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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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DAR Services

  • Are you building an Experimental Amateur-Built (E-AB) aircraft and want to get it certificated?

  • Do you own a "fat" ultralight that was submitted for registration before January 31, 2008 as an Experimental Light-Sport Aircraft (E-LSA) and want to get it certificated before the January 31, 2010 deadline?

  • Do you own a Special Light Sport Aircraft (S-LSA) and want to change its certification to Experimental Light-Sport so you can make modifications and perform your own annual condition inspections?

  • Are you building an aircraft from an SLSA manufacturer's kit and want to get it certicated?

  • Are you an S-LSA manufacturer and need production flight-test permits and airworthiness certification for your production aircraft?

(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:

  • Issue airworthiness certificates for Experimental Amateur-Built (EAB) aircraft
  • Issue airworthiness certificates for Experimental Light-Sport aircraft (ELSA)
  • 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. (Go)
  • Register the aircraft and obtain an N-number. (Go)
  • Prepare the aircraft for the DAR's inspection.
    • Apply the N-number. (Go)
    • Apply an "Experimental" placard. (Go)
    • Apply a passenger warning placard. (Go)
    • Apply markings on all instruments. (Go)
    • Apply placards on all controls, switches, circuit breakers/fuses, etc. (Go)
    • Install a fireproof dataplate. (Go)
    • Install an ELT, except for weight-shift aircraft, powered-parachutes, or single-place aircraft. (Go)
    • Install any other required equipment. (Go)
    • Perform a weight and balance. (Go)
    • Provide airframe and engine maintenance logbooks. (Go)
    • Inspect your aircraft and correct deficiencies. (Go)
    • Assure the aircraft is complete. (Go)
    • Complete FAA paperwork. (Go)
  • During the DAR visit, we will inspect your aircraft and, if we find it to be in a condition for safe operation, we will issue you a Special Airworthiness Certificate and a set of operating limitations. (Go)

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:

  • 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.

  • 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.

  • 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:

  • The aircraft must meet the light-sport aircraft specifications regarding weight, speed, and configuration.

  • 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.

  • The aircraft must fall into one of the following classifications.
    • 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.

    • 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.

    • 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:

  • 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.

  • 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.
    • FAA Form 8050-1, Aircraft Registration Application
    • 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.

  • The airspeed indicator must have the following markings (determined from the kit manufacturers data where applicable).
    • 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
    • A red line, which is located at the never-exceed speed of the aircraft.
    • 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

  • 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.

  • 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:

  • FAA Form 8130-6 Application for Airworthiness Certificate
  • FAA Form 8130-12 Eligibility Statement- Amateur-Built- for E-ABs only

  • Program letter

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