Type of logbook entry required

I have an SZD55 flying under an experimental/exhibition certificate in the US. It was manufactured at the factory in Poland. I have made some changes to the instrumentation in the panel and a few other items. Can anyone confirm that all that is required by the FAA is a logbook entry by myself stating what was done followed by my signature and pilot certificate number and then a statement by an IA explaining they supervised the work and their signature etc.

On Wednesday, July 30, 2014 5:28:28 PM UTC-4, Steve Freeman wrote:
I have an SZD55 flying under an experimental/exhibition certificate in the US. It was manufactured at the factory in Poland. I have made some changes to the instrumentation in the panel and a few other items. Can anyone confirm that all that is required by the FAA is a logbook entry by myself stating what was done followed by my signature and pilot certificate number and then a statement by an IA explaining they supervised the work and their signature etc.

The work you describe may also require a revised weigh and balance in addition to the entry made by your IA.
UH

At 21:28 30 July 2014, Steve Freeman wrote:
I have an SZD55 flying under an experimental/exhibition
certificate in the
=
US. It was manufactured at the factory in Poland. I have made
some changes
=
to the instrumentation in the panel and a few other items. Can
anyone
confi=
rm that all that is required by the FAA is a logbook entry by
myself
statin=
g what was done followed by my signature and pilot certificate
number and
t=
hen a statement by an IA explaining they supervised the work
and their
sign=
ature etc.

The short answer is No if you are in the United States. You as
an aircraft owner may only do preventive maintenance.(IE
Change a tire) An A&P is required for all the rest. When you post
in public forum what you do with your modifications to your
aircraft, you are begging for the FAA to track you down, I m just
saying. No A&P worth a salt will touch an owner modified aircraft
without the A&P consent in the first place. I am sure you also
modified your weight and balance right?
Aircraft owners can make logbook entries for the preventive
maintenance accomplished only. It will be reviewed by the A&P
at the next condition inspection date for the experimental
aircraft. Those are the rules. FAR part 43 is the reference. It
amazes me that the FAA isnt all over this community already
especially with the accident rate statistics this last year.
I use my A&P to help friends out, good luck with finding one that
will sign your modifications off. D

With experimental I believe ( I hate to commit without reference materials in front of me) your statements are correct. You perform the work. You make log entry describing the work along with the appropriate references for your guidance such as AC 43.13(......). You sign with pilot certificate number. A& P required for condition inspection once per year.

In February I presented this very topic at a Wings Seminar I am pretty certain I am directing you appropriately.

Lane

Read 43.1b

(b) This part does not apply to--

(1) Any aircraft for which the FAA has issued an experimental certificate, unless the FAA has previously issued a different kind of airworthiness certificate for that aircraft; or

......

Has this aircraft ever had an FAA airworthiness certificate other than experimental?

At 00:55 31 July 2014, wrote:

Read 43.1b

(b) This part does not apply to--

(1) Any aircraft for which the FAA has issued an experimental
certificate,
unless the FAA has previously issued a different kind of
airworthiness
certificate for that aircraft; or

......

Has this aircraft ever had an FAA airworthiness certificate other
than
experimental?

FAR 43.7 - Persons Authorized to Approve Aircraft for Return to
Service

(a) Except as provided in this section and §43.17, no person,
other than the Administrator, may approve an aircraft, airframe,
aircraft engine, propeller, appliance, or component part for
return to service after it has undergone maintenance, preventive
maintenance, rebuilding, or alteration.

(b) The holder of a mechanic certificate or an inspection
authorization may approve an aircraft, airframe, aircraft engine,
propeller, appliance, or component part for return to service as
provided in Part 65 of this chapter.

(c) The holder of a repair station certificate may approve an
aircraft, airframe, aircraft engine, propeller, appliance, or
component part for return to service as provided in Part 145 of
this chapter.

(d) A manufacturer may approve for return to service any
aircraft, airframe, aircraft engine, propeller, appliance, or
component part which that manufacturer has worked on under
§43.3(j). However, except for minor alterations, the work must
have been done in accordance with technical data approved by
the Administrator.

(e) The holder of an air carrier operating certificate or an
operating certificate issued under Part 121 or 135, may approve
an aircraft, airframe, aircraft engine, propeller, appliance, or
component part for return to service as provided in Part 121 or
135 of this chapter, as applicable.

(f) A person holding at least a private pilot certificate may
approve an aircraft for return to service after performing
preventive maintenance under the provisions of §43.3(g).

(g) The holder of a repairman certificate (light-sport aircraft)
with a maintenance rating may approve an aircraft issued a
special airworthiness certificate in light-sport category for return
to service, as provided in part 65 of this chapter.

(h) The holder of at least a sport pilot certificate may approve
an aircraft owned or operated by that pilot and issued a special
airworthiness certificate in the light-sport category for return to
service after performing preventive maintenance under the
provisions of §43.3(g).

[Amdt. 43–23, 47 FR 41084, Sept. 16, 1982, as amended by
Amdt. 43–36, 61 FR 19501, May 1, 1996; Amdt. 43–37, 66 FR
21066, Apr. 27, 2001; Amdt. 43–39, 69 FR 44863, July 27, 2004]

But part 43,doesn't apply

Guide to Maintaining A Homebuilt Aircraft

The following article appeared in the April 1996 EAA Chaptergram, and is an excellent summary of the maintenance responsibilities/priveleges of a homebuilt aircraft builder and/or owner. It is reproduced here by permission.

AMATEUR-BUILT MAINTENANCE

By Earl Lawrence, EAA Government Programs Office
The EAA Government Programs office has recently received many questions about who can do maintenance and what maintenance is required on an experimental amateur-built aircraft. So I thought this would be a good time to review the regulations.

FAR Part 43.1 (b) specifically excludes experimental aircraft. It states, "This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued, unless a different kind of airworthiness certificate had previously been issued for that aircraft." I stress the word aircraft so that it is not interpreted to include an engine.

What about major repairs and alterations? First, you never have to fill out a form 337 for an experimental aircraft. Repairs, major or minor, can be done by anyone ( remember Part 43.1 (b). However, alterations are different. If you alter the aircraft with a different propeller or engine, for example, then it is not the airplane for which you received an airworthiness certificate. This would also apply to changing pistons or magnetos. It is a new and untested airplane. If you change propellers, you must notify the FAA (not by a 337) of your change.

Your aircraft's operating limitations should have a statement such as the following in regard to major changes: "The FAA cognizant Flight Standards Office must be notified, and their response received in writing, prior to flying this aircraft after incorporating a major change as defined by FAR 21.93."

If you do not have such a statement on your operating limitations, then you can claim you do not have to notify the FAA. However, EAA suggests that you do so even if you do not have this limitation.

The FAA inspector will make a determination as to whether he needs to come out and inspect the change and/or assign a new test-flight period. If the inspector gives you an OK by letter (which is often done), you should note the date, time, name, and change in your aircraft log book. If the inspector wants to inspect the aircraft, it is the same as when you first received your airworthiness certificate. You start all over. It is a new airplane. This information is covered in the FAA ORDER 8130.2C paragraph 142 "Issuance Of Experimental Operating Limitations." Every FAA inspector has a copy of this ORDER.

If the aircraft received its original airworthiness certificate based on the fact that the engine was certified and you alter it in any manner that would render it no longer within certification requirements, then you must notify the FAA of your change and receive an approval.

Look at it this way, you may use any combination of parts you wish to build your aircraft. However, once you receive your airworthiness certificate you cannot alter it without getting the FAA to reinspect the "new" aircraft.

ADs apply to all aircraft, aircraft assemblies and parts the AD is written against, no matter what type of aircraft they are installed in. The key to this statement is, "that the AD is written against." For example, if an AD is written against a particular make, model and serial number propeller, it only applies to that particular make model and serial number. It applies to that particular make model and serial number propeller no matter what aircraft it is installed on. Now this is where I complicate things. You, as an amateur builder, remove the data plate of that propeller, send it to the FAA, the FAA notifies the manufacturer, and you make it a Ross propeller model R1, serial number 001. Now the propeller is no longer the propeller listed in the AD, so it does not apply. The FAA may, however, issue a new AD against the Ross propeller model R1 serial number 001. To date the FAA has never done this, but they can.

If you install an electronic ignition system on a Lycomming engine, you are still responsible for ADs on other accessories on the engine and the engine itself if you have the component listed on the AD on your engine. And, of course, if you haven't changed its designation to the Ross model R1 serial number 001. In general, you can say if your AC received its airworthiness certificate based on the fact it had a certified engine, then the ADs apply.. If you received an airworthiness certificate based on the fact that your engine was not certified, then the ADs don't apply.

Isn't this fun?!

Now about who can do work on amateur-built aircraft. Anyone can normally work on an experimental aircraft and sign off the work, including your two-year-old son. Some FAA field inspectors do not believe this. Remember FAR Part 43.1(b) "This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued." The operating limitations that each experimental aircraft must have are what replaces Part 43. Each set of operating limitations is different. However, an FAA inspector has the power to place a requirement in the operating limitations that all work must be done by an FAA certified A&P. So far to EAA's knowledge, this has never happened on an amateur built aircraft. Most operating limitations contain a statement that says an annual "condition" inspection must be performed per the scope and detail of FAR Part 43 Appendix D. It also states that an FAA certificated A&P or repairman must perform this inspection. Note it says, "A&P or Repairman." It does not require an IA.

Let me clarify this. Anyone can work on an experimental aircraft and sign off the work. However, the annual "condition" inspection must be completed by an A&P or a Repairman.

I hope this clarifies some of the confusion that is out there.

THE END

Return to Sea and Sky Aviation Page

Guide to Maintaining A Homebuilt Aircraft

The following article appeared in the April 1996 EAA Chaptergram, and is an excellent summary of the maintenance responsibilities/priveleges of a homebuilt aircraft builder and/or owner. It is reproduced here by permission.

AMATEUR-BUILT MAINTENANCE

By Earl Lawrence, EAA Government Programs Office
The EAA Government Programs office has recently received many questions about who can do maintenance and what maintenance is required on an experimental amateur-built aircraft. So I thought this would be a good time to review the regulations.

FAR Part 43.1 (b) specifically excludes experimental aircraft. It states, "This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued, unless a different kind of airworthiness certificate had previously been issued for that aircraft." I stress the word aircraft so that it is not interpreted to include an engine.

What about major repairs and alterations? First, you never have to fill out a form 337 for an experimental aircraft. Repairs, major or minor, can be done by anyone ( remember Part 43.1 (b). However, alterations are different. If you alter the aircraft with a different propeller or engine, for example, then it is not the airplane for which you received an airworthiness certificate. This would also apply to changing pistons or magnetos. It is a new and untested airplane. If you change propellers, you must notify the FAA (not by a 337) of your change.

Your aircraft's operating limitations should have a statement such as the following in regard to major changes: "The FAA cognizant Flight Standards Office must be notified, and their response received in writing, prior to flying this aircraft after incorporating a major change as defined by FAR 21.93."

If you do not have such a statement on your operating limitations, then you can claim you do not have to notify the FAA. However, EAA suggests that you do so even if you do not have this limitation.

The FAA inspector will make a determination as to whether he needs to come out and inspect the change and/or assign a new test-flight period. If the inspector gives you an OK by letter (which is often done), you should note the date, time, name, and change in your aircraft log book. If the inspector wants to inspect the aircraft, it is the same as when you first received your airworthiness certificate. You start all over. It is a new airplane. This information is covered in the FAA ORDER 8130.2C paragraph 142 "Issuance Of Experimental Operating Limitations." Every FAA inspector has a copy of this ORDER.

If the aircraft received its original airworthiness certificate based on the fact that the engine was certified and you alter it in any manner that would render it no longer within certification requirements, then you must notify the FAA of your change and receive an approval.

Look at it this way, you may use any combination of parts you wish to build your aircraft. However, once you receive your airworthiness certificate you cannot alter it without getting the FAA to reinspect the "new" aircraft.

ADs apply to all aircraft, aircraft assemblies and parts the AD is written against, no matter what type of aircraft they are installed in. The key to this statement is, "that the AD is written against." For example, if an AD is written against a particular make, model and serial number propeller, it only applies to that particular make model and serial number. It applies to that particular make model and serial number propeller no matter what aircraft it is installed on. Now this is where I complicate things. You, as an amateur builder, remove the data plate of that propeller, send it to the FAA, the FAA notifies the manufacturer, and you make it a Ross propeller model R1, serial number 001. Now the propeller is no longer the propeller listed in the AD, so it does not apply. The FAA may, however, issue a new AD against the Ross propeller model R1 serial number 001. To date the FAA has never done this, but they can.

If you install an electronic ignition system on a Lycomming engine, you are still responsible for ADs on other accessories on the engine and the engine itself if you have the component listed on the AD on your engine. And, of course, if you haven't changed its designation to the Ross model R1 serial number 001. In general, you can say if your AC received its airworthiness certificate based on the fact it had a certified engine, then the ADs apply.. If you received an airworthiness certificate based on the fact that your engine was not certified, then the ADs don't apply.

Isn't this fun?!

Now about who can do work on amateur-built aircraft. Anyone can normally work on an experimental aircraft and sign off the work, including your two-year-old son. Some FAA field inspectors do not believe this. Remember FAR Part 43.1(b) "This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued." The operating limitations that each experimental aircraft must have are what replaces Part 43. Each set of operating limitations is different. However, an FAA inspector has the power to place a requirement in the operating limitations that all work must be done by an FAA certified A&P. So far to EAA's knowledge, this has never happened on an amateur built aircraft. Most operating limitations contain a statement that says an annual "condition" inspection must be performed per the scope and detail of FAR Part 43 Appendix D. It also states that an FAA certificated A&P or repairman must perform this inspection. Note it says, "A&P or Repairman." It does not require an IA.

Let me clarify this. Anyone can work on an experimental aircraft and sign off the work. However, the annual "condition" inspection must be completed by an A&P or a Repairman.

I hope this clarifies some of the confusion that is out there.

THE END

Return to Sea and Sky Aviation Page

On Wednesday, July 30, 2014 5:28:28 PM UTC-4, Steve Freeman wrote:
I have an SZD55 flying under an experimental/exhibition certificate in the US. It was manufactured at the factory in Poland.

On Wednesday, July 30, 2014 9:53:16 PM UTC-4, wrote:
Guide to Maintaining A Homebuilt Aircraft
.....
I hope this clarifies some of the confusion that is out there.

For busha's post to clarify the confusion, an aircraft 'manufactured at the factory in Poland' and a 'Homebuilt Aircraft' would have to be the same thing.