Original Posted By: Brad Schultz
Richard DeCosta wrote:> I second the motion most heartily!>> > Can you please give me more details on the FAA inspection so I know> what to> > look for when it is time for me in 2+ years?> >> > Thanks KenWell lessee...I made my first call to the SLC FDSO about 4-5 months ago to find outwhat I could about certifying my own plane. I was surprised to findthat they had prepared a packet of information about certifying ahomebuilt and I had it in my hands within a few days. This is somethingthat you need to get your hands on as soon as you start building. Itcontains all sorts of information from building requirements toapplicable FAR's, and AC's *and* all the blank forms that you willeventually need to get your Registration and N-number for Oklahoma. Itanswers a lot of questions. I read throught the stuff several times.OK now assuming that you have already started building you should bekeeping logs and pictures of your work. The inspector will want to seeevidence that it is truely you who has done the major portions, so putyourself in the pictures often. I started my log on paper then switchedto taking pictures and posting them on the web. The inspector wasreally pleased with my website and I found that he was satisfied withthe documentation of my building with that-- even before he camedown! I called several times in the last few months to clarify howthey wanted things done with items such as the data-plate location,n-number hight, the NX regs, and other questions on filling out thepaperwork. they were always helpful and quick to respond. I finallygot all my paperwork in order and sent it off. By then I knew who wasin charge of amatuer builts and sent it attention to him. After a fewdays my file was created and assigned to an inspector and we set up anappointment at the airport. I would plan for at least three hours.Make sure you have a place that is comfortable and has plenty of lightand a table and chairs. You are inviting a guest, so make him/her feellike one. The inspection can be divided into two parts. The airframeinspection, and the paperwork verification. The airframe check was morefun. I got to talk about the plane and answer questions. Make sure youhave the cowl and all acces covers removed. You don't have to cut outthe future use access panels. He checked most things thouroughlyespecially control throws, limits, wire tensions, safety wires, stopnuts, connections, etc. It is important and helpful if you have someonewho knows airplanes to go over your project before hand with a freshpair of eyes. I had mine checked three times and the inspector stillfound a loose stop nut. (After he left I had someone else check it andhe found one intake manifold nut missing!) Check, double check, triplech.... I followed him around and took notes from his comments. Hefound about 5 things that he wanted fixed and I added about 5 more inaddition. I was able to fix all of his squaks before he left. It wasstuff like instrument marking fuel type and quantity markings at thefiller cap a couple of safety wire reties, nothing major. Make sure youhave your tools with you and bring a permant marker just in case. DOyour homework. If you have a certified engine and prop you will need itsigned of as having complied with all the AD's. That goes for anyTSO'ed unit or hardware in your plane, ie and ELT. Make sure you haveall your placards in place, or again, have a fresh marker. You willneed your permanat airframe and engine logs to put in the final entries.Enough rambling, If you have certain questions, please fire them back.Just a parting comment to sum up. I felt like I was defending adissertation in college. Approach your inspection with as muchpreparation as you have building each part and you will be ready to passwith flying colors.Good Luck,Stevee________________________________________________________________________________