1. CERTIFICATION OF AMATEUR-BUILT AIRCRAFT
I WOULD LIKE TO WELCOME EVERYONE TO THIS FAA PRESENTATION ON BEHALF OF THE TRANSPORTATION SAFETY INSTITUTE (TSI) OF OKLAHOMA CITY . THIS PRESENTATION SHOULD GIVE YOU THE BASICS FOR THE CERTIFICATION OF AMATEUR-BUILT AIRCRAFT.
CORRECTED -- 7/11/97

2. (YOUR NAME) YOUR INSTRUCTOR AIR-220, WASHINGTON, DC (202) 267-XXXX
MY NAME IS AND I WORK IN THE PRODUCTION AND AIRWORTHINESS CERTIFICATION DIVISION OF THE AIRCRAFT CERTIFICATION SERVICE AT FAA HEADQUARTERS IN WASHINGTON, DC.
ONE OF MY RESPONSIBILITIES IS TO PROVIDE PROGRAM OVERSIGHT AND POLICY DEVELOPMENT FOR THE AMATEUR-BUILT AIRCRAFT PROGRAM.
AT THIS POINT I WOULD LIKE TO ACKNOWLEDGE AND THANK MR. BILL O’BRIEN, OF AFS-300 FAME, FOR WITHOUT HIS HELP, THE PROGRAM YOU ARE ABOUT TO EXPERIENCE WOULD NOT EXIST.

3. PURPOSE:
TO PROVIDE GUIDELINES FOR FAA INSPECTORS AND DESIGNATED AIRWORTHINESS REPRESENTATIVES (DARs), TO USE FOR THE CERTIFICATION OF AMATEUR-BUILT AIRCRAFT
THE PURPOSE OF THIS PRESENTATION IS TO REVIEW THE AMATEUR-BUILT AIRCRAFT CERTIFICATION PROCESS; EXAMINE THE BUILDERS RESPONSIBILITIES DURING CONSTRUCTION AND YOUR RESPONSIBILITIES AS INSPECTORS AND INVESTIGATORS TO ENSURE SAFE OPERATION OF THESE AIRCRAFT.
I WILL TRY AND PROVIDE THE BASIC INFORMATION AND GUIDELINES THAT YOU WILL NEED TO CERTIFICATE AN AMATEUR-BUILT AIRCRAFT.
BECAUSE OF THE FACT THAT WE HAVE LESS THEN 2 HOURS TO COMPLETE THIS PRESENTATION I’LL ASK THAT YOU TRY AND SAVE YOUR QUESTIONS UNTILL THE END, AND I WILL TRY TO ANSWER THEM AT THAT TIME. WE WILL TAKE A SHORT BREAK SOMEWHERE NEAR THE MIDDLE OF THIS PROGRAM.

4. GOAL:
TO TEACH AND STANDARDIZE THE FAA CERTIFICATION PROCESS FOR THE ISSUANCE OF A SPECIAL AIRWORTHINESS CERTIFICATE, TO OPERATE AN AMATEUR-BUILT AIRCRAFT
THE HOPE IS TO USE THE NEXT 2 HOURS TO TEACH AND STANDARDIZE THE AMATEUR BUILT CERTIFICATION PROCESS. YOU WILL NOT ONLY KNOW MORE ABOUT AMATEUR-BUILT AIRCRAFT, BUT YOU WILL BE ABLE TO CERTIFICATE ONE. IN OTHER WORDS, WHEN WE ARE DONE, IF I DID WHAT I AM SUPPOSE TO DO, COMMUNICATE THE PROCESS AND ANSWER YOUR QUESTIONS, THEN YOU SHOULD BE ABLE TO GO OUT OF HERE AND BE ABLE TO INSPECT AN AIRCRAFT WITH THE CONFIDENCE KNOWLEDGE THAT YOU HAVE PERFORMED YOUR JOB CORRECTLY, AND ISSUE A SPECIAL AIRWORTHINESS CERTIFICATE FOR AN AMATEUR-BUILT AIRCRAFT, WITH VERY LITTLE SUPERVISION.

5. INFORMATION:
THE FAA AMATEUR-BUILT RULE ALLOWS PRIVATE INDIVIDUAL(S) TO BUILD AND OPERATE EXPERIMENTAL AIRCRAFT OF THEIR OWN DESIGN OR BUILD AIRCRAFT FROM COMMERCIALLY AVAILABLE PLANS OR KITS.
FIRST----THE AMATEUR-BUILT CERTIFICATION PROGRAM IS FOR PRIVATE INDIVIDUALS, NOT COMMERCIAL ENTERPRISES TO MAKE A BUSINESS OUT OF CONSTRUCTING AMATEUR-BUILT AIRCRAFT FOR PROFIT. IT IS NOT DESIGNED FOR COMPANIES TO BUILD AND OPERATE EXPERIMENTAL AIRCRAFT THAT WERE BOUGHT FROM AIRCRAFT DESIGNERS OR FROM KIT PLANS MANUFACTURERS. IT WAS DEVELOPED FOR THE PRIVATE INDIVIDUAL TO HAVE SOME FUN AND TO BRING NEW AND SOMETIMES UNIQUE DESIGNS INTO REALITY.

6. NOTEWORTHY:
AMATEUR-BUILT AIRCRAFT DO NOT HAVE TO MEET ANY ESTABLISHED AVIATION STANDARDS.
THEY ARE NOT DESIGN LIMITED TO A SPECIFIC SIZE, NUMBER OF ENGINES, OR AIR SPEED.
IT IS REALLY IMPORTANT THAT YOU UNDERSTAND THIS CONCEPT OF NO DESIGN STANDARDS. IF YOU HAVE ANY QUESTIONS ABOUT THAT -- ASK THEM NOW IF YOU DON’T UNDERSTAND THIS THEN NOTHING ELSE IN THE NEXT 2 HOURS WILL MAKE SENSE.
AMATEUR-BUILT AIRCRAFT DO NOT HAVE TO MEET ESTABLISHED AVIATION STANDARDS. THIS MEANS THAT FAR PARTS 23 OR 33 OR CAR 3 DOES NOT APPLY NO CERTIFICATION STANDARDS FOR THE AIRCRAFT, THE ENGINE, OR ANY OTHER COMPONENT ON THE AIRCRAFT.---- YES IT GOES AGAINST ALL OUR TRAINING------BUT THEN AGAIN SO DID THE WRIGHT BROTHER’S FLYER. REMEMBER -- THIS AIRCRAFT WILL CARRY A PINK, SPECIAL AIRWORTHINESS CERTIFICATE, WITH THE CATEGORY/DESIGNATION OF EXPERIMENTAL. FOR THE PURPOSE OF OPERATING AMATEUR-BUILT AIRCRAFT.
THE SECOND CONCEPT IS THAT AN AMATEUR BUILD AIRCRAFT HAS NO LIMITS, NO WEIGHT RESTRICTIONS .NO DESIGN OR SPEED RESTRICTION -----IF A PERSON WANTED TO BUILD A DUPLICATE OF THE HINDENBURG ZEPPELIN, NO FAR WILL STOP THEM AND YOU CAN ISSUE A CERTIFICATE------BUT I WOULD RECOMMEND HELIUM AS THE LIFTING GAS.

7. INFORMATION:
WHILE AMATEUR-BUILT AIRCRAFT DO NOT HAVE TO MEET ANY FAA DESIGN STANDARDS, THEY MUST MEET THE REQUIREMENTS OF THE FEDERAL AVIATION REGULATIONS, PARTS 21, 39, 45, 47, 65, AND 91.
THERE ARE NO DESIGN STANDARD AS I SAID BUT AND THIS IS A PRETTY BIG BUT THE BUILDER STILL HAS TO MEET PARTS 21, 39, 45, 47, 65, AND 91, OF THE FARS.

8. NOTEWORTHY:
AMATEUR-BUILT AIRCRAFT ARE THE 2ND FASTEST GROWING SEGMENT OF GENERAL AVIATION.
AMATEUR-BUILT AIRCRAFT HAVE THEIR HIGHEST ACCIDENT RATE DURING THE FIRST FEW HOURS OF OPERATION.
THE AMATEUR-BUILT AIRCRAFT POPULATION IS THE SECOND FASTEST GROWING SEGMENT OF GENERAL AVIATION ULTRALIGHTS IS THE FASTEST SEGMENT. , HOWEVER ULTRALIGHT ARE NOT REGISTERED AIRCRAFT---- THEY ARE DEFINED AS VEHICLES, AND OPERATE UNDER FAR 103 , NOT PART 91.
THE AMATEUR-BUILT SEGMENT OF AVIATION HAS THE HIGHEST ACCIDENT RATE OF ALL U.S. AVIATION--- MOST OF THE ACCIDENTS HAPPEN IN THE FLIGHT TEST PHASE. -- USUALLY THE FIRST FLIGHT. -- WE WANT TO CHANGE THAT!

9. CERTIFICATION IS PERFORMED BY: AN FAA AVIATION SAFETY INSPECTOR
INFORMATION:
CERTIFICATION IS PERFORMED BY:
AN FAA AVIATION SAFETY INSPECTOR
(A/W AND/OR MANUFACTURING)
OR AN AUTHORIZED FAA
DESIGNATED AIRWORTHINESS
REPRESENTATIVE (DAR).
THESE ARE THE PEOPLE THAT CAN ISSUE AN AIRWORTHINESS CERTIFICATE TO OPERATE AN AMATEUR-BUILT AIRCRAFT--

10. NOTEWORTHY: IT IS THE BUILDER, NOT THE FAA /DAR, WHO DETERMINES
THAT THE AIRCRAFT IS AIRWORTHY HOW?
BY SIGNING SECTION III ON THE FAA APPLICATION FOR THE AIRWORTHINESS CERTIFICATE.
HERE IS THE CONCEPT BEHIND THE AMATEUR-BUILT PROGRAM THE BUILDER, NOT THE FAA OR DAR, DETERMINES THAT THE AIRCRAFT IS AIRWORTHY.

11. INFORMATION:
THE BUILDER DETERMINES THE AIRCRAFT IS “AIRWORTHY“ BECAUSE THE FAA DOES NOT HAVE ANY REGULATORY DESIGN STANDARDS FOR AMATEUR-BUILT AIRCRAFT.
WHY THE BUILDER AND NOT US?--- BECAUSE THE FAA REQUIRES NO STANDARDS THE BUILDER SETS THE STANDARDS NOT US SO THE BUILDER GETS TO SAY THE AIRCRAFT IS AIRWORTHY BECAUSE IT MEETS HIS OR HER STANDARDS WE HAVE NO STANDARDS TO ENFORCE.

12. INFORMATION:
THE ACCEPTED DEFINITION FOR “AIRWORTHY” IS: THE AIRCRAFT CONFORMS TO ITS TYPE CERTIFICATE AND IS IN A CONDITION FOR SAFE OPERATION.
THE TERM IS DEFINED IN CHAPTER 1 OF FAA ORDER IN ALL RELATED DOCUMENTS THE TERM INFERS RELATION TO TYPE CERTIFICATED AIRCRAFT.--- NO ONE OF ANY AUTHORITY WILL SAY THAT AN AMATEUR-BUILT AIRCRAFT HAS ANY CONNECTION TO A TYPE DESIGN, EVEN AS IT IS PRESENTED ON THE APPLICATION FOR THE AIRWORTHINESS CERTIFICATE.

13. AN AMATEUR-BUILT AIRCRAFT DOES NOT HAVE A TYPE CERTIFICATE, BUT,
NOTEWORTHY:
AN AMATEUR-BUILT AIRCRAFT DOES NOT HAVE A TYPE CERTIFICATE, BUT,
THE BUILDER CAN DETERMINE THAT THE AIRCRAFT IS IN A CONDITION FOR SAFE OPERATION.
NOT HAVING A TC CREATES SOMEWHAT OF A PROBLEM AS FAR AS THE A/W APPLICATION SIGNOFF AND, WE ARE IN THE PROCESS OF CHANGING THE APPLICATION FOR THE AMATEUR-BUILT A/W CERTIFICATE. IT WILL SAY SOMETHING TO THE EFFECT THAT THE AIRCRAFT IS SAFE FOR FLIGHT.
THE BOTTOM LINE IS THAT THE BUILDER IS STATING, BY SIGNING THE APPLICATION, THE AIRCRAFT MEETS HIS OR HER STANDARD AND HAS BEEN DETERMINED BY THEM TO BE SAFE FOR FLIGHT

14. FAR: § (g)
OPERATING AMATEUR-BUILT AIRCRAFT: OPERATING AN AIRCRAFT THE MAJOR PORTION OF WHICH HAS BEEN FABRICATED AND ASSEMBLED BY PERSONS WHO UNDERTOOK THE CONSTRUCTION PROJECT FOR THEIR OWN EDUCATION OR RECREATION
HERE IS THE COMPLETE RULE (READ THE RULE FROM THE SLIDE)

15. INFORMATION:
THE TERM “MAJOR PORTION” IN § (g) IS USUALLY REFERRED TO AS “THE 51% RULE” (MORE THAN HALF), BUT IT’S NOT WRITTEN ANYWHERE IN THE REGULATIONS.
READ THE SLIDE AND MENTION THAT WHEN YOU HAVE 51% OF ANYTHING YOU HAVE THE MAJOR PORTION. THE ONLY THING IN WRITING IS MAJOR PORTION.

16. ADDITIONAL FEDERAL AVIATION REGULATIONS THAT APPLY TO AMATEUR-BUILT AIRCRAFT
WELL YOU KNEW WE WOULD HAVE TO GET AROUND TO THIS.
IT’S TIME TO LOOK AT A WHOLE BUNCH OF REGULATIONS THAT HAVE IMPACT ON THE JOB WE DO-- AND THE AMATEUR-BUILDER.

17. REGULATIONS: PART 39 PART 39 - AIRWORTHINESS DIRECTIVES (AD):
A STAND ALONE REGULATION THAT COULD APPLY TO AMATEUR-BUILT AIRCRAFT IF CALLED OUT IN THE APPLICABILITY SECTION OF THE AD.
PART 39 AIRWORTHINESS DIRECTIVES CAN APPLY, BUT ONLY IF THE AMATEUR- BUILT AIRCRAFT IS CALLED OUT IN THE APPLICABILITY SECTION OF THE AD.
THIS IS A CONTROVERSIAL ITEM CONCERNING AMATEUR-BUILT AIRCRAFT. IF AN AD IS APPLIED TO AN AMATEUR-BUILT A/C IT WILL HAVE TO BE VERY SPECIFIC AS TO HOW IT WILL BE ACCOMPLISHED, AND WHO WILL DO IT.. MORE LATER.--- THE SUBJECT IS A CONCERN OF A LOT OF PEOPLE IN WASHINGTON BUT IT HAS NOT BEEN RESOLVED YET? IT MAY TAKE A COURT CASE TO DO THAT.
SOME POINTS: AMATEUR-BUILT AIRCRAFT HAVE NO STANDARDS.--- FAR 43 DOES NOT APPLY TO THEM. ANYONE, CAN WORK ON THEM. THEY DO NOT REQUIRE APPROPRIATELY RATED PERSONS TO WORK ON THEM. BECAUSE IF THEY DID, THOSE PERSONS WOULD HAVE TO DO THE WORK IN ACCORDANCE WITH PART WHICH DOESN’T APPLY.

18. REGULATIONS: PART 45 PART 45, IDENTIFICATION AND REGISTRATION MARKING
§ 45.11, REQUIRES THE AIRCRAFT, ENGINE, AND PROPELLER TO HAVE IDENTIFICATION DATA PLATES.
PART 45 IS MARKINGS , DATA PLATES AND N NUMBERS.

19. REGULATIONS: § 45.11,
ID PLATE MUST BE ATTACHED TO THE A/C EXTERIOR AND VISIBLE FROM THE GROUND.
IT MUST BE AFFIXED TO THE FUSELAGE, AFT OF THE REAR ENTRANCE OR NEAR THE TAIL SURFACES.
READ THE SLIDE.

20. REGULATIONS: § 45.21, “N” NUMBERS
PAINTED ON OR SIMILAR PERMANENT INSTALLATION.
NO ORNAMENTATION.
CONTRASTING COLOR FROM THE BACKGROUND.
MUST BE LEGIBLE .
READ THE SLIDE.
MENTION THAT THIS PART OF THE RULE IS BEING ABUSED BY AMATEUR-BUILDERS.
YOU CAN SEE EXAMPLES OF ILLEGAL DISPLAYED “N” NUMBERS IN ALMOST ANY AVIATION PUBLICATION OR AT ANY LARGE AIRSHOW.

21. REGULATIONS: § 45.23
THE WORD “EXPERIMENTAL” MUST BE DISPLAYED NEAR EACH ENTRANCE TO THE CABIN OR COCKPIT IN 2-INCH LETTERS.
READ SLIDE
STRESS THE WORD “EXPERIMENTAL”

22. REGULATIONS: PART 47
REGISTRATION OF THE AIRCRAFT IS REQUIRED BEFORE ISSUANCE OF AN AIRWORTHINESS CERTIFICATE.
READ THE SLIDE
ALL AIRCRAFT REGISTERED IN THE U.S. REQUIRE EVIDENCE OF OWNERSHIP AS PART OF THE CHICAGO CONVENTION OF THIS CAN BE A CHORE FOR AMATEUR -BUILDERS BECAUSE THEY BUILD THEIR AIRCRAFT FROM RAW MATERIALS.
THE AIRCRAFT MUST BE REGISTERED WITH THE FAA AIRCRAFT REGISTRY IN OKLAHOMA CITY PRIOR TO THE ISSUANCE OF AN AIRWORTHINESS CERTIFICATE. THIS MEANS THAT THE PINK SLIP ALONE IS NOT PROOF OF REGISTRATION. THE REGISTRY MUST HAVE RECORD OF RECEIVING THE REGISTRATION APPLICATION AND HAVE IT IN OKLAHOMA CITY, IN THE BUILDING

23. REGULATIONS: PART 65
§ REPAIRMAN CERTIFICATE, EXPERIMENTAL A/C BUILDER, ELIGIBILITY, PRIVILEGES AND LIMITATIONS.
MUST SHOW TO THE FAA THAT HE OR SHE POSSESSES THE NECESSARY SKILL AND KNOWLEDGE TO DETERMINE THE AIRCRAFT’S CONDITION FOR SAFE OPERATION.
READ THE SLIDE. WITH THE REQUIREMENTS MET, THE MOST IMPORTANT PART IS THE SECOND ITEM ON THE SLIDE.
MENTION THAT IF THERE IS A GROUP OF PEOPLE BUILDING THE AIRCRAFT, ONLY ONE CAN BE THE PERSON THAT IS LISTED AS THE BUILDER WHO QUALIFIES FOR THE REPAIRMAN CERTIFICATE-----
SUGGEST THAT THE GROUP DRAW STRAWS, AND THE LOSER GETS THE CERTIFICATE. THAT WILL BE THE PERSON THAT WILL SUBMIT THE ELIGIBILITY STATEMENT FAA FORM , TO THE FAA AT TIME OF CERTIFICATION.

24. VERY IMPORTANT:
THE EXPERIMENTAL AIRCRAFT REPAIRMAN CERTIFICATE IS NOT VALID TO SIGN OFF ANY OTHER TYPE OF INSPECTION OR MAINTENANCE.
IT IS ONLY FOR THE CONDITION INSPECTION OF THE LISTED ACFT.
READ THE SLIDE

25. REGULATIONS: PART 91
ALL PART 91 - GENERAL OPERATING AND FLIGHT RULES, APPLY TO AMATEUR-BUILT AIRCRAFT, THEIR OWNERS, AND PILOTS THAT FLY THEM.
REMIND THEM THAT ALL APPLICABLE PART 91 RULES APPLY TO AMATEUR-BUILT.

26. REGULATIONS: §
THE ACFT. CANNOT BE OPERATED OUTSIDE THESE ISSUED LIMITATIONS.
IT MUST OPERATE IN THE FLIGHT TEST AREA UNTIL TEST FLIGHTS ARE COMPLETED.
ACFT. MUST BE DEMONSTRATED TO BE SAFE AT ALL SPEEDS.
TELL AUDIENCE THAT THIS RULE IS THE REASON WHY WE ISSUE OPERATING LIMITATIONS FLIGHT TEST REQUIREMENTS AND LIMITS ON WHERE THE A/C CAN FLY .

27. REGULATIONS: §
THE FAA CAN ISSUE ADDITIONAL OPERATING LIMITATIONS.
FAA CAN LIMIT PASSENGERS; OR WHEN IFR OPERATIONS ARE AUTHORIZED, MUST INCLUDE APPLICABLE SECTIONS OF FAR 43, BECAUSE: ----
READ THE SLIDE AND MENTION THAT WE CAN REVISE THE OPERATING LIMITATIONS IF THERE IS A SAFETY PROBLEM.

28. REGULATIONS: PART 43
PART 43: MAINTENANCE RULES DO NOT APPLY TO AMATEUR-BUILT AIRCRAFT, § 43.1(b), UNLESS THEY ARE CALLED OUT IN THE OPERATING LIMITATIONS THAT ARE PART OF THE SPECIAL AIRWORTHINESS CERTIFICATE.
PART 43 DOES NOT APPLY TO AMATEUR BUILT AIRCRAFT ---WHY? SECTION 43.1 SAYS SO! HOWEVER WE USE THE AUTHORITY OF OPERATING LIMITATION IN SEC TO REFERENCE APPENDIX D OF PART 43 AS A REFERENCE TO PERFORM CONDITION INSPECTIONS.
IF IFR OPERATION IS AUTHORIZED IN PHASE II, THEN TRANSPONDER AND ALTIMETER TESTS AND INSPECTIONS REQUIRED BY PART 43, APPENDIX E AND F MUST BE ADDED TO THE LIMITATIONS AS A REQUIREMENT TO MAINTAIN THE SYSTEMS.

29. THE CERTIFICATION PROCESS
READ THE SLIDE

30. COMMUNICATION B.C. (BEFORE CONSTRUCTION)
THE CERTIFICATION PROCESS CAN BE COMPLEX. COMMUNICATION WITH THE APPLICANT, BEFORE ACTUAL CONSTRUCTION BEGINS IS VERY IMPORTANT.
READ THE SLIDE
MENTION THE FACT THAT MOST OF THE PROBLEMS THE FAA HAS HAD WITH AMATEUR-BUILDERS---- AND MOST OF THE PROBLEMS AMATEUR-BUILDERS HAVE HAD WITH THE FAA --COULD HAVE BEEN AVOIDED WITH A DISCUSSION OVER A CUP OF COFFEE. GOOD COMMUNICATIONS IS VITAL.

31. THE ACTUAL PROCESS: PRE-CONSTRUCTION CERTIFICATION
THE WHOLE PROCESS CAN BE DIVIDED INTO TWO SEPARATE AREAS OF IMPORTANCE:
PRE-CONSTRUCTION
AND
CERTIFICATION
PRE-CONSTRUCTION --- WE SUPPLY INFORMATION AND SOME FORMS
CERTIFICATION -- - THE BUILDER SUPPLIES THE INFORMATION AND SOME FORMS.

32. PRE-CONSTRUCTION
LEARN SOME BACKGROUND ABOUT THE APPLICANT AND THE PROPOSED AIRCRAFT.
DID HE/SHE EVER CONSTRUCT AN AIRCRAFT?
WHAT TYPE MATERIALS ARE TO USED FOR CONSTRUCTION?
IS THE APPLICANT A PILOT?
READ THE SLIDE
THIS IS A GOOD TIME TO PUT TO USE THAT OLD SAYING “HI, I’M FROM THE FAA AND I’M HERE TO HELP YOU”.
THE BACKGROUND INFORMATION WILL GIVE YOU AN IDEA AS TO WHERE TO SEND THE APPLICANT FOR HELP, IF IT IS NEEDED.

33. PRE-CONSTRUCTION INFORM THE APPLICANT ABOUT:
* THE EXPERIMENTAL AIRCRAFT ASSOCIATION (EAA) AND ITS MEMBER ASSISTANCE PROGRAMS.
* PROVIDE A LIST OF ADVISORY MATERIAL THAT IS AVAILABLE FROM THE FAA AND GOVT. PRINTING OFFICE con’t.
READ THE SLIDE.
A LITTLE FURTHER ON IN THE PRESENTATION IS A LIST OF ADVISORY MATERIAL THAT WILL BE HELPFUL, ALONG WITH THE NECESSARY FORMS THAT ARE LISTED IN AC 20-27D. CERTIFICATION AND OPERATION OF AMATEUR-BUILT AIRCRAFT, FORMS THAT YOU SHOULD HAVE IN YOUR OFFICE.

34. PRE-CONSTRUCTION
* 51% RULE AND ASSISTANCE WITH THE CONSTRUCTION AND HOW IT MAY AFFECT ELIGIBILITY. * RECOMMENDED IN-PROGRESS CONSTRUCTION INSPECTIONS. * APPLYING FOR REGISTRATION. * THE PAPERWORK AND FORMS REQUIRED AT THE TIME OF CERTIFICATION. con’t.
READ THE SLIDE
MENTION AC COMMERCIAL ASSISTANCE ---
TELL THE APPLICANT ABOUT THE EAA AND CHAPTERS
AGAIN, OFFER THE NEEDED FORMS.

35. PRE-CERTIFICATION
* INFORM THE BUILDER, THAT BY SIGNING THE APPLICATION, HE/SHE IS CERTIFYING THE COMPLETED AIRCRAFT IS “AIRWORTHY.” * THE AVAILABILITY OF CERTIFICATION SERVICES, FOR A FEE, PROVIDED BY A DAR. * THE FAA INSPECTION OF THE COMPLETED AIRCRAFT. con’t.
READ THE SLIDE
LET THEM KNOW THAT THEY WILL STATE THE AIRCRAFT IS READY FOR CERTIFICATION. ---AND AIRWORTHY---
ADVISE THEM THAT THEY CAN HIRE A DESIGNATED AIRWORTHINESS REPRESENTATIVE TO PERFORM THE CERTIFICATION INSPECTION AND ISSUE THE AIRWORTHINESS CERTIFICATE. --BUT, IT IS NOT FREE. I’VE HEARD NUMBERS ANYWHERE FROM $200 TO $1000.
TELL THEM TO REQUEST FAA INSPECTION ABOUT 2 MONTHS IN ADVANCE. THAT’S REASONABLE, ANY MORE TIME THAN THAT SHOULD NOT BE NEEDED BY THE FAA.

36. PRE-CONSTRUCTION
* THE “SPECIAL AIRWORTHINESS CERTIFICATE” AND ATTACHED LIMITATIONS. * PHASE I TEST FLIGHT AREA AND RELEASE TO PHASE II PART 91 OPERATIONS. --- AND LASTLY --- * PRIVILEGES AND LIMITS OF THE EXPERIMENTAL A/C REPAIRMAN.
READ THE SLIDE
ADVISE THEM OF THE CERTIFICATE TO OPERATE, THE TWO PHASES AND OPERATION UNDER PART 91.
EXPLAIN THE PRIVILEGES OF THE REPAIRMAN CERTIFICATE.

37. REFERENCE MATERIAL FOR THE BUILDER:
AC CERTIFICATION AND OPERATION OF AMATEUR-BUILT AIRCRAFT.
AC AND 2A ACCEPTABLE METHODS AND PRACTICES FOR REPAIRS AND ALTERATIONS
READ THE SLIDE
AND TELL THEM THAT MOST OF THE ANSWERS TO THE QUESTIONS THE AMATEUR-BUILDER WILL HAVE, WILL BE IN THESE REFERENCE MATERIALS.

38. REFERENCE MATERIAL:
AC COMMERCIAL ASSISTANCE DURING CONSTRUCTION OF AMATEUR-BUILT AIRCRAFT.
AC CERTIFICATION OF REPAIRMAN (EXPERIMENTAL AIRCRAFT BUILDER).
READ THE SLIDE:.
KEY IN ON THE USE OF PAID HELP AND THE EFFECT IT MAY HAVE ON THE MAJOR PORTION.
THIS GIVES THE INFO NEEDED FOR THE REPAIRMAN CERT.

39. REFERENCE MATERIAL: AC 91-23 PILOTS WEIGHT AND BALANCE HANDBOOK.
AC AMATEUR-BUILT AIRCRAFT AND ULTRALIGHT FLIGHT TESTING HANDBOOK.
AC GENERAL AVIATION ALERTS.
READ THE SLIDE TELL THEM THAT THE FLIGHT TESTING HANDBOOK IS VERY IMPORTANT FOR BOTH LOW TIME AND HIGH TIME WANNA BE TEST PILOTS.
TELL THEM THE PUBLICATION AVIATION ALERTS, ADDRESSES AMATEUR-BUILT, AS WELL AS GENERAL AVIATION MALFUNCTIONS OR DEFECTS AND MAINTENANCE PROBLEMS THAT MAY HAVE CAUSED ACCIDENTS.

40. FAA FORMS: FAA FORM 8050-1 AIRCRAFT REGISTRATION APPLICATION.
FAA FORM BILL OF SALE.
FAA FORM AFFIDAVIT
OF OWNERSHIP FOR AMATEUR-
BUILT AIRCRAFT.
READ OR LET THEM READ IT THEMSELVES. SOME OF THE FORMS FOR THE APPLICANT.

41. MORE FAA FORMS:
FAA FORM , APPLICATION FOR AIRWORTHINESS CERTIFICATE.
FAA FORM , ELIGIBILITY STATEMENT, AMATEUR-BUILT A/C.
FAA FORM , AIRMAN CERTIFICATE AND/OR RATING APPLICATION.
READ THE SLIDE.

42. LETTER OF REQUEST
BUILDER NOTIFIES THE FAA/DAR BY LETTER REQUESTING THE CERTIFICATION INSPECTION.
A SAMPLE LETTER IS IN AC IT INCLUDES A LIST OF ITEMS AND REQUIREMENTS TO BE COMPLETED BY THE APPLICANT.
READ THE SLIDE-----
BUT TELL THEM THE LETTER DOES NOT HAVE TO BE TYPED OR FANCY-----THE APPLICANT CAN COPY THE SAMPLE. JUST BE ACCURATE WITH ALL THE NECESSARY INFORMATION.

43. THE AIRCRAFT IS READY
THE APPLICANT HAS NOTIFIED YOU BY LETTER, AND YOU CALL TO SET UP A TIME FOR THE ACFT. INSPECTION.
A RENDITION OF THE HAPPY GOVT. EMPLOYEE---SOON TO GET OUT OF THE OFFICE AND -SETTING THE APPOINTMENT FOR INSPECTION OF THE AIRCRAFT.

44. CERTIFICATION STEPS: (Performed at A/C location)
CONFIRM ACFT. REGISTRATION.
REVIEW APPLICATION FOR A/W CERTIFICATE AND ALL OTHER FORMS.
DETERMINE FAR (G) ELIGIBILITY.
INSPECT THE AIRCRAFT.
ISSUE FORM , SPECIAL A/W CERTIFICATE AND LIMITATIONS.
READ THE SLIDE
THIS IS WHAT YOU DO WHEN YOU GET TO THE SITE.
REGISTERED IF THE APPLICANT ONLY HAS THE PINK SLIP, OR ITS PAST THE 90 DAY TIME PERIOD, IT WOULD BE A GOOD IDEA TO MAKE A CALL TO OK CITY TO CONFIRM THE REGISTRATION, YOURSELF.
MEETS THE MAJOR PORTION RULE.
THE AIRCRAFT INSPECTION AND ISSUING THE SPECIAL A/W CERTIFICATE WITH THE APPROPRIATE LIMITATIONS COMPLETES THE CERTIFICATION STEPS.

45. REGISTRATION: THE BUILDER MUST PRESENT EITHER A TEMPORARY “PINK”
REGISTRATION CERTIFICATE OR A
PERMANENT REGISTRATION
(WHITE CERTIFICATE).
READ THE SLIDE.
NOTE:
IF A PINK TEMPORARY REGISTRATION FORM IS PRESENTED BY THE APPLICANT, THE ACTUAL REGISTRATION OF THE AIRCRAFT MUST BE CONFIRMED THROUGH THE AIRCRAFT REGISTRY IN OKLAHOMA CITY BY THE INSPECTOR/DAR PRIOR TO ISSUANCE OF ANY AIRWORTHINESS CERTIFICATE. A PINK SLIP DOES NOT PROVE REGISTRATION OF THE AIRCRAFT

46. PAPERWORK REVIEW: FAA FORM 8130-6, APPLICATION
FOR AIRWORTHINESS CERTIFICATE
THE OWNER/AGENT/BUILDER
SIGNS SECTION III (D), DECLARING
THE A/C IS REGISTERED, INSPECTED, AND AIRWORTHY.
THIS IS THE PLACE WHERE THE OWNER DECLARES THE AIRCRAFT AIRWORTHY NOT YOU.

47. PAPERWORK REVIEW:
FAA FORM , ELIGIBILITY STATEMENT - AMATEUR-BUILT AIRCRAFT, (NOTARIZED).
ON THIS FORM THE APPLICANT DECLARES THAT THE MAJOR PORTION OF THE AIRCRAFT HAS BEEN BUILT BY PERSON(S) FOR EDUCATION OR RECREATION.
READ THE SLIDE
MENTION THE FACT THAT IF ANYTHING IS FALSIFIED THERE COULD BE A FINE OF UP TO $ OR 5 YEARS IN JAIL. THIS IS CIVIL LAW NOT FAA REGULATIONS.

48. WAS AIRCRAFT BUILT ENTIRELY FROM PLANS BY APPLICANT?
ELIGIBILITY:
WAS AIRCRAFT BUILT ENTIRELY FROM PLANS BY APPLICANT?
OR IS IT,
A KIT-BUILT AIRCRAFT THAT WAS FOUND TO MEET THE MAJOR PORTION RULE BY THE FAA EVALUATION OF THE KIT?
READ THE SLIDES
THIS IS WHAT YOU MUST DETERMINE.

49. INFORMATION: FOR A CURRENT LISTING OF KIT
AIRCRAFT THAT MEET THE MAJOR PORTION RULE, CONTACT:
JIM JARVIS, AFS-610, OK CITY.
ENGINEERING AND MANUFACTURING BRANCH
TEL: FAX:
READ THE SLIDE OR LET THEM COPY THE NUMBERS.

50. EVALUATING A NEW AIRCRAFT KIT:
IF YOU’RE NOT SURE A KIT MEETS THE MAJOR PORTION RULE, THEN PERFORM YOUR OWN KIT EVALUATION. USE FAA FORM AND FAA ORDER , AIRWORTHINESS CERTIFICATION OF AIRCRAFT AND RELATED PRODUCTS, FOR GUIDANCE.
READ
LET THEM COPY THE INFORMATION.
IF YOU NEED HELP ON THIS , CALL THE CLOSEST MANUFACTURING INSPECTION DISTRICT OFFICE (MIDO) AND ASK THEM FOR HELP AND ADVICE. IF YOU DON’T GET IT, CALL AIR-200 IN WASHINGTON, SOMETIMES THEY HELP

51. QUESTION: WHAT IF THE BUILDER PAID FOR HELP?
EVALUATE THE COMMERCIAL HELP THE BUILDER RECEIVED BY USING FAA FORM AND THE GUIDANCE IN AC , COMMERCIAL ASSISTANCE DURING CONSTRUCTION OF AMATEUR-BUILT AIRCRAFT.
READ THE SLIDE
THIS AC HAS SOME GOOD INFORMATION, -- ASK ANYONE HERE, IT WAS DEVELOPED FROM THE COMBINED EFFORTS OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION (EAA), SMALL AIRCRAFT MANUFACTURERS ASSOCIATION (SAMA), AND THE FAA.

52. AIRCRAFT INSPECTION
THE ACTUAL AIRCRAFT INSPECTION IS THE MOST IMPORTANT PART OF THE CERTIFICATION PROCESS. IT IS RECOMMENDED THAT A CERTIFICATION INSPECTION GUIDE BE USED FOR THE INSPECTION. ONE IS PROVIDED AT THIS TIME AND WE WILL REVIEW THE STEPS FOR COMPLETION.
LETS SEE WHAT WE HAVE.

53. KEY POINT: THE INSPECTION SHOULD NOT BE RUSHED. IT IS THE LAST
TIME A PAIR OF UNBIASED EYES
WILL INSPECT THE AIRCRAFT
PRIOR TO THE FIRST FLIGHT.
READ THIS SLIDE SLOWLY LET IT SINK IN!
USE THE INSPECTION GUIDE YOU MAY BE SURPRISED WHAT YOU FIND ON OR IN THE AIRCRAFT.

54. KEY POINT: SAFETY CANNOT BE COMPROMISED!
EITHER THE AIRCRAFT PASSES THE INSPECTION - OR IT DOES NOT.
IT IS RECOMMENDED THAT THE INSPECTOR OR DAR PROVIDE A WRITTEN LIST TO THE APPLICANT OF ANY DISCREPANCIES THAT ARE DISCOVERED DURING THE INSPECTION.
ALSO, YOU ( FAA/DAR) SHALL NOT FIX ANY OF THE DISCREPANCIES YOURSELF YOU ARE PLAYING A JUDGE AND ARE MAKING AN AIRWORTHINESS DETERMINATION-----YOU ARE NOT THE BUILDER’S PARTNER.,
NEVER - NEVER HELP TO FIX ANYONE’S AIRCRAFT THAT YOU ARE INSPECTING, AND DON’T TELL THEM HOW TO FIX IT. IF THEY DON’T KNOW HOW TO DO IT, RECOMMEND THAT THEY GET HELP FROM A KNOWLEDGEABLE SOURCE.

55. KEY POINT:
REMEMBER , AMATEUR-BUILT AIRCRAFT DO NOT HAVE TO MEET ANY CERTIFICATION RULES, NOR ARE THEY REQUIRED TO HAVE STANDARD AIRCRAFT HARDWARE OR PARTS.
AGAIN ---A REMINDER, THAT THESE AIRCRAFT DO NOT HAVE TO MEET DESIGN STANDARDS ----

56. INSPECTION AID:
A SAMPLE CERTIFICATION GUIDE FOR THE AIRCRAFT INSPECTION IS INCLUDED IN THE HANDOUT MATERIAL. IT CAN BE USED FOR THE AMATEUR-BUILT AIRCRAFT CERTIFICATION INSPECTION.
ALL INSPECTORS AND DAR SHOULD USE A CHECKLIST OR (JOB AID) WHEN LOOKING AT THE AIRCRAFT.-----IT EASES THE CONSCIENCE.

57. AIRCRAFT INSPECTION: IS THE AIRCRAFT PROPERLY MARKED?
ARE THERE MAINTENANCE LOGS FOR THE AIRFRAME, (For FAA entry, designating the date and issuance of the A/W cert.), THE ENGINE, AND THE PROPELLER?
READ THE SLIDE
LOG BOOKS ARE NOT REQUIRED -- BUT -- YOU CAN RECOMMEND THEM, AND THE BUILDER NEEDS SOME SORT OF PERMANENT RECORD THAT THE ISSUANCE OF THE AIRWORTHINESS CERTIFICATE CAN BE RECORDED INTO.

58. AIRCRAFT INSPECTION:
THE AIRCRAFT MUST BE 100% COMPLETED. READY TO FLY. (EXCEPT FOR OPEN COWL, INSPECTION PLATES, ETC.)
THE ENGINE SHOULD HAVE BEEN TEST RUN FOR AT LEAST 1 HOUR.
READ THE SLIDE MAKE SURE THAT THE ENGINE RUN HAS BEEN RECORDED IN THE AIRCRAFT'S LOG. THE RUN SHOULD HAVE INCLUDED OPERATION IN A NOSE HIGH, ABOVE STALL ATTITUDE TO ENSURE FULL FUEL FLOW, AND A FULL POWER RUN TO REASONABLY ENSURE THAT MAXIMUM POWER WILL BE ATTAINED ON THE FIRST TAKE OFF.

59. AIRCRAFT INSPECTION:
HAS WEIGHT AND BALANCE BEEN COMPUTED? FWD, AFT C/G, AND MAXIMUM GROSS WEIGHT.
CHECK THAT ALL PAPERWORK IS COMPLETED AND BUILDER’S LOG IS AVAILABLE FOR REVIEW.
READ THE SLIDE
AND MENTION THAT WEIGHT AND BALANCE IS VERY IMPORTANT AND RECOMMEND THAT IT BE DONE ON CALIBRATED SCALES, IF POSSIBLE, NOT BATHROOM SCALES. BECAUSE SO MUCH DEPENDS ON PROPERLY DETERMINING THE C/G OF THE AIRCRAFT.

60. AIRCRAFT INSPECTION:
COMPARE THE ACTUAL AIRCRAFT AND/OR COMPONENTS WITH THE PLANS. ARE THERE ANY BUILDER MODIFICATIONS?
EXAMINE SAMPLES OF WORKMANSHIP SUCH AS: GLUE JOINTS, WELDS, RIVETING, ETC.
COMPARE THE AIRCRAFT PLANS WITH A COMPONENT PART OR STRUCTURE
CHECK THE PLANS FOR COFFEE CUP RINGS, MATH NOTATIONS AND DROPS OF BLOOD, IF YOU FIND THOSE VERY HUMAN SIGNS OF CONCENTRATION AND TOIL THEN YOU PROBABLY CAN BE SURE THIS BUILDER WORKED TO THE PLANS IN MOST OF THE AREAS OF CONSTRUCTION.

61. AIRCRAFT INSPECTION:
DOES THE BUILDER HAVE ANY RECORD OF IN-PROCESS INSPECTIONS OR VISITS FROM AN EAA TECHNICAL COUNSELOR?
IF A TC’d ENGINE AND TC’d PROP ARE USED, *BOTH COMPONENTS SHOULD BE COMPATIBLE.
READ THE SLIDES------
TYPE CERTIFICATED (TC’d)
*THE ENGINE AND PROP SHOULD BE COMPATIBLE IF THE APPLICANT WANTS THE 25 HOUR LIMIT FOR PHASE I, AS OPPOSED TO THE 40 HOUR TIME APPLIED WHEN THE ENGINE AND/OR PROP ARE NOT TC’D NOR LISTED AS A TC’D COMBINATION ON A TYPE CERTIFICATE DATA SHEET (TCDS).

62. AIRCRAFT INSPECTION, CABIN/COCKPIT:
ENSURE THE ENGINE (S) IGNITION/MAG SWITCH(S) IS OFF.
IS THERE A PASSENGER WARNING PLACARD? (2 OR MORE SEATS)
(USE THE INSPECTION GUIDE FOR ADDITIONAL LISTED ITEMS.)
MOST IMPORTANT -- A HOT SWITCH CAN RUIN YOUR DAY.
PASSENGER WARNING --- AIRCRAFT IS NOT BUILT TO FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT.
USE THE INSPECTION GUIDE!!!
RECOMMEND THAT THE INSTRUMENTS ARE TEMPORARILY MARKED WITH THE EXPECTED OPERATING NUMBERS----THE FLIGHT TESTING SHOULD PROVIDE THE REAL NUMBERS. THOSE ARE THE ONES THAT MUST BE MARKED AND REVISED AS NECESSARY BEFORE THE ACFT. GETS RELEASED FOR THE PHASE TWO OPERATING LIMITATIONS.
FUEL GAUGES, WERE THEY EVER CHECKED AGAINST A KNOWN AMOUNT OF ADDED FUEL?
WILL THE BRAKES HOLD THE AIRCRAFT DURING ENGINE RUN-UP?

63. AIRCRAFT INSPECTION, FUSELAGE:
CHECK INSTRUMENT STATIC PORTS, (IF APPLICABLE) TO ENSURE THEY ARE NOT BLOCKED WITH TAPE OR PAINT.
(USE THE INSPECTION GUIDE FOR ADDITIONAL LISTED ITEMS.)
STATIC PORTS ARE VERY IMPORTANT, IT’S VERY EASY TO FORGET A PIECE OF MASKING TAPE OR EVEN TO PLUG THEM WITH PAINT.

64. AIRCRAFT INSPECTION, EMPENNAGE:
CHECK HORIZONTAL AND VERTICAL STABILIZERS, RUDDER, AND ELEVATOR FOR SECURITY AND TRAVEL.
CHECK FOR CONTROL STOPS.
CHECK HINGES AND ROD ENDS FOR PLAY AND SECURITY.
SPECIAL ATTENTION SHOULD BE GIVEN TO SLOP OR LOOSENESS OF THE CONTROLS, ROD ENDS, HINGES---SINGULARLY MAYBE IT WILL MEAN NOTHING---COLLECTIVELY IT MAY MEAN A POSSIBLE FLUTTER CONDITION FLUTTER CAN AND DOES HAPPEN AT ANY SPEED.

65. AIRCRAFT INSPECTION, EMPENNAGE:
ARE TRIM TABS INSTALLED? THEY NORMALLY TRAVEL IN A DIRECTION OPPOSITE THE CONTROL SURFACE.
IS DATA PLATE INSTALLED?
(USE THE INSPECTION GUIDE FOR ADDITIONAL ITEMS LISTED.)
PULL BACK, THE ELEVATOR GOES UP!!! THIS MAY SOUND ELEMENTARY -- HOWEVER, THERE HAVE BEEN ACCIDENTS CAUSED BY IMPROPER RIGGING OF THE CONTROLS. CHECK THEM!!!

66. AIRCRAFT INSPECTION, WINGS:
CHECK WING ATTACH POINTS.
CHECK FUEL TANK CAPS AND VENTS FOR SECURITY/OPERATION.
CHECK FLAP AND AILERON: HINGES, CONTROL STOPS, AND CORRECT DIRECTION OF TRAVEL.
READ THE SLIDE AND GO OVER A CONTROL CHECK WITH THEM.
MOVE STICK TO RIGHT- TURN YOKE TO RIGHT- THE RIGHT AILERON GOES UP!!! AND VISA/VERSA.
FOLLOW THE INSPECTION GUIDE TO CHECK FOR ADDITIONAL ITEMS NOT LISTED ON THIS SLIDE

67. AIRCRAFT INSPECTION, LANDING GEAR:
WAS THE LANDING GEAR WHEEL ALIGNMENT CHECKED?
WAS A GEAR RETRACTION PERFORMED WITH THE INSTALLED TIRE/WHEEL COMBINATION? CHECK EMERGENCY EXTENSION SYSTEM (IF APPLICABLE).
READ THE SLIDE AND MENTION IF THE AIRCRAFT TAXI TO ONE SIDE OR THE OTHER THE WHEEL ALIGNMENT IS OFF -- AND SO WILL BE EVERY LANDING -- THERE AFTER.
SOMETIMES THE TIRES GET CHANGED AT THE LAST MOMENT. SAME SIZE DIFFERENT MANUFACTURER, THE GEAR WENT UP --- IT DIDN’T COME DOWN. THE AIRCRAFT AND PILOT SUFFERED.
DOES IT HAVE AN EMERGENCY EXTENSION SYSTEM?

68. AIRCRAFT INSPECTION, ENGINE AREA:
HAS GROUND RUN BEEN PERFORMED AND RECORDED?
CHECK FUEL /OIL LINES FOR FLUID COMPATIBILITY.
CHECK SECURITY OF FUEL AND ELECTRICAL SYSTEM COMPONENTS AND ALIGNMENT OF DRIVE BELTS.
READ THE SLIDE
MENTION THAT THE AIRCRAFT MAY BE OPERATED WITH DIFFERENT TYPE OF FUELS. AVIATION FUEL DURING FLIGHT TESTING AND AUTO FUEL LATER ON. MAKE SURE THAT THE FUEL LINES CAN HANDLE BOTH KINDS OF FUEL WITHOUT MELTING OR SWELLING UP DUE TO A CHEMICAL REACTION.

69. AIRCRAFT INSPECTION, ENGINE AREA:
CHECK ENGINE AND PROPELLER CONTROLS FOR OPERATION, SECURITY, AND ROUTING.
(USE THE INSPECTION GUIDE FOR ADDITIONAL ITEMS.)
READ THE SLIDE------
MENTION ENGINE AND PROP CONTROLS SHOULD HAVE A 1/4INCH CUSHION AT THE FIREWALL OR QUADRANT.

70. AIRCRAFT INSPECTION, PROPELLER:
ARE THE PROP TIPS PAINTED FOR VISIBILITY?
(USE THE INSPECTION GUIDE FOR ADDITIONAL ITEMS.)
THIS IS A GOOD PRACTICE, BUT NOT IN ANY REGULATION.

71. AIRCRAFT INSPECTION, MISCELLANEOUS:
CHECK AIRCRAFT LIGHTS, RADIOS AND ACCESSORIES FOR OPERATION IN ACCORDANCE WITH FAR , FOR LIMITATIONS ISSUED IN PHASE II.
READ THE SLIDE--
THE OPERATOR IS RESPONSIBLE TO ENSURE THE AIRCRAFT IS EQUIPPED FOR THE TYPE OF OPERATION THE AIRCRAFT WILL BE USED IN PHASE II.

72. AIRCRAFT INSPECTION, MISCELLANEOUS:
CHECK ALL FLIGHT CONTROLS
FOR PROPER OPERATION, (E.G.,
RIGHT AILERON SHOULD GO UP
WHEN STICK IS PUSHED TO THE
RIGHT. ELEVATOR SHOULD GO
UP WHEN STICK IS PULLED BACK.)
AGAIN GO OVER THE FLIGHT CONTROL CHECK. THIS IS IMPORTANT. ALSO THE TRIM TABS --- SPRING TABS --- OUT OF TRIM AIRCRAFT ON FIRST FLIGHT CAN ADD TO THE STATISTICS NOT WHAT WE WANT.

73. AIRCRAFT INSPECTION, MISCELLANEOUS:
CONTROL CABLE TENSION MUST BE SET I.A.W. THE INSTRUCTIONS!
NO RUBBING NOISES, BINDING, OR CATCHING OF THE CONTROL CABLES.
(USE THE INSPECTION GUIDE FOR ADDITIONAL ITEMS.)
MENTION THAT IF THE CABLE TENSION IS NOT CORRECT ON THE FIRST FLIGHT THE CONTROL MIGHT NOT BE ABLE TO GO FULL TRAVEL BECAUSE THE CABLE TENSION IS TOO WEAK TO OVERRIDE THE AIR LOAD ON THE FLIGHT CONTROLS.
IF THERE IS BINDING IN THE FLIGHT CONTROLS, IT MUST BE CORRECTED BEFORE THE FIRST FLIGHT.

74. THE DECISION:
IF IN YOUR UNBIASED OPINION YOU FIND THAT THE AIRCRAFT MAY BE UNSAFE TO OPERATE BECAUSE OF DESIGN CHANGES, POOR WORKMANSHIP, INFERIOR MATERIALS, INVALID WT. & BAL., THEN DON’T ISSUE THE AIRWORTHINESS CERTIFICATE!
NO ONE WILL EVER SAY THAT YOU HAVE TO PUT YOUR SIGNATURE ON A BAD DESIGN, POOR WORKMANSHIP, OR INFERIOR MATERIALS.
WHEN A PROBLEM IS FOUND IT USUALLY ONLY TAKES A SUGGESTION TO THE BUILDER FOR A CORRECTION , (PLASTIC FUEL HOSE LAYING ON THE CYLINDERS) TO GET THE PROBLEM CORRECTED. BUT REMEMBER, WE DON’T IMPOSE STANDARDS!!!
IT USUALLY MEANS ANOTHER TRIP OUT TO SEE THE AIRCRAFT. IF YOU RUN INTO AN UGLY PROBLEM, (A MAJOR DESIGN CHANGE) YOU MAY WANT TO GET THE PLAN OR KIT MANUFACTURER INVOLVED, OR AT LEAST MAKE THEM AWARE OF THE ISSUE.
REMEMBER, IT IS AN EXPERIMENTAL AIRCRAFT, IT DOESN’T HAVE TO BE FINISHED LIKE A ROLLS ROYCE, BUT I HAVE SEEN SOME THAT WERE. KEEP AN OPEN MIND.!!!
IN MOST CASES AN AIRWORTHINESS CERTIFICATE WILL BE ISSUED, BUT WE CAN IMPOSE LIMITATIONS THAT WILL KEEP THE AIRCRAFT AWAY FROM THE PUBLIC.

75. THE AIRCRAFT: THE AIRWORTHINESS CERTIFICATE
YOU ISSUE IS TO OPERATE THE
AIRCRAFT. THE LIMITATIONS ARE
ISSUED TO KEEP THE AIRCRAFT AWAY
FROM THE PUBLIC UNTIL IT’S PROVEN
SAFE TO FLY. THE FAA LIMITS THE
OPERATING AREA, NOT THE DESIGN
CRITERIA FOR THE AIRCRAFT.
OVERALL WHAT DID YOU THINK OF THE PROJECT?
REMEMBER, THE LIMITATIONS ARE HOW WE CONTROL OF THE FLIGHT AREA, WE ARE NOT TRYING TO STOP PEOPLE FROM FLYING. BUT WE ARE GOING TO PROTECT THE PUBLIC ON THE GROUND.

76. ISSUING THE SPECIAL AIRWORTHINESS CERTIFICATE
READ THE SLIDE.

77. THE SPECIAL A/W CERTIFICATE
FAA FORM (PINK) SPECIAL AIRWORTHINESS CERTIFICATE, IS ISSUED AS FOLLOWS CATEGORY/DESIGNATION: EXPERIMENTAL, PURPOSE: TO OPERATE AMATEUR-BUILT AIRCRAFT AND SIGNED BY THE FAA INSPECTOR OR DAR.
READ THE SLIDE

78. OPERATING LIMITATIONS:
THE OPERATING LIMITATIONS ARE PART OF THE SPECIAL A/W CERTIFICATE (§ ).
OPERATING LIMITATIONS ARE FOUND IN FAA ORDER
MUST INCLUDE REQUIREMENT FOR THE CONDITION INSPECTION .
READ THE SLIDE
USE THE ORDER -- A LOT OF OFFICES HAVE “CANNED” LIMITATIONS THAT EVERYONE IN THE OFFICE USES WHEN THEY CERTIFICATE AMATEUR-BUILT AIRCRAFT. TAKE A GOOD LOOK AT THEM AND COMPARE THEM WITH THE FAA ORDER , YOU MAY FIND THAT THE LIMITATIONS IN YOUR OFFICE FILE HAVE NOT BEEN CHANGED SINCE THE 1980’S.

79. OPERATING LIMITATIONS:
REVIEW AND EXPLAIN TO THE APPLICANT THE LIMITATIONS THAT YOU ARE GOING TO ISSUE FOR THE AIRCRAFT.
RECOMMEND USING A CHECK LIST WHEN OPERATING THE AIRCRAFT ( SAMPLE IN AC 90-89).
READ THE SLIDE
EXPLAIN ALL THE LIMITATIONS, SOME AMATEUR-BUILDER/PILOTS HAVE NEVER LOOKED AT THEM!!!
EVERY AIRCRAFT SHOULD HAVE A CHECKLIST. IT CAN BE VERY SIMPLE .. AC 90-89A WILL TELL THEM HOW TO DEVELOP ONE.

80. OPERATING LIMITATIONS:
YOU CAN ISSUE LIMITATIONS TO INCLUDE BOTH PHASE I AND II.
PHASE I LIMITS THE A/C AND AREA DURING FLIGHT TESTING.
PHASE II COVERS FAR PART 91 OPERATIONS AFTER THE A/C HAS BEEN SIGNED OFF AS COMPLYING WITH § (b).
READ THE SLIDE
THIS METHOD IS PREFERRED BECAUSE YOU ONLY HAVE TO PERFORM ONE INSPECTION OF THE AIRCRAFT.
YOU ISSUE BOTH PHASE I AND PHASE II AT THE SAME TIME.
YOU EXPLAIN TO THE PILOT/OPERATOR OF THE AIRCRAFT THAT HE WILL BE RESPONSIBLE TO MAKE AN ENTRY IN THE AIRCRAFT LOG, AT THE COMPLETION OF PHASE I, THAT THE AIRCRAFT HAS BEEN SHOWN TO COMPLY WITH SECTION (b) IT’S CONTROLLABLE THROUGHOUT ITS RANGE OF SPEEDS AND HAS NO HAZARDOUS OPERATING CHARACTERISTICS OR DESIGN FEATURES.

81. SUGGESTIONS:
SINCE A MAJORITY OF FATAL AMATEUR-BUILT ACCIDENTS HAPPEN IN THE FLIGHT TEST PHASE, SUGGEST TO THE BUILDER THAT A FLIGHT TEST MANUAL BE DEVELOPED AND USED.
A SAMPLE FLIGHT TEST MANUAL IS PROVIDED IN AC 90-89
AGAIN STEER THEM TO AC FOR FURTHER BACKGROUND MATERIAL.
NTSB INFO % ON THE FIRST FLIGHT!!!!!

82. PHASE 1: OPERATING LIMITATIONS
WILL IDENTIFY THE AIRPORT(S) OF OPERATION, WITHIN THE HI-LIGHTED GEOGRAPHIC AREA ON THE AERONAUTICAL CHART.
SET THE HOURS FOR PHASE I: hrs - TC’d eng. & prop. combo., OR 40hrs - non-TC’d eng. and/or prop.
READ THE SLIDE REMIND THEM THAT THE 25 HOURS WAS FOR A TYPE CERTIFICATE ENGINE AND PROPELLER COMBINATION AND 40 HOURS FOR A NON-TC ENGINE OR PROPELLER.
THE TC’D ENGINE AND PROP MUST BE AIRWORTHY IF THE APPLICANT EXPECTS TO GET THE 25 HOUR PHASE I TIME LIMITATION. THIS MEANS THAT ALL AIRWORTHINESS DIRECTIVES MUST BE COMPLIED WITH AND ALL MAINTENANCE PERFORMED ON THE ENGINE AND PROP UP TO THIS POINT MUST BE RECORDED AND THE COMPONENTS APPROVED FOR RETURN TO SERVICE BY AN APPROPRIATELY RATED PERSON. ONCE THE THE COMPONENTS OPERATE IN AN AMATEUR-BUILT AIRCRAFT, THOSE COMPONENTS ARE THEN NON-CONFORMING PRODUCTS AND ARE NO LONGER REQUIRED TO BE MAINTAINED UNDER PART HOWEVER, PART 91 OPERATING RULES WILL APPLY TO ALL OPERATIONS AND SPECIFIC SECTIONS REQUIRE COMPLIANCE WITH PART (e.g., NAVIGATION AND INSTRUMENTS)

83. PHASE I: OPERATING LIMITATIONS
AEROBATIC FLIGHT TESTING SHOULD BE PERFORMED AT THE END OF THE FLIGHT TEST PROGRAM IN PHASE I.
NO PASSENGERS OR FLIGHT INSTRUCTION DURING PHASE I.
READ THE SLIDE.
AEROBATICS BY A QUALIFIED PILOT AN NO OTHER PERSON IN THE AIRCRAFT DURING PHASE I FOR ANY REASON THIS IS NOT FLIGHT INSTRUCTION TIME. IF THE BUILDER IS NOT QUALIFIED IN THE AIRCRAFT, THEY SHOULD FIND SOMEONE THAT IS TO TEST FLY THE AIRCRAFT

84. PHASE 1 OPERATING LIMITATIONS
THE TEST PILOT RELEASES THE A/C FROM PHASE I BY A LOG BOOK ENTRY THAT CERTIFIES THAT THE A/C HAS BEEN FLIGHT TESTED AND IS SAFE AND CONTROLLABLE THROUGHOUT ITS SPEED RANGE.
THE PILOT MUST SIGN HIS NAME, DATE, AND CERTIFICATE NUMBER WHEN HE OR SHE RELEASES THE AIRCRAFT FROM THE FLIGHT TEST AREA.

85. PHASE 2: OPERATING LIMITATIONS
PERMITS PART 91 OPERATIONS, NIGHT/ IFR, FLOATS, AND ANY OTHER ADDED LIMITATIONS.
PROHIBITS USE OF AIRCRAFT FOR COMPENSATION OR HIRE.
CALLS OUT AN ANNUAL CONDITION INSPECTION.
READ T HE SLIDE
AND MENTION THAT IFR AND FLOATS AND NIGHT FLIGHT MUST STILL MEET PART 61 AND 91 RULES.---AND NO YOU CANNOT PULL BANNERS FOR HIRE IN THE AIRCRAFT.
THE CONDITION INSPECTION. ACFT. WILL NOT BE OPERATED UNLESS WITHIN THE PRECEDING 12 CALENDAR MONTHS IT HAS HAD AN INSPECTION.

86. COMPLETION OF CERTIFICATION:
CERTIFICATION IS FINISHED WHEN THE INSPECTOR OR DAR SIGNS AND DATES THE A/C LOG BOOK STATING THAT A SPECIAL A/W CERTIFICATE AND OPERATING LIMITATIONS HAVE BEEN ISSUED TO THE AIRCRAFT.
READ THE SLIDE

87. LOG/RECORD ENTRY:
“ I FIND THAT THE AIRCRAFT MEETS THE REQUIREMENTS FOR THE CERTIFICATION REQUESTED AND HAVE ISSUED A SPECIAL AIRWORTHINESS CERTIFICATE DATED _________”. _____(SIGNED)_______, ASI/DAR (OFFICE/#)
READ THE SLIDE
THIS ENTRY IS DIRECTLY OUT OF FAA ORDER ,
CHAPTER 8.

88. AFTER CERTIFICATION OF THE AIRCRAFT ---
INFORM THE BUILDER OF THE AVAILABILITY AND PROCESS OF APPLYING FOR A REPAIRMAN CERTIFICATE FOR EXPERIMENTAL AIRCRAFT BUILDER.
READ THE SLIDE
ADVISE THE APPLICANT OF THE LIMITS OF THE CERTIFICATE, AND WHO IS ELIGIBLE.
A FLIGHT STANDARDS INSPECTOR MUST ISSUE THE TEMPORARY CERTIFICATE. PROVIDE THAT INSPECTOR WITH PROOF OR A STATEMENT FROM YOU THAT THE APPLICANT MEETS THE REQUIREMENTS FOR REPAIRMAN.

89. EXPERIMENTAL AIRCRAFT BUILDER REPAIRMAN CERTIFICATE:
EXPLAIN THAT IT IS ISSUED FOR ONE PURPOSE. TO INSPECT AND SIGN OFF THE ANNUAL CONDITION INSPECTION OF THE AMATEUR-BUILT AIRCRAFT THAT IS IDENTIFIED BY MODEL AND SERIAL NUMBER ON THE REPAIRMAN CERTIFICATE.
READ THE SLIDE.

90. ELIGIBILITY FOR REPAIRMAN CERTIFICATE:
SIGNATURE IN BUILDER’S LOG.
INVOICES AND REGISTRATION IN HIS OR HER NAME.
PHOTOGRAPHS OF APPLICANT SITTING IN THE PARTIALLY CONSTRUCTED AIRCRAFT MAKING ENGINE NOISES.
READ THE SLIDE

91. INFORMATION, REPAIRMAN CERT.
THE EXPERIMENTAL AIRCRAFT BUILDER’S CERTIFICATE IS ISSUED BY A FLIGHT STANDARDS MAINTENANCE INSPECTOR.
APPLICATION, AND DOCUMENTS VERIFYING BUILDER’S ELIGIBILITY SHOULD BE FORWARDED TO THE LOCAL FSDO FOR PROCESSING.
READ THE SLIDE
AGAIN, --- A FLIGHT STANDARDS INSPECTOR MUST ISSUE THE TEMPORARY CERTIFICATE. PROVIDE THAT INSPECTOR WITH PROOF OR A STATEMENT FROM YOU THAT THE APPLICANT MEETS THE REQUIREMENTS FOR REPAIRMAN.

92. THE END
READ THE LAST SLIDE