Date   

Re: IFR Certifiacation For Homebuilt

TRCSmith@...
 

Bill
You cannot use a portable GPS for a primary navigation in IFR, only as a
reference instrument in IFR. Must be panel permeant and TSO'ed for IFR. The
IFR approved units usually cost and I say usually cost around $2500 and up.
They have more warning systems and lights to warn of a posable failure of the
unit to the pilot during operation.
Tom


Re: IFR Certifiacation For Homebuilt

hornetball@...
 

Actually, no, there is no requirement that instruments be TSO'd.

All that Part 91 requires is that the required instruments be "in operable condition." For our purpose, the instruments that are needed are specified in 91.205. There are some specific types of instruments (i.e., transponders, altitude encoders, TCAS, TAWS) that must meet TSO requirements (even these don't necessarily have to be TSO'd, but practically speaking, a manufacturer shows that it meets TSO requirements by getting TSO authorization).

Basic flight instruments are not among the instruments that must meet TSO requirements.

TSO authorization just provides an alternate method for manufacturers to certify equipment. Most avionics manufacturers find the TSO method more convenient and less costly that other certification methods.

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

In the US the answer is yes..... Further, the companies are sure they will operate normally during real weather. There is a difference between TSO'd (tested) and VFR instruments. Your installation must also be along the same lines.

Dale Martin... LEZ 777DJ
Lewiston, Idaho

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

----- Original Message -----
From: <ulf3@...
Subject: [c-a] Re: [canard-aviators] IFR Certifiacation For Homebuilt


Does anyone know if the primary flight instruments need to be TSO'd to register/fly a homebuilt for IFR? and a corrollary question are TSO'd instruments generally "worth" the cost difference?


Vari Eze speed mods.

rutanvarieze@...
 

Hello,

Is there anyone out there that has any info on speed mods I may carry out
on my Vari Eze. It is under going a rebuild following a forced landing. What
is available? Is there a decent VP prop available? Any info please.

Kieran.


Re: IFR Certifiacation For Homebuilt

Dale Martin <niceez@...>
 

In the US the answer is yes..... Further, the companies are sure they will
operate normally during real weather. There is a difference between TSO'd
(tested) and VFR instruments. Your installation must also be along the same
lines.

Dale Martin... LEZ 777DJ
Lewiston, Idaho

----- Original Message -----
From: <ulf3@...>
To: <canard-aviators@...>
Sent: Monday, February 19, 2001 8:52 PM
Subject: [c-a] Re: [canard-aviators] IFR Certifiacation For Homebuilt


Does anyone know if the primary flight instruments need to be TSO'd to
register/fly a homebuilt
for IFR? and a corrollary question are TSO'd instruments generally
"worth" the cost
difference?


(No subject)

Art Bianconi <British-Biplane@...>
 

Dale's right. An engine that draws 125 amps on a summer morning, can
easily drag a starter motor close to stall in the winter. As it does so
the current draw can easily exceed 150 amps; more on larger engines and
those with high compression pistons. What makes this situation so
problematical is that it occurs at a time when battery potential has been
seriously eroded by cold temperatures.

You need to design and build in anticipation of the worst case scenarios.

Art Bianconi

On Mon, 19 Feb 2001 20:09:51 -0800 "Dale Martin" <niceez@...>
writes:

My chart shows for 12 volt system you need # 4 to carry 100 amps to
the starter. An estimate of only 60 amp using #6. Starters can pull
more then people think.

Dale Martin... LEZ 777DJ
Lewiston, Idaho
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Re: IFR Certifiacation For Homebuilt

Paul Krasa
 


If the plane is equipped to fly IFR, then just do it. You need the transponder and pitot system checked every 2 years anyway (or, at least the xpdr).
UT OH!! I would check my limitations issued with the airplane when it was inspected. My specifically limit the airplane to Day/Night VFR, and if I want to fly IFR, I have to get it inspected again, and have a the limitation removed. The key here is to read the operating limitations which were issued with the airplane.

Paul
Long EZ 214LP


Re: Superfil

blackler <blackler@...>
 

G'Day Jeff,

I would use a small fan heater and perhaps a small tent locally. This would
be for peace of mind. I have used this product in the large humidity range
here in Melbourne and am happy with it's adhesion. One small spike of no
yet sanded SuperFil on the winglet snapped off when I hit it with the 4 ft
block, and lifted fibres underneath - only 0.25" square area in a non
structural area, ie. no problem. This stuff sticks well. You do need to
prime over the top however. It does change colour when cured (from blue to
green) in humidity over long periods. A wipe of the sanding block and it's
gone.

Cheers

Wayne.
IO-360 Long EZ
Melbourne, AUSTRALIA

-----Original Message-----
From: Gabrielson, Jeff [SMTP:jeff.gabrielson@...]
Sent: Tuesday, 20 February 2001 6:42 AM
To: 'canard-aviators@...'
Subject: [canard-aviators] Superfil

I am in the process of refinishing the nose of my Long ez after a gear
colapse on landing. Fortunatly I was only going about 5 kts when this
happened. I am using Superfil for some final touch up work and my question
is....can Superfil be applied during humid conditions such as light to
moderate rain (outside of my hangar), I have never used it other than dry
conditions. And what about painting directly over Superfil, is that
acceptable as a tempory small area or do I need to use a primer. I am
planning on painting the whole airplane in the next year.

Thanks
Jeff
Long ez n141


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Re: New poll for canard-aviators

Bill Swears
 

One note on attachments, and HTML. I don't mind receiving HTML, but if
it takes too long I just blow off the message. Also, I'd like to see a
size limit on attachments. Like under 100K would be good. Sufficient
for any kind of line drawing you might imagine, several chapters of a
book, or about three nice sized screen viewable graphics. not large
enough for printable pictures, but if somebody wants that they can
arrange for private mail.



canard-aviators@... wrote:


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Re: IFR Certifiacation For Homebuilt

ulf3@...
 

Does anyone know if the primary flight instruments need to be TSO'd to
register/fly a homebuilt
for IFR? and a corrollary question are TSO'd instruments generally
"worth" the cost
difference?

I am getting ready to purchase my instruments and need to decide how to
spend all this money. Specifically, I am comparing electric RC Allen
Gyros to Wultrad (about $1,400
more for the pair for the RC Allen), also Altimeter, VSI, A/S Indicator
typically seem to run about $600 more
for the three TSO'd units vs. non TSO'd. Wing levelers are even greater
price difference (e.g. S-Tec System 20
vs. Navaid).

Thanks in advance,

Ulrich


On Mon, 19 Feb 2001 15:53:47 -0600 Terry Yake <TERRY200TY@...>
writes:
Timothy Freeze wrote:

I'm putting the finishing touches on a Cozy III and should have
my
airworthiness inspection in a few weeks. I want the IFR
certification so
what do I have to do? Is it just get the pitot static test and
transponder
check? And should this be done prior to the airworthiness
inspection?

Thanks in advance...tim
Tim,

If the plane is equipped to fly IFR, then just do it. You need the
transponder and pitot system checked every 2 years anyway (or, at
least the xpdr).

The only issue is if there is a desire to fly IFR using GPS. Then,
as the manufacturer you can do that too. But as a precaution, I had
the FSDO come out and look it over.


Regards,

Terry




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][ ][ ][
(_) (_) (_) ulrich
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(No subject)

Dale Martin <niceez@...>
 

Like to see pictures of your project........
My chart shows for 12 volt system you need # 4 to carry 100 amps to the
starter. An estimate of only 60 amp using #6. Starters can pull more then
people think.

Dale Martin... LEZ 777DJ
Lewiston, Idaho

----- Original Message -----
From: "Joe Scheibinger" <joe@...>
To: <canard-aviators@...>
Sent: Monday, February 19, 2001 11:56 AM
Subject: [canard-aviators]


Dear Friends,

Our Hovercraft is now past the half way point and it's time to install the
electrical wiring. We are using the Subaru Lexus engine, and we have the
battery way up front, 13ft ahead of the engine. Is this similar to the Long?
What is the lightest size battery cable we can use to safely start the
engine, and to save weight? I can E-mail an in flight picture to anyone who
wants one.

Joe Scheibinger (former Quickie owner)
KFIZ Radio






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Re: New poll for canard-aviators

jcbarnes@...
 

Hi Folks,

Nowhere on that page to vote. But if we vote I might as well do some
campaigning.

I'm voting NO anyhow. Much as I'd love to see everybody's sketches, I
get enough viruses as attachments and also don't need to receive an
extra 10 emails a day with attachments cuz I'm still on a 56K modem.
That adds up. Especially when 10 people want a sketch the other 970
people don't.

We should have a group FTP site we can upload to and download from. If
we don't want to post it or see it, we don't spend the connect time
dealing with it nor do we end up keeping on our hard drives (I've got
all the posts since I joined; that really adds up too). We can also
browse an index and 'shop' it so-to-speak. And it's there for people
who join up beyond the date of the posting: something not available with
email attachments.

I don't want HTML either. I want information, not red green and blue
fonts on chartruse backgrounds. Again a space issue as a 1k text email
is a 5k html email. Also HTML is a way to send some very sneaky
viruses.

My 2 cents worth.

Regards,
Jeff Barnes
Velocity XL in the works




canard-aviators@... wrote:


Enter your vote today! A new poll has been created for the
canard-aviators group:

Would you like to the canard-aviator's
list to permit email attachments?

o Yes.
o No.

To vote, please visit the following web page:

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Note: Please do not reply to this message. Poll votes are
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Thanks!




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Re: IFR Certifiacation For Homebuilt

Dale Martin <niceez@...>
 

Tim,
Not necessary to do this now...... Only before your ready to fly it IFR
which will be somewhere at the end of your test period. Just make sure you
type into your "Testing Phase" the need to fly IFR approaches to insure the
Instruments required for IFR flight perform safely and accurately. You will
not require a second crewmember to do this as it should be done in VFR
conditions so you can verify your positions on the O, M, I makers and
glideslope for approach. The checkouts of the Altimeter, Transponder and
pitot static system should be done by you and a qualified avionics shop and
entered in your aircraft logbook....
Go fly your plane and get familiar with it and then once everything performs
to VFR spec's...... Then work on the IFR stuff. 40 hours goes really slow.
:^))

Dale Martin... LEZ 777DJ
Lewiston, Idaho

----- Original Message -----
From: "Timothy Freeze" <s35pilot@...>
To: <canard-aviators@...>
Sent: Monday, February 19, 2001 12:16 PM
Subject: [canard-aviators] IFR Certifiacation For Homebuilt


I'm putting the finishing touches on a Cozy III and should have my
airworthiness inspection in a few weeks. I want the IFR certification so
what do I have to do? Is it just get the pitot static test and
transponder
check? And should this be done prior to the airworthiness inspection?

Thanks in advance...tim
_________________________________________________________________
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Re: New poll for canard-aviators

Harley Dixon
 

Wayne and Canardians...

Would you like to the canard-aviator's list to permit email attachments? <<
I'm not sure that everyone knows what they would include...they are probably thinking advertisements or viruses (I noticed a 'No' in the vote).

Allowing attachments (or using HTML) would permit you to include a picture or drawing of what you are talking about...no more need for those ASCII drawings that we are all so familiar with that turn out differently on everyones machine because of different fonts.

You could include pictures of the planes, avionics, etc, whatever you are talking about, not to mention shared files and databases.

I've been involved in several other email groups that do allow attachments...they make a big difference in clarifying a statement or request.

I voted yes...Wayne should turn on that feature. Once you've had it for awhile, you won't be able to live without it.

Harley


New poll for canard-aviators

canard-aviators@...
 

Enter your vote today! A new poll has been created for the
canard-aviators group:

Would you like to the canard-aviator's
list to permit email attachments?

o Yes.
o No.


To vote, please visit the following web page:

http://groups.yahoo.com/group/canard-aviators/polls

Note: Please do not reply to this message. Poll votes are
not collected via email. To vote, you must go to the Yahoo! Groups
web site listed above.

Thanks!


Re: Greetings you FAA mavens

David A Froble
 

Ok, I'm not an attorney.

If you notified the insurance company, in writing, certified mail, etc, of
exactly what you were doing, and then they took your money, they have
ipmplicitly accepted the situation.

If you notify the FAA, in writing, certified mail, etc, of exactly what you were
doing, and what date you planned to commence doing so, and specifically asked in
writing for them to notify you if there would be any problem, and they didn't
notify you about any problem, then they have implicitly not disappproved of the
idea. You would have to have given them reasonable time to respond. (Note the
possibility of them responding negatively, after something occurs.)

What is not prohibited, is allowed. Until you go to court. Then each side
argues their case, and a decision is made. Still, if you have to engage an
attorney, you lose, regardless of the outcome.

Were justice to prevail, the above actions would be very strong arguments in any
legal proceedings. The burden of proof of wrongdoing should be squarely on the
shoulders of the other side. Note that Bob Hoover seemed to have the arguments
on his side, and the FAA deemed itself above the law.

First, I'd check all this with an attorney.

Second, what makes you think there's anything that an insurance company or the
FAA would not challenge, should they get the idea to do so, regardless of
anything they previously agreed to?

Dave


"Wayne G. Walker" wrote:


Hi Dave, Don and All:

I recently went through a fairly comprehensive examination of this very
issue -- can a friend lease me his Long-EZ, if not on an hourly basis, on a
lease-purchase or conditional sales contract basis?

There isn't much I could find in the FAR's except for the following
definition:
"Commercial operator" means a person who, for compensation or hire, engages
in the carriage by aircraft in air commerce of persons or property, other
than as an air carrier or foreign air carrier or under the authority of Part
375 of this title. Where it is doubtful that an operation is for
"compensation or hire", the test applied is whether the carriage by air is
merely incidental to the person's other business or is, in itself, a major
enterprise for profit.

That, coupled with the general prohibition for using experimentals for
compensation or hire, didn't seem to exclude our contemplated lease
purchase.

So, just to be sure, we contacted Avemco. The agent checked with his
supervisor. They didn't see any problem as long as we sent Avemco a copy of
the lease for their files.

That was good, but I decided to check further. So we called the Van Nuys
office of the FAA. One of the information specialists took my call. He did
a little research and got back to me. "No problem," he said.
Are you sure? I asked.
"Of, course. Such a lease is incidental and not the primary business of the
lessor."
"What if I give him money?" I asked.
"We don't want to hear about it," he replied.
"Will you put all of this in writing?" I asked.
"No."

Hmm...

In the end, we decided to hold off on the lease. My personal opinion is a
lease purchase would be all right, but an occasional lease with some
specified hourly rate, might not. Better still would be a conditional sales
contract with all respsonsibility for insurance held by the purchaser. But
in any event, if there is a claim under the insurance policy, I am confident
there would be a legal challenge instigated by the insurer.

I also decided that before going down either of these paths, I would want to
see written confirmation from an attorney at FAA headquarters, as well as
from the insurer, agreeing to the coverage regardless of how any FAA agent
interpreted the regs.

Regards,
Wayn "Luke" Walker
temporarily EZless

-----Original Message-----
From: owner-canard-aviators@...
[mailto:owner-canard-aviators@...]On Behalf Of D. Rothrock
Sent: Monday, February 19, 2001 8:40 AM
To: canard-aviators@...
Subject: Re: [c-a] Greetings you FAA mavens

[The Canard Aviators's Mailing list]

My Airworthiness certificate states under (B) No person may conduct flight
tests under this certificate: (1) Carrying persons or property for hire.

No where else does it make reference to commercial use except on Form
8130-7. (Operating Limitations). There it states in No. 13. This aircraft
shall not be used for glider towing, banner towing, or intentional parachute
jumping.

Don


I know this lawyer who wants me to point to the FAR that says we can't
usean
Amateur built aircraft for any commercial purpose - i.e. we can't lease it
..............

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--
David Froble Tel: 724-529-0450
Dave Froble Enterprises, Inc. Fax: 724-529-0596
DFE Ultralights, Inc. E-Mail: davef@...
T-Soft, Inc. 170 Grimplin Road Vanderbilt, PA 15486


Re: New Email site - which address is the real one?

C. W. Wright <wright@...>
 

On Mon, 19 Feb 2001, Harry Manvel wrote:

Wayne,
I'm confused, your notice said we would be using canard-aviators@...,
yet I received another message which says
canard-aviators@.... Which is correct?
Harry Manvel

Either address should work fine. Yahoo has purchased egroups and is in
the process of renaming things. It may be better to use the
yahoogroups.com address since that is where they are going and egroups.com
is where they are coming from.

Safe flights,
-Wayne


Re: IFR Certifiacation For Homebuilt

Terry Yake <TERRY200TY@...>
 

Timothy Freeze wrote:

I'm putting the finishing touches on a Cozy III and should have my
airworthiness inspection in a few weeks. I want the IFR certification so
what do I have to do? Is it just get the pitot static test and transponder
check? And should this be done prior to the airworthiness inspection?

Thanks in advance...tim
Tim,

If the plane is equipped to fly IFR, then just do it. You need the transponder and pitot system checked every 2 years anyway (or, at least the xpdr).

The only issue is if there is a desire to fly IFR using GPS. Then, as the manufacturer you can do that too. But as a precaution, I had the FSDO come out and look it over.


Regards,

Terry


EAA B-17 2001 FLIGHT SCHEDULE

Fink, Allen L <allen.fink@...>
 

Hi Team:
The EAA B-17 2001 flight schedule is available on:
http://www.b17.org/schedule.html

For a handful of U.S. Currency one can go for a ride. For a lot less one
can just go and look and reflect on the character of barely 20 year old
airmen that would take a 30,000 ft ride in one of these over WWII Germany
without fighter escort and with the doors/windows open. You know the rest
of the story. Cut and Paste follows.
Have Fun, Fly Safely, Al Fink (VEZ N33AL)


Re: IFR Certifiacation For Homebuilt

teamez@...
 

Tim,

Actually, IFR certification is up to the discretion of the local FSDO. Each
one has a fair degree of lattitude, so you had best check with your local
group. For instance, if you want an IFR approval for a GPS, there is special
paperwork to be completed and submitted to the Seattle FSDo, but I know that
Atlanta doesn't require it.

BTW, the Seattle checks are mostly for the EMI problem I spoke about in the
posts last week about VOR problems.

Tom Staggs
EAA Flight Advisor
Long-EZ N13YV

******************


Re: New poll for canard-aviators

TRCSmith@...
 

In a message dated 2/19/01 4:54:26 PM Pacific Standard Time,
canard-aviators@... writes:


Where on that page is there to vote??

110741 - 110760 of 110771