airplanes can be confusing. I will attempt to clarify the confusion that exists and to simplify the regulations as they apply to building an airplane. Each phase of building and operating an amateur-built airplane will be discussed along with the applicable regulations.
    In general, we are very privileged to have only a minimum number of regulations that actually pertain to building and flying our amateur-built airplane. When a manufacturer plans to mass produce an airplane, they are required by FAR's to comply with design standards that are detailed in FAR Part 23. This regulation is very restrictive as to design, weight, speed, etc.. Amateur builders are not restricted by Part 23 or any other certification regulations. Basically, our only restriction is that we must construct and assemble the majority of the airplane. (Most airplane kit manufacturers actually voluntarily comply with the guidelines of Part 23.) Part 23 is titled "Airworthiness Standards: Normal, utility, acrobatic, and commuter category airplanes." As the builder of our own airplane, which will not be mass produced, we are limited only by our imagination and ingenuity. Of course, when we build our own airplane we are going to impose strict limitations and restrictions concerning quality of construction, materials used, etc.. We certainly want a safe, reliable airplane to fly and in which to carry our passengers.
    Lets define the "experimental" category and see how it applies to our amateur- built airplane. To legally fly within the United States, we must have 4 documents on board; an airworthiness certificate, a registration certificate, a copy of the operating limitations, and the weight and balance for our airplane. Airworthiness certificates are classified under 2 categories according to FAR 21.175 - standard and special. Standard airworthiness certificates are issued for most production airplanes and they are usually classed under the normal category. We are interested in special airworthiness certificates that are further broken down into several additional categories of which one is "experimental." Experimental airworthiness certificates are issued for different purposes. These purposes are: (1) research and development, (2) to conduct flight tests to show compliance with airworthiness regulations, (3) for crew training, (4) for exhibition, (5) for air racing, (6) to conduct market surveys and sales demonstrations, (7) to operate an amateur-built airplane, and (8) to operate a kit-built aircraft that was assembled by a person from a kit manufactured by the holder of a production certificate for that kit.
    We will primarily concern ourselves with purpose number 7, to operate an amateur-built airplane. Fully 95% of all airplanes that we build from a set of plans or from a kit will be certificated under the amateur-built classification. Purpose number 8, the kit-built classification, only applies to kit manufacturers who have certified their airplane under a type certificate termed a "primary category" aircraft. To date, only one kitplane manufacturer falls in this category to my knowledge. All other kitplane manufacturers sell their kits to be classed under the experimental certificate for the purpose of operating an amateur-built aircraft. FAR 21.191(g) is the heart of all regulations for the builder of an airplane. This regulation states the following: "Operating amateur-built aircraft. Operating an aircraft the major portion of which has been fabricated and assembled by persons who undertook the project solely for their own education or recreation." This regulation is the essence of custom aircraft building. The intent of the classification is very clear. Notice that one or more persons may build the airplane but they must build it only for their own enjoyment or education.
    Ultralight airplanes fall under a different set of rules. If your completed airplane meets the requirements of FAR 103.1, it is classed as an ultralight vehicle and as such does not require an airworthiness certificate. Briefly, these requirements are: single pilot, used for recreation only, weighing less than 254 pounds empty weight, fuel capacity not to exceed 5 U.S. gallons, not capable of more than 55 knots in level flight, and a power-off stall speed not exceeding 24 knots. As you can readily observe, the majority of custom built airplanes exceed one or more of these criteria. Often, the owner of an ultralight airplane will choose to certificate their aircraft under the experimental category. This is usually done to comply with the regulations regarding weight, passengers, etc.. Note that the operator of an ultralight does not have to be a certificated pilot contrasted to the operator of an amateur-built airplane who, of course, must be a licensed pilot and the holder of a current medical certificate.
    To continue our discussion of FAR 21.191(g), it is clear that to certificate an airplane under the experimental category for amateur-built operation, we must assemble and construct at least 51% of the airplane. The FAA emphasizes this restriction in at least two publications. The first is FAA Order 8130.2C, which is the airworthiness certification manual used by FAA Inspectors as a guide to inspect an airplane and to issue an airworthiness certificate. On page 116 of that guide, the following guidelines appear under the eligibility section. (1) "Amateur-built aircraft may be eligible for an experimental airworthiness certificate when the applicant presents satisfactory evidence that the aircraft was fabricated and assembled by an individual or group of individuals." This section goes on to state that the project must be undertaken for educational or recreational purposes and the FAA must find that the airplane complies with acceptable standards. Aircraft that are manufactured and assembled as a business for sale are not considered to be amateur-built. This statement appears within the Order: "NOTE: Amateur-built kit owner(s) will jeopardize eligibility for certification under FAR 21.191(g) if someone else builds the airplane." The applicant for amateur-built certification must sign a notarised form (FAA Form 8130-12), certifying the major portion was fabricated and assembled for educational or recreational purposes, and that evidence is available to support the statement. The second place the 51% rule is emphasized is in Advisory Circular 20-27D on page 5 under 7(b). This section simply emphasizes the major portion rule.
    When you purchase an airplane kit from a manufacturer, the kit should be listed on the FAA listing of kits that have been evaluated to ensure that 51% of the building will be completed by the purchaser (this is commonly known as the "major portion" rule). I want to emphasize that the FAA in no way endorses any of these kits nor do they approve kit manufacturers. They simply evaluate the kits solely for the purpose of determining if an aircraft built from the kit will meet the major portion criteria. A listing of these kits is available from your local FAA office. I do not recommend purchasing a kit that is not on this listing unless you are prepared to prove to the FAA Inspector that the kit meets the proper criteria.
    The FAA does not expect the builder to personally fabricate every part of the airplane. A number of items can be purchased and several tasks can be contracted commercially. FAA Advisory Circular 20-139 titled "Commercial Assistance During Construction of Amateur-Built Aircraft", provides a very detailed guide concerning what can be purchased complete and what can be contracted commercially. Engines, propellers, wheel and brake assemblies, and standard aircraft hardware are examples of items that may be purchased. Installation of avionics, painting an airplane, and upholstery items are examples of tasks that may be contracted. The bottom line of the entire discussion is that you must prove to the FAA Inspector who issues your airworthiness certificate that you have complied with FAR 21.191(g). Next month we will discuss the necessary documentation to present to the inspector to assure your compliance.
    If you decide to allow someone else to build your airplane to be certificated as amateur-built, you will be required to license it under the experimental category for the purpose of exhibition. This category is much more restrictive than amateur-built. The purpose of this category is to allow the holder to exhibit their airplane at air shows, motion pictures, television filming, etc., and of course to fly to and from these productions. I will not spend time discussing this category since it is rarely used.
    Now that I have discussed the general regulations concerning building your airplane, I will detail specific regulations as they apply to each phase of building, flying, and maintaining an amateur-built airplane. I would recommend that you obtain a copy of the regulations for your own reference. Several books are available that contain the FAR's along with computer discs containing all of the FAA regulations. The FAA also maintains a web site with all regulations. This site can be found at www.faa.gov.
    (Visit "Helpful Links" on this web site for many links to the FAA)
    Initial Building Phase
    The first phase of construction is, of course, the building phase. I would highly recommend that before you begin your project you ask your local FAA office for their information packet that is available relating to amateur-built airplanes. Part of this packet is Advisory Circular 20-27D, that you will refer to regularly. Regarding regulations governing the first phase, we have discussed in detail FAR21.191(g). Another regulation, FAR 21.173, presents the eligibility for an airworthiness certificate. FAR 21.191 defines all purposes that are allowed for licensing under the experimental category including, of course, amateur-built. FAR 21.175 defines the classifications of airworthiness certificates. FAR 21.193 contains the information that must be submitted for an experimental certificate. Advisory Circular 20-27D presents this information much more completely. FAA Part 45 details the markings that are necessary for your aircraft with respect to what is required, size, location, etc.. FAR 45.23 is where we are told that we will display the word "experimental" in letters not less than 2 inches high nor more than 6 inches high near the entrance to the cabin or cockpit. FAR 45.29 provides us with the size of registration marks and specifically allows us, as owners of experimental aircraft, to use 3 inch high numbers and letters providing our maximum cruising speed is less than 180 knots. If our cruising speed is higher than 180 knots, then we are required to use 12 inch letters and numbers. An additional regulation applies if our airplane had an experimental certificate issued more than 30 years ago. This regulation allows us to use numbers and letters only 2 inches high. FAR45.22 specifies the rules as they apply to the older airplanes. Details of spacing, width, and other factors are discussed in this section.
    Continuing the building stage, FAR 47.15 informs us about registration numbers. You may select an "N" number of your choice providing the number is currently not in use on another airplane. FAR 47.33 lists the information that must be submitted with your application for the "N" number. If you intend to fly your airplane at night or under Instrument Flight Rules, you are required to have specific equipment. The necessary equipment, including instruments, radios, etc., is outlined in FAR 91.205. This regulation also tells you what is needed for VFR flight during the day. FAR 91.207 outlines the requirements for emergency locator transmitters (ELT). The requirements for an ELT are basically the same for all airplanes, including amateur-built. It should be noted that if you remain within 50 nautical miles of your home airport and you are engaged in flight training, you are not required to have an ELT. Also, if you have a single place airplane you are not required to install an ELT.
    Obviously, there are a number of other issues involved in the building phase.
    Flight Testing
    FAR 91.305 defines a flight test area. Basically, it states that you must conduct your flight testing over sparsely populated areas having light air traffic. FAR 91.319 provides a listing of operating limitations. As I mentioned, when your aircraft is inspected you will be given a copy of operating limitations. Usually, the inspector will issue Phase 1 and Phase 2 at the time of inspection providing you with 2 sets of operating limitations; flight testing and subsequent operation. The flight test area is defined within the Phase 1 limitations along with the required number of hours you must fly the aircraft. The primary restrictions regarding flight testing are: (1) no passengers, (2) day, VFR only, (3) no operation over congested areas, (4) you must advise ATC that you are experimental, and (5) the pilot must have the appropriate ratings. Of course, the general operating rules under FAR Part 91 are applicable. Phase 1 operating limitations have an expiration time of 12 months from date of issue. All flight testing must be completed within that time period or the aircraft must be reinspected. One of the restrictions, in FAR 91.319, that is interesting is that in order to have the Phase 1 restrictions lifted you must prove that the aircraft has no hazardous operating characteristics and that it is controllable throughout its normal range of speeds and maneuvers. The FAA has an Advisory Circular that is very helpful in providing guidelines for flight testing. This circular, Advisory Circular 90-89, is necessary to read prior to your first flight. Also, the EAA Flight Advisor program is highly recommended. The flight testing phase should be an enjoyable conclusion to your building experience and it will be if planned and executed properly.
    Normal Operation of Your Amateur-Built
    Once again, all of the general operating rules under FAR Part 91 apply to daily operations of your aircraft. In addition, the operating limitations presented under FAR 91.319 and as issued by the FAA Inspector at the time of inspection govern. After completion of Phase 1, you are then allowed to carry passengers and fly at night or IFR if so equipped. Phase 2 limitations do add some restrictions that merit discussion. First of all, you may not carry passengers or property for hire. Secondly, any major changes that are made to the airplane as defined by FAR 21.93 require inspection by the FAA prior to further flight. A minor change is defined as one that has no appreciable effect on the weight, balance, structure, or anything affecting the airworthiness. Examples of a major change would be a different horsepower engine, a different pitch propeller, a change in basic design, etc.. If a major change is made notify the FAA in writing providing the details of the change to ascertain whether or not an inspection will be required. Thirdly, you may not operate your airplane unless it has received a condition inspection (annual inspection). This will be discussed in the next section.
    Maintaining Your Airplane
    As I mentioned in the previous section, a condition inspection is required every 12 calendar months on amateur-built aircraft. This check is similar to an annual inspection required by FAR Part 43 on production airplanes. The Phase 2 Operating Limitations specifically refer to FAR Part 43, Appendix D, as the guide to performing this inspection. The inspection can be performed by any licensed A & P mechanic, an FAA Approved Repair Station, or by the builder of the airplane provided the builder obtains a "Repairman’s Certificate" from the FAA. FAA Advisory Circular 65-23A is available for information concerning application and privileges of this certificate. In short, the primary builder of the airplane is eligible to apply for this certificate which then permits inspection of the airplane and a logbook endorsement of the condition check. It is noteworthy that the primary builder must be one person. If a group of people builds an airplane, only one can be designated as the primary builder. In addition, the issuance of the repairman’s certificate only applies to the one airplane that has been built by the primary builder and no other airplane regardless of same type, etc..
    Normal maintenance on an experimental airplane can be performed virtually by anyone regardless of credentials. Once again, this does not apply to the condition check previously discussed. You can perform maintenance items on the engine whether or not it is "certified". Once a certified engine is placed on an amateur-built aircraft and is operated, it no longer conforms to its type design. This means that the engine can no longer be placed on any aircraft other than an amateur-built until it has been inspected and found to meet its type design. It also must be found to be in a condition for safe operation "airworthy". Once again, common sense should rule. We do not want to overhaul an engine on our airplane unless we are equipped to do so with tools and proper knowledge.
    I will point out that FAR Part 43 specifically states that the rules of that part do not apply to amateur-built airplanes. With that in mind, anyone can maintain the airplane. However, remember in our earlier discussion that Part 43, Appendix D was referenced in Phase 2 operating limitations presented to the builder at the time of inspection. It is referenced as a guide to be used in conducting condition inspections. That means Part 43, Appendix D does apply to the condition inspection because of this reference. The FAA has further clarified AD (Airworthiness Directives) as they apply to amateur-built airplanes. Airworthiness Directives cannot apply to any part on an amateur-built airplane unless that specific airplane is cited along with who should do the work and to what standards. The reason for this is because once an approved part is placed on an experimental airplane it is no longer considered an approved part. Again, let me emphasis that just because a regulation does not require an action it still may be prudent and within our best interest to conform to an AD note. We are striving to improve the safety record of this industry and in all cases we must act on the side of common sense and good practice.
    Regulations Involving The Sale of Your Amateur-Built
    There are few regulations governing a sale of your airplane. The airworthiness certificate is transferable with the airplane even though it is experimental. (FAR 21.179) The proper bill of sale and registration documents must be completed when you sell the airplane. Of particular interest is the fact that the new owner may maintain the newly purchased airplane, but may not perform the condition check. The repairman’s certificate is not transferred with the airplane. It remains with the original primary builder. That person legally may still perform the condition check if you can persuade them to do so. If you are purchasing a partially completed kit you need to obtain the proper documentation to ensure you will meet the major portion rule. FAA Advisory Circular 20-27D has the following warning: "CAUTION: Purchasers of partially completed kits should obtain all fabrication and assembly records from the previous owner(s). This may enable the builder who completes the aircraft to be eligible for amateur-built certification." Once again, a call to your FAA Inspector will prevent future problems. The time spent by the original builder is usually applied toward the total time required to build the airplane. Documentation is necessary.
    Summary
    The following table will provide a concise summary of Federal Aviation Regulations as they apply to amateur-built airplanes. Next month I will detail forms, documentation, etc., necessary to certificate your amateur-built aircraft along with an easy to use checklist.
     
    PHASE OF CONSTRUCTIONFARDESCRIPTIONINITIAL BUILDING21.191Basic definition of amateur-built. 21.175Classification of airworthiness 21.193Needed information for experimental licensing. 45.22"N" number rules 45.23Experimental display 45.25Location of "N" number 45.29Size of "N" number 47.15General information - "N" number 47.33General information - "N" number 91.205Instrument & equipment requirements Advisory Circular
    20-27DCertification & Operation of Amateur-Built Aircraft Advisory Circular
    20-139 FLIGHT TESTING91.305Flight testing area 91.319Operating limitations Advisory Circular
    90-89Amateur-Built Aircraft Flight Testing HandbookNORMAL OPERATION21.181Duration of airworthiness 91.25Accident Reporting 91.207ELT requirements 91.319Operating limitationsMAINTENANCE21.93Major & minor alterations PART 43,
    Appendix DCondition check Advisory Circular
    65-23A SALE21.179Transfer of airworthiness 
     
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  13. zadwit added a post in a topic FAA Guidance for Experimentals   

    Yes, if you are in your hangar, the 4th amendment of the constitution applys and you can tell them to leave. However, be warned, they can get your N number and write you a nasty letter giving you 10 days to present your aircraft and records for inspeciton. Failure to comply with this will result in suspension of your special airworthiness certificate(pink).
    Its better to say OK, thanks, I have to go run some errands, I like to stay and talk, oh by the way do you have a busniess card? This way you know who they are....
    1) if you are just a privite pilot , yhou can only do preventative maint. listed inpart 43 for the FARS..
    If you built the aircraft(experimental) you can applly for a repairman certificate for that airplane and that airplane only to do maintenanve and inspection including the yearly condition inspection. Who better knows it than you...
    IF you are not the builder, you need an A&P to do the iinspection and maintenance... The A&P can not delegate the work. IN the real world, owner do a lot of their own work and then get an A&P to do the condtion inspection...you need to be careful here to make sure you dont set the A&P up for a trap so be sure to tell him what ever you do...
    WHen  the experimental is originally certified, all the paperwork and copies of the special airworthiness certificate and operaiton limiation and 3 view photos are put in a file at the local FSDO who has responsibility for that are....fact is a lot of experimental get sold and go to another area of the country.. the old folder can be forwarded to the new area, but generaly this is only done if the plane is stilll in phase 1 of test flying and you need to have a new assigend area to fly in... but most of the time the files are left in the old FSDO files...
    My guess is you encounted a seasoned inspector and a new hire.. There are about a year of OJT stuff the newbie has to get thru and one of those things is a "
    rampcheck"
    The issue of folding the wing?? Even I am not sure on this one. If it is considered maintenance, then it would require a log entry... sounds silly dont it...I guess in an extreme situation, if you had no A&P and were not the builder, you might be able to get a letter from the FAA FSDO allowing you to fold and unfold the wing, however you would need "training from " an A&P" most likely.....THe feds are changing the rules all the time...
    I can tell you this, there are no records of alterations or changes made to your plane so they dont know what what kind of instruments it has or what radios, and unnless hyou install 50" tractor tires, they dont even know what kind of tires or prop is on it....
    ON a ramp check they looks for certain things. Pink special airworthiness certificate, operation limitations, placards required for experiemental aircraft, even a stupid compass card, maybe ask if you have an ELT if it is a 2 place or bigger plane...
    Just do what you want, but be careful and if you are not sure aobut how to do something ,as someone, an A&P or another builders.... Ive seen a couple of planes now where red silicon was used on fuel line fitting and it got in the fuel system. so you need to be a little cautious in what you do....
    Old retired FAA inspector....
    \I saw one owner in Alaska chase two hot shot inspectors off his property with a [paddle!!! once.. one of the idiots got up on his new floats and ground gravel into the new paint....!!! IT was funny as hell, I had to go sort that all out for the office manager........it was a non issue.....
     
     
     
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  14. zadwit added a post in a topic Blocking off the Oil Injector 582   

    The early oil injection pumps on snow machines in Alaska had a metal drive gear and those would wear out and quit turning. YOu only found out after the engine seized!!
    Rotax uses a nylon drive gear and there has been no further problems....I too removed my oil injection system for this reason..
    There are already too many single point failure systems on these Avids and Kitfoxes....IF you loose your coolant, stick a fork in it, because you are done!! Rotax 503 dont have this issue..dont have the power the 582 has either....
    582 has rotary drive shaft and if any part of that fails guess what? your done again!! stick another fork in it..
     
    If the cable to the oil pump breaks you wont figure it out til it seizes....Hell it might seize anyway if you dont warm it up enough.....
     
    If a person was doing a lot of cross countries, oil injection would be nice because when you land, you never really know how much fuel is left in the tank so you dont really know how much to mix and dump in unless you take collapsible fuel tank.
    I am a firm believer in removing all the "single point failure" systems you can or add redundancy to the plane to make it more robust and reliable
    I would venture to say that most use these kitfoxs and avids for local flying and so long cross countries are not the normal flight plan.
    The RV in the back corner of the hangar is for that!!
     
     
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  15. zadwit added a post in a topic FYI: Kitfox IV 1200 rotax 582 for sale Missoula Montana   

    Call FAA Registry and ask them. They are in OKC   405 954-3116 or 405 -954-3284 (?)   If owner failed to renew the registration, they hold the "N" number in suspension for 5 yrs then reassign it... Just call and ask. It might be as simple as the owner filling out an aircraft application for registration and mailing it along with $5 to the aircraft registry office in OKC.
    This is  a common occurrence.0( Retired FSDO Inspector)..
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