Amateur-Built Airplane Certification Inspection Guide
This document has been developed for use by Aviation Safety Inspectors (ASIs) and Designated Airworthiness Representatives (DARs) as a basic inspection guideline for certification of amateur-built airplane. It is not intended to be all-inclusive for every variation of experimental amateur-built airplane. But, it is general enough in scope to show that the certification inspection is not to be a detailed Annual/100 hour type inspection since the builder/applicant has already declared that the airplane is "airworthy" by signing the application for the airworthiness certificate. The ASI/DAR issues the special airworthiness certificate for operating the amateur-built airplane. The ASI/DAR by use of the following guide, should be able to perform what amounts to an in-depth pre-flight that should reasonably assure that the airplane will operate as intended.
PRELIMINARY TO THE AIRPLANE INSPECTION
A. Confirm all paperwork is complete, and a Builder’s Log or similar type record of construction is available for review.
- Registration: AC Form 8050-1, pink slip or AC Form 8050-3. The airplane must be registered before an airworthiness certificate can be issued. Check with Oklahoma City, Aircraft Registration Branch, prior to leaving the office.
- Application for Airworthiness Certificate, FAA Form 8130-6. Completed and signed.
- Eligibility Statement Amateur-Built Aircraft, FAA Form 8130-12. (Notarized)
- Aircraft Weight and Balance Information, that includes a list of installed equipment.
- Completed Program letter.
- Bill of Sale.
- Check that no letter of denial is on file.
- Review 14 CFR Part 61.31(k).
B. Does the builder have logbooks for the airframe, the engine, and the propeller? Some type of permanent record is needed for the airframe in order to have a place to record the issuance of the airworthiness certificate by the ASI or DAR. It is also recommended that separate records be provided for the engine and the propeller.
C. The airplane must be 100% complete. The engine should have been run for at least 1 hour. The run should have included operating in a nose high above stall attitude to ensure full fuel flow, and a full power run to verify and ensure maximum designed RPM is attained. The engine run information should be recorded in the airplane maintenance records. Engine compression test information should be available for review.
D. The engine cowling(s) should be opened or removed (as applicable) to allow access to the engine compartment. Inspection panels should be opened or removed (as applicable) for visual access.
E. Verify that the Weight and Balance has been computed to include: forward limit, aft limit, and maximum gross weight for the airplane. These calculations should be reviewed for accuracy by the inspector. Will the airplane be within CG and at/under maximum gross weight with the proposed pilot and full fuel tanks? And possible passengers?
F. Ask the builder if any changes/modifications have been made to the kit/plans concerning the structure, components, or systems of the airplane, other than those recommended by the kit/plan manufacturer/supplier. Modifications made during the construction phase do not alter or delay the airworthiness inspection process. Major changes to the airplane occur only after the initial airworthiness certificate and operating limitations have been issued.
G. Compare some sample parts of the airplane with the plans. Examine samples of workmanship such as: glue joints, welding, riveting, and composite lay-up.
H. Does the builder have any record of in-process inspections recorded in Builder’s Log? Typically, two interim and one final visit are recorded as being performed by an EAA Technical Counselor or A&P mechanic. Interim inspections are not mandatory but highly recommended. Per FAA Order 8130.2D, paragraph 127e(1), FAA ASI’s or DAR’s will not conduct in-progress inspections during the construction of the airplane.
I. Review FAA Order 8130.2D, paragraph 134b(3) Note., to determine whether the Phase I test flight time is 25 or 40 hours. Was the engine and propeller originally type designed for operation in a type certificated (TC) airplane? Is the installed engine/prop a compatible combination? This would be validated by the engine/prop combination being listed on a type certificate data sheet for a certificated airplane. To be eligible for 25 hours, the certificated engine and propeller combination when installed, must be "airworthy." This means, the engine and propeller must meet its type design and be in a condition for safe operation. All applicable Airworthiness Directives must be complied with at this time. If these conditions are not met, the airplane limitations will mandate the 40 hour Phase I test flight time requirement.
NOTE: AD’s do not apply to experimental amateur-built aircraft. If the builder seeks the 25 hour test flight requirement then applicable AD’s must be applied to the engine and rotor baldes prior to the certification inspection. Once the experimental amateur-built helicopter is certified by you and operates, the type certificated (TC) engine and rotor blades no longer conform to the type certificate and future AD’s do not have to be applied. The FAA and EAA suggest the builder/owner review all future AD’s and determine whether or not to apply them, but applying AD’s to an experimental amateur-built aircraft is not a regulatory requirement.
J. If the builder states he/she will only be flying in uncontrolled airspace, no flight instruments are required. If the builder states he/she will be flying day VFR only, then position lights are not required. However, if the builder states he/she will be flying at night, IMC, or into controlled airspace, then the limitations you issue must state the appropriate instruments/lights are required by 14 CFR 91.127, 91.157, 91.171, 91.205, 91.207, 91.209, 91.211, and 91.215. Refer to FAA Order 8130.2D paragraph 134 for examples.
AIRCRAFT INSPECTION
Definition: Airworthiness Inspections are completed via a visually accessible pre-flight technique. For the purpose of this inspection guide, "visually accessible" means that a section, area, part, system, etc., of the airplane, can be viewed by the opening of a hatch/door or the removal of an inspection plate. It does not mean the removal of equipment, components, or the disassembly of any part of the airplane that can not be performed by simple means.
Safety Alert: Care must be taken to ensure you do not have the builder start the airplane prior to finishing the inspection and all access/inspection panels have been replace. Per FAA Order 8130.2D, paragraph 128b(7) Note., the builder has certified the airplane as airworthy and has completed the required ground run, so a ground run at the completion of the inspection process is not a mandatory event for issuing the airworthiness certificate.
Cabin/Cockpit:
- Ensure engine ignition switch(s) is OFF.
- Check that there are no sharp corners or edges to catch hands, shoes , or clothing.
- Check for passenger warning placard (2 seats or more).
- Check that instruments are secure and marked/calibrated as required.
- Ask the builder if quantity readings were checked for fuel/sight gauge (s).
- Check fuel selector operation (shut off and flow, all tanks), and labeling, if applicable.
- Can the pilot reach the fuel selector while strapped in with the shoulder harness locked?
- Check brakes, fluid, and solid feel of pedals/control (static checks).
- Check the flight controls at their full range of movement to detect for possible interference with radios, electrical wires, instrument lines, and engine controls. Do the flight control surfaces move in the correct direction?
- Check seat and shoulder harness/seat belt installation. Are they installed in accordance with the plan/drawing as recommended by the manufacturer?
- Check canopy and /or door latching system for proper operation and security.
- Check windshield and other windows for security.
- Check for compass and a correction card, and other instruments/avionics as required for intended 14 CFR part 91 operation. Day VFR-only does not require flight instruments. Night VFR and IFR require compliance with FAR 91.205.
- Check visually accessible items with emphasis on flight and engine controls, for locknuts, cotter pins, safety wire, etc.
Fuselage:
- Verify the correct registration numbers are permanently marked in accordance with 14 CFR Part 45, subpart C.
- Check visually accessible wing/strut/landing gear attachment points.
- If a battery is installed, check for mounting security and vent system (if applicable).
- Where accessible, check control cables/rods for binding, clearance, smooth and snag-free operation, and safety of turnbuckles.
- Has the control cable tension been set as recommended by the kit/plans manufacturer?
- Check fuel caps for security and vent system for operation (if applicable).
- Check fuel placard (by fuel cap) indicating authorized fuel type and quantity.
- Check instrument static ports for blockage (if applicable).
- Are the landing light(s) and position light(s) secure (if applicable).
- Check windshield and trim for proper installation (if applicable).
Empennage:
- Horizontal and vertical stabilizers, rudder, and elevator, check for security and travel.
- Check for positive control stops (if applicable).
- Check control surface hinges, and control mechanism for function and security. Check safety pins/wire, as applicable. Check control counter-weights for security.
- Check for correct direction of travel when controls are operated from the cockpit. The elevator should go up, when the stick/yoke is pulled back. The rudder should move right, when the right pedal is pushed. Are trim tabs installed, and are they correctly marked for control input? They normally travel in a direction opposite the control surface.
- Check the airplane data plate for builder’s name, model designation, and builders serial number,
Wings:
- Visually check wing attach and strut attach points where applicable.
- Check fuel caps for security and vent system for operation (if applicable).
- Check control surface hinges and control mechanism for function and security. Check safety pins/wire, as applicable. Check control counter-weights for security.
- Check ailerons for correct direction of travel when controls are operated from the cockpit. Right aileron should go up and the left one should go down, when the stick/yoke is moved to the right, and the opposite direction when moved left. Are trim tabs installed, and are they correctly marked for control input? (They normally travel in a direction opposite the control surface.)
Landing Gear:
- Visually check attach points, strut extension, and extra allowance for flex brake lines (if applicable), brake system, tires, and wheel fairings.
- Does airplane have retractable landing gear? Was a gear retract and extension performed with the installed tire/wheel combination? Was an emergency gear extension performed (if applicable)? An entry in the maintenance record of this function by the builder is usually sufficient.
- Was landing gear wheel alignment checked?
Engine Compartment:
- Has the engine ground run been performed and recorded in the engine maintenance record?
- Has the engine been installed in accordance with the kit/plans manufacturer's recommendations?
- Is the engine and engine mounts secure and grounded with electrical ground straps?
- Are the fuel and oil lines compatible with the fluid. All fluid lines should be of material and installed as recommended by the kit/plans manufacturer.
- Fluid lines and filters should be located away from the exhaust system.
- Check location (away from exhaust) and security of fuel sedimate bowl.
- Is the exhaust system secure, and does it have a heater muff? (Carbon Monoxide in the cabin must be considered).
- Is the firewall fabricated from material recommended by the kit/plans manufacturer?
- Does the engine have carburetor heat or alternate air, and does it work?
- Are the spark plug wires secure to the plugs.
- Ask for a record of the differential compression/cylinder pressure test to determine if it meets specifications of the engine manufacturer. If any cylinders are below specifications, then don’t issue the A/W certificate until repairs are made.
- Check engine and propeller controls for operation, security, and routing.
- Check security of fuel and electrical system components and alignment of drive belts where applicable.
- Check oil placard (by oil cap) indicating authorized engine oil type and quantity.
Propeller:
- Have the propeller bolts been properly torqued (Builder’s Log entry), and are they safetied?
- Is spinner installed, and is it secure?
- Has prop track been checked?
- Is the propeller damaged or nicked?
- Are the propeller tips painted for visibility?
Miscellaneous items:
- Is the airplane equipped in accordance with FAR 91.205 for the operations that the owner/operator intends to fly, or for the limitations issued in Phase II? (Night VFR, IFR).
- If a ballistic chute is installed, is it installed I/A/W the manufacturers instructions?
- If the airplane has 2 seats or more, check for installation and operation of the Emergency Locator Transmitter (ELT) per 14 CFR Part 91.207.
- Is the pitot static system/tube/probe secure and open?
- Are any of the fluid systems leaking ?
- Is there a low point sump drain in the fuel system?
- Visually check electrical wiring for routing that won’t create chafing.
- Turn electrical power switches on – do the landing/navigation lights work (if applicable), check the illumination of all caution and warning lights (if applicable).
THIS AIRPLANE (List Model, S/N) _____________________, REGISTRATION NUMBER,
N_____________WAS INSPECTED ON ___/___/___. IT WAS FOUND ELIGIBLE FOR THE
CERTIFICATE REQUESTED. ENTRY WAS MADE IN THE AIRPLANE RECORDS AND THE
APPROPRIATE LIMITATIONS WERE ISSUED.
_________________________________________________
(Signature, FAA/DAR)
Experimental Amateur-built Airworthiness certification and Operating Limitations are issued per the current FAA Order 8130.2 (e.g., 8130.2D, dated 9/30/99) and appropriate FAA Bulletins (e.g., HBGA 99-13, dated 7/14/99)
