Hello Net
I apologize for continuing a thread that I think ultimately is a dead
issue. As both a home builder and an FAA Authorized Inspector, I can see
two sides to this issue. Delete at this point or read on if you wish.
Firstly when working on any certified aircraft, changing anything on the
aircraft requires at minimum a log book notation. The list of things that
make an aircraft airworthy, are endless. Owners ( only have limited
authority), A&P's, Repairman and Repair Stations are allowed to sign an
entry for return to service on everything, with the exception of Annual
inspections, and Major Repairs. These two items require the Signature of an
Authorized Inspector and in the case of an Major Repairs and Alteration,
requires Field Approval from the FAA. If done properly, at the conclusion
of the work, the IA is only allowed 3 days to submit documentation to the
local FSDO. Once the alteration is made, and the documents submitted and
the Field Approval given, the certification records are permanently altered.
The FAA at it's option can inspect the aircraft, have you employ a DAR to
inspect the aircraft or review the paperwork sign off and process the
paperwork. The only way to change back is to submit for another field
approval after making another change. As an IA I have found on several
occasions modifications that are made and there is no documentation. I
can't sign off the aircraft unless the documentation is sent to the FAA and
Field approval given. If a licensed mechanic gets caught side stepping the
rules, the penalties are stiff. A $10,000 fine is not out of the question.
Secondly, with an Experimental, there are some significant differences in
the basis for initial certification. The biggest that's important here is
that there is no list of manufactures parts which is required initially.
The builder may use what ever he wishes, one can literally install a kitchen
sink if you wish (Your DAR might not approve). Once the DAR or FAA rep
signs off on the aircraft and issues it's certification, that is it. If you
make an alteration, i.e. add a flap, add a light, add an extra pump, the
basis for certification has changed and documentation is required..
As an AP with an inspection authorization I can perform, inspect and
document alterations to the FAA. They only require that the documentation
show that this change is accomplished in accordance a technical reference,
consistent with the Methods and Practices in their publications and in a
manner that insures airworthiness,
We have built and fly aircraft that fall under a part of the FAR that
requires that they be maintained in a certain manner. If we don't like that
we could fly Ultra Lights. But alas, they have some regs too. Don't
forget, that the corporate goal of any for profit company is to make money
and if you give it away, you don't make as much. You can expect that they
will always pull out the rule book before they pay money. In the case cited
by Ellison, someone gave them a lot of information to use.
Orma
Southfield, MI
N110LR Tweety, old enough to drink this year
Flying and more flying, to the gathering or bust
http://www.kr-2.aviation-mechanics.com/
