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G.
Michael Huffman,
Owner
Sport Aviation Specialties
1512
Game Trail
Lawrenceville, GA 30044
904-206-0522
Copyright © 2005, 2006, 2007
G. Michael Huffman
All rights reserved
Member
of ASTM F37 Light-Sport Aircraft Committee
Member
of Light Aircraft
Manufacturers Association
Disclaimer:
FAA regulations, orders, policies, ASTM publications, and other documents
are subject to change and interpretation. Any information on this site
that pertains to those documents is for reference only. It is the responsibility
of visitors to verify all such information with the FAA or ASTM.
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optimized for 800 x 600 display
LINKS
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(Click
here for an explanation of the
differences between these certificate types.)
Then,
you will likely need the services of a Designated Airworthiness
Representative (DAR). To learn more about our DAR services, click
the links below. Or, simply scroll down the page.
What
is a DAR?
(Back)
A DAR is a private citizen who has extensive experience in aviation,
has received special training from FAA, and has been delegated the
authority to perform certain FAA functions.
FAA
Aviation Safety Inspectors (ASIs--who are FAA employees) can and
sometimes do perform the functions of a DAR. However, in practice,
due to FAA budget constraints and increasing workloads, most such
tasks are performed by DARs.
Our
DAR Services
(Back)
Michael Huffman, owner of Sport Aviation Specialties, is a DAR authorized
to perform the following functions:
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Issue
airworthiness certificates for Experimental Amateur-Built (EAB)
aircraft
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Issue
airworthiness certificates for Experimental Light-Sport aircraft
(ELSA)
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Issue
airworthiness certificates and production flight-test permits
for Special Light-Sport Aircraft (SLSA).
Each
DAR has an assigned geographic area. From our home base in Jacksonville,
FL, we serve Jacksonville and areas of Florida south of Jacksoville.
If you live elsewhere and are certificating an E-AB, we recommend
you use a DAR near you. However, since there are currently only
a limited number of DARs authorized to certificate E-LSAs and S-LSAs,
FAA has made it easy for us to perform certification activities
outside our assigned geographical area. We do so when requested.
If
you have an aircraft to be certified, call or email us as early
as possible. We can guide you through the process. Or, if you have
other questions, we would be happy to try and answer them.
The
Certification Process (Back)
The certification process for experimental light-sport aircraft
and experimental amateur-built aircraft are very similar. This section
describes the process and points out differences between the two.
If
you are a manufacturer who needs help with certification of S-LSAs,
contact us for a personal consultation.
The
Basic Steps
(Back)
The basic steps for certificating an E-AB or E-LSA are very similar,
as described below. Differences are explained in the subsequent
sections. Click any of the links below for details, or simply
scroll down the page.
Determine
Aircraft Eligibility
(Back)
Your first task is to determine which certification category your
aircraft is eligible for.
To
be eligible for experimental amateur-built certification:
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The
major portion of the aircraft must have been fabricated and
assembled by an individual or group of individuals. This is
the so-called "51% rule." FAA maintains a list of
approved kits that meet this requirement-visit the FAA web site
www.faa.gov. Note that a project
that has passed through more than one owner before it is complete
may be acceptable for certification as an E-AB if construction
logs, photos, and/or other evidence of meeting this requirement
can be presented. FAA Advisory Circular 20-27F, downloadable
from the FAA web site, contains additional details.
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The
project must have been undertaken solely for educational or
recreational purposes. That means a person or business may not
legally build an amateur-built aircraft for another person as
a commercial venture. Although this rule has been subject to
some interpretation, the advent of so-called "amateur-built"
kits and "builder assistance centers" for very sophisticated
aircraft such as very light jets (VLJs) has caused the FAA to
take a closer look at commercial assistance. More restrictive
requirements may be in the works. FAA Advisory Circular 20-139,
downloadable from www.faa.gov, addresses the question of commercial
assistance.
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The
aircraft must comply with acceptable aeronautical standards
and practices. As part of the certification process, you will
inspect your completed aircraft and attest to that requirement
and the DAR will verify that the aircraft meets the requirement.
To
be eligible for experimental light-sport certification:
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The
aircraft must meet the light-sport aircraft specifications regarding
weight, speed, and configuration.
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The
aircraft must be either a fixed-wing airplane, a weight-shift
aircraft, a powered parachute, a gyroplane, a glider, or a lighter-than-air
vehicle. Helicopters are not eligible.
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The
aircraft must fall into one of the following classifications.
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Existing
"ultralight-like vehicles" that exceed the weight,
speed, and configuration requirements of FAR 103 and have
never been issued an airworthiness certificate in the U.S.
or any other country. These vehicles must be certificated
by January 31, 2008.
This classification includes two-place ultralights that
have been flown under training exemptions. It does not matter
who built the aircraft, where it was built, whether or not
it has already flown, etc. It also does not matter whether
or not it looks like a typical ultralight-for instance,
a Pietenpol Air Camper, a Sonex, or a Zenith 601 would likely
qualify.
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Aircraft
built from a kit produced by an S-LSA manufacturer and assembled
in accordance with the manufacturer's instructions. Note
that the 51% rule does not apply to such kits.
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Aircraft
previously issued an airworthiness certificate as an S-LSA,
for which the owner desires to change the certification
to E-LSA, generally to allow modifications and/or annual
condition inspections by an LS-I Repairman.
If
your aircraft meets the eligibility requirements for both E-AB
and E-LSA, you may choose which category you want, even if you
have already flown it as an ultralight.
Which
certification type should you choose? There are only a few relatively
minor differences as described below.
The
first difference is the amount of time required for the Phase
I flight testing: a minimum of 40 hours for E-ABs (with an unapproved
engine/prop combination) versus a minimum of 5 hours for an E-LSA.
The word "minimum" is key; the DAR has the prerogative
of requiring more than the minimums.
Important
Note: if your E-LSA was certificated prior to about July 15, 2006,
your operating limitaions document may not allow the aircraft
to be flown over densely populated areas, in congested airways,
or over open-air assemblies of persons. Additionally, it probably
is not allowed to fly at night or under instrument flight rules.
In early July, FAA issued Change 2 to Order 8130.2F, which liberalizes
those restrictions, so they are now essentially
the same as for E-ABs. If you have the old operating limitations,
you may request they be changed to comply with the new, more liberal
provisions. To do so contact us or your local FAA office. For
more information about the new changes, click here.
Another
difference concerns doing flight training for hire. In short,
it is possible with E-LSAs until January 31, 2010, but not with
E-ABs.
The
other area of difference concerns who is authorized by FAA to
perform the annual condition inspection. In both cases, an A&P
mechanic may do so and you may well have to pay him or her. However,
in both cases, certain persons may be issued an FAA repairman
certificate that will allow them to perform the annual condition
inspection. In the case of an E-AB, that person is the original
builder. In the case of an E-LSA, that person is the current owner
of the aircraft, if he or she has attended an FAA-accepted 16-hour
repairman course. That means if an E-AB is sold, the new owner
cannot get a repairman certificate for it. However, if it were
certificated as an E-LSA, he or she could. Some people believe
that option will increase the value of E-LSAs.
So,
which certification type is best, E-AB or E-LSA? You will need
to choose the option that best fits your particular situation.
Perhaps you never plan to sell your aircraft. Perhaps you are
already an A&P mechanic. Maybe you hate the thought of droning
around a test area for 40 hours and feel you can get adequate
flight testing done in less time.
By
the way, it is worth repeating that you as a pilot may exercise
sport pilot privileges in any properly licensed aircraft that
meets the LSA specifications, regardless of the type of certification:
standard, experimental amateur-built, or experimental light-sport.
In addition, it is worth remembering that a person exercising
sport pilot privileges may not fly at night or in IFR conditions,
even if the aircraft is authorized for such operations.
Register
the Aircraft
(Back)
Once you have decided which certification category (E-AB or E-LSA)
to pursue, the next step is to register the aircraft with the
FAA and receive an N-number. NOTE: if
you have an existing "fat" or two-place ultralight you
want to get certificated as an E-LSA, it must have been submitted
to the FAA for registration prior to January 31, 2008.
Before
you start the registration process, we recommended you contact
us. We can guide you through the process, let you know where to
obtain forms, and help you avoid pitfalls and unpleasant surprises.
It is in everyone's best interest for the certification process
to go smoothly.
We
also highly recommend you purchase EAA's E-LSA Conversion Kit
or E-AB Conversion Kit. They contain all the necessary forms,
placards, dataplate, and a 15-page E-AB or E-LSA Conversion
Guide, which takes you through the process step-by-step. To
order the guide, visit www.sportpilot.org
or www.eaa.org.
The
E-AB and E-LSA conversion guides provide detailed instructions
for registering your aircraft with the FAA and obtaining an N-number.
These steps are exactly the same for E-LSAs or E-ABs. In summary:
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You'll
first need to decide whether you want to choose your own N-number
or accept one automatically assigned by FAA. If you want to
have a special N-number, you will need to reserve it, which
can be done online here.
You can check with FAA Aircraft Registry to see what N-numbers
are available here.
Alternatively, you can submit a request letter to FAA Aircraft
Registration Branch, AFS-750, PO Box 25504, Oklahoma City, OK
73125, but this process takes more time. List five different
N-number choices in your letter and include a check for $10
payable to the U.S. Treasury.
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After
receiving your special N-number reservation, or if you have
decided to accept the one assigned by FAA, the next step is
to to fill out and submit the following forms. You'll need to
include a check for $5.00 payable to FAA Aircraft Registry.
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FAA
Form 8050-1, Aircraft Registration Application
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FAA
Form 8050-88, Affidavit of Ownership- for E-AB
,
or
- FAA
Form 8050-88A, Affidavit of Ownership- for E-LSA
Here
is a caution concerning filling out the registration application
form.
The manufacturer, model, serial number, N-number, and owner's
name listed on your registration certificate are the "master"
data by which FAA knows your aircraft. All your other forms must
agree with the registration data. Unfortunately, inconsistencies
in FAA forms can result in confusion; for instance, the registration
application form refers to "aircraft manufacturer,"
while the application for airworthiness form refers to "builder's
name," both of which mean exactly the same.
For
an E-AB, you should generally use your own name as the manufacturer/builder.
If you built the aircraft from a kit, the model designation and
serial number can be that assigned by the kit manufacturer. If
you significantly modified the aircraft from the kit configuration,
you may want to modify the model number, i.e., "Jones RV-7A"
For
an ELSA, you should generally use the kit manufacturer's name
as manufacturer/builder, along with the manufacturer's model designation
and serial number.
Keep
it short--remember, what you list here will have to appear on
all other forms and on your fireproof dataplate. There may not
be room for long names on your dataplate or forms. As an example,
where more than one person owns the aircraft, list only one as
the manufacturer or builder. The other names should be listed
as owners, but not as the manufacturer or builder.
Keep
model numbers short for the same
reason; for instance, rather than listing the model as "RANS
S-7S Courier," just list "S-7S."
Here
is another important warning in registering an existing ultralight
(whether you plan to certificate it as an E-LSA or an E-AB): from
the time you send the registration package to FAA until your aircraft
is certificated, it may not be legally flown. It may be several
weeks before you receive the FAA Form 8050-3 Registration Certificate
in the mail and your airworthiness certification cannot be completed
until then. EAA has petitioned FAA to allow ultralights to continue
to fly after being registered, but for now the rule stands as
described.
Apply
the N-Number
(Back)
FAR Part 45 has very specific requirements for N-numbers. For
instance, it says they should be painted on or "affixed by
any other means insuring a similar degree of permanence."
Vinyl tape letters available from aviation supply companies meet
this requirement if there is a reasonable expectation that removing
them would damage the paint; however, typical office supply or
hardware store letters do not.
It
also says N-numbers must be legible, must contrast with the background,
and must have no ornamentation. Obviously, many N-numbers seen
on aircraft in use do not meet these requirements, but you will
need to do so to get your aircraft certificated.
There
are specifications on the letter height, letter width, stroke
width, spacing of the letters, and the placement of the N-number
on the aircraft. All E-LSAs and any E-ABs that do not exceed 180
knots cruising speed are allowed to use 3" numbers; otherwise,
12" numbers are required. Also, 12" numbers are required
on any aircraft penetrating an Air Defense Identification Zone
(ADIZ) or Distant Early Warning Identification Zone (DEWIZ). Note
that the rules for placement of N-numbers are different for rotorcraft,
weight-shift aircraft, and powered parachutes.
Note
also that the rules are a little different for powered parachutes
and weight-shift aircraft. There, N-numbers must be 3" high
displayed horizontally on diametrically-opposed locations on each
side of the fuselage or component of the fuselage. Some PPCs and
weight-shift aircraft do not have a location large enough to accommodate
3" N-numbers; in those cases, it is allowable to mount a
plate on the structure using MS21919 cushion clamps or other means,
onto which to apply the 3" numbers. Numbers smaller than
3" or numbers on easily removable items such as saddlebags
are not allowed.
If
you are in doubt about N-numbers, contact us.
Apply
an "Experimental" Placard
(Back)
FAR 45.23 requires a placard with the word "Experimental"
in letters at least 2" high to be applied "near each
entrance to the cabin, cockpit, or pilot station."
Apply
a Passenger Warning Placard
(Back)
The operating limitations document that will be issued by the
DAR for your E-AB or E-LSA requires that you advise each passenger
of the experimental nature of the aircraft and that it does not
meet the certification requirements of a standard certificated
aircraft. This is accomplished by applying a placard in view of
passengers with the following wording.
"PASSENGER
WARNING - THIS AIRCRAFT IS AN EXPERIMENTAL LIGHT SPORT [or AMATEUR-BUILT]
AIRCRAFT AND DOES NOT COMPLY WITH FEDERAL SAFETY REGULATIONS FOR
STANDARD AIRCRAFT"
Apply
Instrument Markings
(Back)
There is no minimum set of instruments or equipment required to
certificate either an E-AB or an E-LSA. (However, you should note
that if you plan to equip the aircraft for night or IFR flight,
a specific complement of instruments and equipment is required--see
FAR 91.205 for a list) In any case, if such instruments/equipment
are installed, they must be marked. Each flight, engine, and other
instrument must have markings on its face indicating the acceptable
operating range, as defined below.
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The
airspeed indicator must have the following markings (determined
from the kit manufacturers data where applicable).
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A
green arc, the bottom of which is the anticipated power-off,
no-flaps stall speed and the top of which is the maximum
anticipated cruise speed
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A
red line, which is located at the never-exceed speed of
the aircraft.
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If
equipped with flaps, a white arc, the bottom of which is
the power-off, full-flaps stall speed and the top of which
is the maximum flaps-extended speed
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The
oil temperature gauge, oil pressure gauge, coolant temperature
gauge, tachometer, or other engine/propeller gauges must be
marked with green arcs indicating normal operating ranges and/or
red lines indicating maximum values as determined from the engine
manufacturer's data.
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It
is recommended that the
compass have a compass correction card, which is created by
pointing the aircraft on known headings on the ground and recording
the compass reading. This is done using a "compass rose"
painted on an airport ramp. If your airport does not have a
compass rose, you may wait until after the aircraft is certificated,
fly to an airport that does, and create the compass correction
card there.
Many
of the new electronic flight and engine instruments have built-in
programmable alarms that will produce audible or visual annunciation
if they are exceeded. If properly programmed to the aircraft/engine/propeller
specifications, these alarms are considered adequate in place
of colored arcs or textual placards on conventional instruments.
Apply
Placards on All Controls, Switches
(Back)
Each control, indicator, switch, circuit breaker, fuse, etc. is
required to be labeled to identify its function and direction
of operation (e.g., "Landing Light- On- Off"). Where
applicable, word the labels to correspond with the position of
the control to be used in an emergency (e.g., "Throttle-
Push On," "Carburetor Heat- Push Cold").
Trim
and flap controls and indicators should be marked showing the
limits of operation, the direction of operation, and the correct
position for normal takeoffs and landings.
Install
a Fireproof Dataplate
(Back)
"Fireproof" in this case means having an ability to
resist fire equivalent to steel. The EAA supplies a stainless
steel dataplate with blanks for manufacturer/builder, model, and
serial number. Note that earlier EAA dataplates that contain blanks
for other information such as year built, builder's name and address,
etc are acceptable, but the extra information is not required
for certification.
FAR
45.11 requires that the dataplate information be marked by "etching,
stamping, engraving, or other approved method of fireproof marking."
It also specifies location and mounting provisions; in general,
dataplates should be permanently mounted (with screws or rivets--not,
for instance, pressure-sensitive adhesives) and located as far
aft as possible on the primary structure of the aircraft (not
on a removable access cover, fairing, etc.)
If
you are in doubt of how or where to mount your datatplate, contact
us.
Install
an ELT
(Back)
Unless you own a single-place aircraft, a weight shift aircraft,
or a powered parachute, you will be required to have an emergency
locator transmitter (ELT).
An
ELT meeting the requirements of TSO-C91a is required; older TSO-C91
ELTs are not allowed for new installations after June 21, 1995.
The difference is that the newer ELTs have an external antenna
to be mounted on the outside of the aircraft and a small remote
panel to be mounted on the aircraft instrument panel; the remote
panel has an indicator light that shows when the ELT has been
activated and a switch to reset the unit.
Follow
the manufacturer's instructions in mounting the ELT. It should
be mounted as far aft as possible, in the correct direction to
allow activation in a crash. It is also important that the structure
to which the ELT is mounted be adequate to withstand the weight
and G-forces of the ELT without vibrating in flight or failing
in case of a crash.
You
might want to consider one of the new digital 406-mHz ELT, some
of which have the ability to broadcast not only the emergency
signal, but also the GPS coordinates of a crash and contact information
for the pilot. The 406-mHz units are currently a good bit more
expensive than the TSO C91a units ($900- $1500 versus $175-$400).
The
type of ELT you choose may be influenced by what you want it to
do, i.e., to either simply satisfy FAA regulations for an ELT
or to provide the best chance of being found after a crash. At
the moment, both types of ELT signals are monitored by the Cospas-Sarsat
orbiting satellites, in addition to be being routinely monitored
by airliners and ground-based observers. However, the location
of a 406-mHz signal can be pinpointed much more accurately than
the TSO-C91a 121.5- or 243-mHz signal. Also, as of February 2009,
the Cospas-Sarsat satellites will cease to monitor the older TSO-C91a
signals; at that time FAA may begin to phase out the older units.
Install
Other Required Equipment
(Back)
If your aircraft is based inside the 30-nautical-mile-radius Mode
C ring associated with the Class B airspace around several major
airports, you will most likely need a radar transponder and altitude
encoder.
However,
there is an exception that may apply to a few E-ABs and E-LSAs:
the way it is stated in the FAR Part 91.215, if your aircraft
was "originally certificated without an engine-driven electrical
system" and has not been retrofitted with such a system,
a transponder is not required. This statement is interpreted by
the FAA light-sport branch to apply only to engines such as the
Continental A-65/75 that were originally manufactured without
generators or alternators and for which fitting a generator or
alternator would be difficult. That means if your engine is a
newer Continental or Lycoming, a 2-stroke or 4-stroke Rotax, or
any other engine that is easily capable of having an alternator
or generator,
the exception does not apply.
Perform
a Weight and Balance
(Back)
Actually, the term "weight and balance" applies to fixed-wing
E-ABs and E-LSAs. A better term for weight-shift aircraft and
powered parachutes is "weight and loading," since center
of gravity calculations generally do not apply to those aircraft.
The reason is that the frame or carriage of such machines is suspended
from a pivoting "hang point," so the distribution of
weight between pilot, passenger, fuel, baggage, etc, often do
not affect the stability of the aircraft. However, the location
of the hang point relative to the center of lift of the wing or
the parachute may affect performance and stability. If you are
certificating a weight-shift aircraft or powered parachute, obtain
the allowable weight, weight distribution, and hang point data
from the manufacturer.
For
fixed-wing aircraft, we like for applicants to use our weight
and balance form; when you get us involved in your certification,
we will supply you a copy. A Microsoft Excel spreadsheet, it provides
step-by-step instructions for performing the weight and balance,
it provides a sheet to record the equipment installed in the aircraft
at the time, and it automatically performs weight and balance
calculations. The printed output from the form goes into the aircraft
records.
You'll
need to perform calculations for most-forward CG, most-aft CG,
and the actual loading condition that will be used for your Phase
I flight tests. The FAA has established a very specific procedure
for the most-forward and most-aft CG calculations; the instructions
for our spreadsheet explain the procedure.
If
your aircraft is built from a kit, the kit manufacturer can supply
you with the weight, center of gravity limits, datum location,
and the location of the pilot, passenger, fuel, oil, coolant,
and baggage weights relative to the datum. On the other hand,
if your aircraft is an original design or has been modified, you
will need to make your own determination of those parameters.
Provide
Aircraft Maintenance Logbooks
(Back)
Builders of amateur-built aircraft are accustomed to providing
airframe and engine maintenancelogbooks for their aircraft. However,
owners of ultralight aircraft are often not. Some ultralight owners
combine their pilot logbook and maintenance logbook in one document.
At
the time you present your aircraft for certification, you will
need a separate maintenance logbook for at least the aircraft
and preferably another one for the engine, not associated with
your pilot logbook. Blank logbooks are easily obtainable from
a local FBO or from any of a number of aviation supply companies.
The reason for having separate logbooks is that engines often
get removed from one airframe and installed on another.
The
airframe logbook should identify the aircraft builder/manufacturer,
model number, and serial number exactly as shown on the aircraft
registration certificate. It should also identify the manufacturer,
model number, and serial number of the engine and propeller installed
in the aircraft at the time of certification. If the engine or
propeller is subsequently changed, an entry should be made in
the airframe log noting the new manufacturer/model/serial number
data.
The
engine logbook should identify the engine manufacturer, model
number, and serial number exactly as shown on the engine dataplate.
Anytime
maintenance or inspection is done, an entry should be made in
the appropriate logbook. Each entry should be dated; the total
time on the engine or airframe and the time since overhaul of
the engine logged; a description of the maintenance or inspection
entered; and the entry signed by the person doing the maintenance
or inspection. In the case of an annual condition inspection,
the certificate type and number of the person perfoming the inspection
should also be logged.
Note
that only items directly pertaining to the engine or its accessories
(starter, alternator, carburetor, magnetos, vacuum pump, etc)
should be logged in the engine logbook. Other items pertaining
to the engine compartment area of the aircraft, including the
propeller, fuel system, exhaust system, engine control system,
engine baffling, oil cooler, radiator, etc should be logged in
the airframe logbook.
Inspect
Your Aircraft & Correct Deficiencies
(Back)
Prior to making an appointment for the DAR visit, you will need
to inspect your aircraft, document the results on an inspection
checklist, correct any deficiencies found, and make an entry in
the airframe logbook to that effect.
The
DAR's responsibility is to make a determination whether the aircraft
"is in a condition for safe operation," in the words
used by FAA. Your responsibility is to correct any conditions
that would cause it not to be in a condition for safe operation.
You
may use a checklist from an FAA publication such as Advisory Circular
90-89A or one provided by the kit manufacturer. Or you may make
your own checklist. However, to make our visit go smoothly, we
like for applicants to use our own checklist, which we will provide
when you get us involved in your certification. At that time,
we will coordinate with you on specific items we will be looking
for.
After
you have completed your inspection, filled out the inspection
checklist, and corrected deficiencies, you will need to make and
sign an entry in the airframe logbook documenting the inspection,
to be worded as follows.
"I
certify that this aircraft has been inspected on [insert date]
in accordance with the scope and detail of appendix D to part
43, and was found to be in a condition for safe operation."
A
word about compliance with FAA Airworthiness Directives (ADs)
is in order. Confusion has existed as to whether E-ABs and E-LSAs
must comply with ADs. The question is pertinent to any aircraft
that has FAA-approved engines, propellers, seat belts, magnetos,
carburetors, instruments, etc.
Here's
the bottom line: the FAA regulations and guidance do not specifically
define whether AD compliance is required. However, the DAR's job
is to determine that the aircraft is "in a condition for
safe operation" (FAA terminology). Most DARs work under the
premise that since ADs describe known unsafe conditions, they
must be complied with in order to make that statement. If you
believe a particular AD is not applicable to your situation, talk
with your DAR about it in advance.
Assure
the Aircraft is Complete
(Back)
DARs are not allowed to certificate an uncompleted aircraft. Therefore,
wait until you get everything finished before setting up the appointment
for our visit. The idea is that as soon as we hand you the airworthiness
certificate, you should be able to install the engine cowling
and access covers and go fly.
Complete
the FAA Paperwork
(Back)
In addition to the paperwork you have already completed, you will
also need to complete the following:
NOTE:
if you are certificating an ELSA for which you submitted a registration
package to the FAA prior to the January 31, 2008 deadline, you
will also need an letter from either the EAA or Aero Sports Connection
(ASC) authorizing you to use their exemption. The exemption allows
you to extend the certifiication deadline to January 31, 2010.
You
will also need evidence that you are a current member of the organization
whose exemption you are authorized to use.
After
your certification inspection, you will be required to notify
the organization of that fact.
The
E-AB and E-LSA Conversion Guides provide templates for completing
these documents. Note that, for ELSAs, the year of manufacture
should be the current year, not the year you began flying the
aircraft as an ultralight.
On
the program letter, coordinate with the DAR regarding the size
and shape of the Phase I test area.
Also,
be aware that if you plan to use an E-LSA for flight instruction
for compensation, your airworthiness certificate will expire on
January 10, 2010, at which time the exemptions expire. Important
Note: if your airworthiness is scheduled to expire on January
31, 2010, you will need to obtain a new, unlimited airworthiness
certificate and operating limitations BEFORE JANUARY 31, 2010.
IF YOU WAIT UNTIL AFTER THAT DATE, YOUR AIRCRAFT WILL NOT BE ELIGIBLE
FOR RE-CERTIFICATION!
The
DAR Visit
(Back)
When the DAR arrives, the paperwork should be complete and the
aircraft ready to fly.
Unless
other advance arrangements have been made with the DAR, the aircraft
should be located indoors with good lighting and, if practical,
some means of temperature control. The engine cowling and all
access panels should be removed and the aircraft thoroughly cleaned.
It is a good idea to provide a creeper or mats for the DAR's inspection
of the underside of the aircraft and a worktable, desk, or other
surface for paperwork.
Treat
the inspection seriously. Although the DAR may be a friend, in
this setting he/she is an official representative of the FAA.
This is not the time to have your airport buddies hanging around.
Be courteous and expect the DAR to also be courteous. Answer questions
promptly and completely when asked; however, keep idle chatter
to a minimum. By all means avoid describing or bragging about
past transgressions of the FARs; such talk puts the DAR on the
spot. Remember: when the DAR ain't happy, nobody's happy!
Have
a pad and pencil ready to note any discrepancies the DAR finds.
If the up-front coordination has been handled properly, discrepancies
will likely be minor and can be corrected after the DAR has issued
the airworthiness certificate.
A
little nervousness is normal. On the other hand, have fun-without
exception the inspections we have been involved with, whether
on the giving or receiving end, have been enjoyable and were frequently
occasions for additional learning.
At
the conclusion of the inspection, the DAR will likely issue your
brand-new airworthiness certificate and operating limitations,
explaining them in detail. At that point, after reinstalling the
engine cowling and access covers, you'll be set to go flying!
Certification
Fees
(Back)
Our normal fee for issuing an airworthiness certificate is $400,
payable at the beginning of the inspection. Complex aircraft with
pressurization systems, retractable landing gear, turbine engines,
etc, may be more. This fee applies when the aircraft is located
no more than an hour's drive each way from our home base in Jacksonville,
FL.
For
locations more than an hour away, additional fees will apply to
cover travel time and expenses. Sometimes it is possible to arrange
for more than one aircraft to be certificated at the same time in
a remote location, thus spreading out the additional costs.
We
want your aircraft to be certificated as much as you do. So, we
coordinate closely with you to assure that all the required steps
in the process are accomplished, that the paperwork is complete,
and that the aircraft is ready and will pass the inspection. However,
in rare instances, conditions may be discovered during the inspection
visit that will not allow us to issue an airworthiness certificate.
So, we must add this disclaimer:
Payment
of the certification fee does not guarantee issuance of an airworthiness
certificate.
Frequently
Asked Questions
(Back)
Can I get my Experimental Amateur-Built aircraft re-certificated
as an Experimental Light-Sport Aircraft (or vice versa)?
ANSWER: No, once the aircraft is certificated as one of these types,
the certification type cannot be changed.
Can
I get my Ercoupe 415-C, Aeronca 7AC, or other type-certificated
aircraft that meets light-sport aircraft specifications re-certificated
as an Experimental Light-Sport Aircraft? ANSWER: No, as
explained in the previous FAQ.
I
just bought an Experimental Amateur-Built aircraft from the original
builder. Can I take a 16-hour Light-Sport Repairman course and become
certified to perform my own annual condition inspections?
ANSWER: Unfortunately, no. The Light-Sport Repairman courses only
apply to Experimental Light-Sport aircraft, not Experimental Amateur-Built
aircraft.
This
page last updated 2/27//2007
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Sport Aviation Specialties
