Mike,
Glad you hear you are progressing.
You are the builder/manufacturer so the DAR or FAA may request all the norm
al pilot instructions and markings a certified aircraft is supplied with.
His checklist may require documentation of your markings and many more thin
gs.
I provided you with a DAR T program letter (attached) and his checklist bef
ore you left the shop.
I am providing again some checklists I provided to you when you were here.
As the manufacturer you should be have the following:
Pilot Operating Handbook: It contains the three view, should have your wt.
and balance and normal and emergency procedures.
Placards in the Aircraft: The POH has the placards required in the UK and
they are fine for the US also. The FAA required passenger warning must be
posted (I put it on the panel in front of the passenger.). Every control s
hould be marked to its use. Not the stick or rudders but the throttle, cho
ke, all switches and CBs. If you flip it or pull it, it should be marked.
Calibrate and mark your fuel sight gauge and show that the amount of fuel
in the aircraft is visible during preflight and what the no go minimum for
flight fuel level is.
Instrument Markings: The airspeed indicator, and engine instruments should
be marked with the limits. The Registration should have a folder with a c
lear pocket visible to the passenger on entry.
Aircraft Markings: Aircraft ID Plate exactly as the Registration name and
address is printed, N numbers must be per the FARs, Door handle area marked
with open closed arrows, EXPERIMENTAL on the aircraft where a person enter
ing can see it. (I put it on the D panel.) Type of Fuel placard on the fu
el filler such as 100LL only etc. Oil type on the oil cap or door. No ste
p and no push etc. are not really necessary but many have them and some MID
O/DARs require them as the FAA requires them on some low wing aircraft.
As you know I did an abbreviated checklist as the POH is a little big to fl
y with. I=92ve attached those also. Use them as an example to build your
own or expand on the info in the POH as your aircraft is not a stock Europa
.
Lately there has been a push by DARs for certified pitot static checks, Tra
nsponder checks and although not required for 30 days normally, an ELT inst
alled and checked.
When the DAR shows up, a builder should present him with everything on his
checklist and then show him the aircraft and where that applies. I give th
em a file with the following:
FAA Registration
Wt. and Balance and ranges (we did this when you were here ). This include
s the equipment list.
Annex E verifying the flight control movement.
POH with current changes.
Personal pilot aircraft reference checklist if used in lieu of the POH for
quick reference.
Builders manual to include:.
Engine mods and ADs/SBs not accomplished and why. Compress
ion checks and ground run verification checks and modifications. (Like the
cooling stuff we did and provide photos.)
Airframe SBs, MODs and any deviations from the kit build ma
nual, like your gear, and why. Photos.
Log books:
Airframe: Logged with the required inspection and builders statements, ELT
, Pitot/Static leak check etc..
Engine log: With the original run in checks we did and I like to put in th
e mag check and full power numbers from the static run-ups, along with the
new compression check and oil pressure/temp recordings. Document the Jab c
ooling changes in the log book you made as he may know the engine and the t
emp problems with operations in Nevada.
Prop log: Installation and torque. I add the additional installation and
periodic torque checks such as 5 hr/25 hr per the prop manufacturers guidel
ines and a record of the dynamic balance.
Have available on request:
First flight and flight test program. (Where you will fly from and radius
as well as your test plan.)
Test pilot and his credentials if you are not flying the aircraft.
He is looking for you not to be a statistic on his record so expect him to
be thorough. As I told you before, =93You=92re ready to fly your aircraft
when you are prepared to walk up to the test pilots door and explain to his
wife, he is dead and there was nothing you could do to make the aircraft s
afer for flight=94. This kept me and my guys alive for years.
Please don=92t hesitate to call or email. I=92ll be at Oshkosh from Monday
to Thursday but back about the 9th of August from my planned stops and fam
ily plans.
Regards,
Bud Yerly
Custom Flight Creations, Inc.
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