hen you're the approved Airimmersed plane or Rotorin buildcraft Flight Maning and assemual, markings, and RON ALEXANDER bling the parts of placards, or as your airplane, it's otherwise preeasy to forget certain important items that you must scribed by the certificating authority of the country complete before the FAA comes to inspect your work. of registry." In (b)(2) it says that you may not operate And if you haven't addressed these mandatory items, your aircraft "... unless there is available in the airyour final inspection will be short and will not bear craft a current approved Airplane or Rotorcraft Flight the fruit—an airworthiness certificate. These items Manual, approved manual material, markings, and were included in the checklist covered in the May is- placards, or any combination thereof." In short, you must have a way to know the airsue. Let's review each one, along with the regulations plane's restrictions so you can avoid exceeding them, that pertain to them. and you must have a way to avoid exceeding the limitations of the aircraft, engine, propeller, etc. The reInstrument and Control Markings Your instruments should be properly marked ap- quired markings, placards, or a flight manual clearly propriately to your airplane. For example, the air- state these limits. FAA Order 8130.2D says in Paragraph 134b(23) speed indicator should denote your airplane's neverexceed speed, and the engine instruments should that a homebuilt's condition (annual) inspection have markings for maximum and minimum safe op- shall be conducted in accordance with FAR Part 43 eration. Baggage compartments should be properly Appendix D. In this appendix, item c(4) states that placarded with maximum weights, and you may you must inspect "instruments for poor condition, want to put no-step markings in certain places, along mounting, markings, and (where practical) improper operation." with other warnings. Another FAA source that states the requirement for The FAA doesn't provide a lot of guidance on instrument markings and other required placards. In instrument markings is the sample Operating Limita-
W
Don't forget these items
Paragraph 128 section c(5), FAA Order 8130.2D (the airworthiness certification guide used by the FAA inspector) simply says that the builder will make the aircraft available for inspection and that, "The instruments are properly marked." But Paragraph 134b(13) gives you another information source by saying, "This aircraft shall contain the placards, markings, etc. as required by FAR 91.9." Federal Aviation Regulation 91.9, "Civil Aircraft Flight Manual, Marking, and Placard Requirements," applies to amateur-built aircraft, and it says that "... no person may operate a civil aircraft without complying with the operating limitations specified in
tions in Advisory Circular 20-27D, Certification and Operation of Amateur-Built Aircraft. It says, "This aircraft shall contain the placards, markings, etc., required by FAR section 91.31 (new FAR section 91.9)." Where do you find guidelines on what instruments to mark and how to mark them? The designer or kit manufacturer should provide most of this information. Some markings are obvious—such as the neverexceed speed of the airframe, the flap speeds, maximum oil temperature, etc. FAA Advisory Circular 20-88A, Guidelines on the Marking of Aircraft Powerplant Instruments (Displays), provides additional guidance for proper markings. This AC talks about proper colors Sport Aviation
31
to use and their respective size. It also talks about specific instrument
markings (see Instruments to Mark on page 35).
Emergency Locator Transmitter
Does an amateur-built aircraft need an ELT? The short answer is yes. Homebuilts operate under FAR Part 91, and FAR 91.207 governs emergency locator transmitters. If your airplane carries more than one person, it must have an ELT. This requirement takes effect after you have test-flown your aircraft. FAR 91.207(f)(4) excludes aircraft engaged in flight operations incident to design and testing. But once you have flown your prescribed test hours and are released from your test area, you need an ELT. Even though you don't need an ELT during your test period, I'd suggest that you install one before your FAA inspection. Perhaps more important than meeting the post-testing requirement, it's easier to install the ELT bracket while you're building rather than after. The regulations don't prescribe a precise installation location; they simply say that you should install it where the probability of damage to the actual transmitter in the event of an accident is minimized. This usually means somewhere in the aft part of the fuselage, but don't bury it so that changing the batteries is difficult. Again, if you're building a singleseat airplane, you don't need an ELT—but installing one anyway is good for your own protection, especially if you fly over unfriendly terrain. Modern techniques have certainly improved the search efforts that are initiated by an ELT transmission. Why not take advantage of this cheap insurance? After you install an ELT, remember to follow the regulations covering its batteries. When you receive the ELT, it should have an expiration date for the batteries. This date must be legibly marked on the outside of the transmitter itself and you should enter that date in the air32
JUNE 2000
Two examples of an elegant solution to a regulation: embroidering the required two-inch tall letters, EXPERIMENTAL, into the aircraft's upholstery.
frame logbook. Whenever you change the batteries, you will note such in the logbook along with the new expiration date. You will also ensure the outside of the transmitter has the same marking. Experimental Placard On all amateur-built aircraft you'll
see a placard or lettering that says EXPERIMENTAL. The location of this word varies, but FAR 45.23(b) says it must be displayed near the
entrance to the cockpit or cabin in letters that are not less than two inches or more than six inches high. This requirements also applies to aircraft with limited, restricted, and provisional airworthiness. Where you locate EXPERIMENTAL depends on the airplane you are building and the FAA inspector's interpretation of "near the entrance to the cockpit or cabin." The regulation's intent is to inform all who fly in the airplane that it was con-
structed by an amateur builder and is not a production airplane that complies with FAR Part 23 (Airworthiness Standards: Normal, Utility, Acrobatic, and Commuter Category Airplanes). If you have one entrance to the cockpit (such as a canopy), only one side needs to be placarded. Many put EXPERIMENTAL inside the cockpit in a place where it's visible upon entering. Other builders put the word on both sides of the aircraft. If you are in doubt where to place the word on your airplane, call the FAA inspector or DAR working with you for his or her advice. The word itself can be a decal, individual stick-on letters, painted on with a stencil, etc. Passenger Warning Placard The EXPERIMENTAL placard isn't enough to warn pilots and passengers that they aren't in a production airplane. The FAA also requires a passenger warning placard. Section
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While it may not Instill confidence in passengers, the passenger warning placard is nevertheless required by the FARs.
13 of AC 20-27D refers to the FAA inspection and subsequent issuance of the airworthiness certificate. It says, "The applicant should expect the FAA inspector or DAR to verify that all required markings are properly applied, including the following placard which must be displayed in the cabin or the cockpit at a location in full view of all passengers. (Placard not applicable to single-place
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Briefly, the placard warns any prospective passenger that the airplane has not been manufactured to approved standards and may or may not be safe in which to ride. And don't forget FAR 91.319, which requires pilots to advise passengers that the airplane is experimental. N-Number
You must have a registration number on your aircraft, and FAR 45.21 gives the requirements: "(a) Except as provided in §45.22,
no person may operate a U.S.-regisThe ultimate size of your aircraft's Nnumber will depend on several factors including cruise speed and whether or not you'll be flying out-
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According to the FARs, "...the aircraft Identification plate must be secured to the aircraft fuselage exterior so that it Is legible to a person on the ground, and must be either adjacent to and aft of the rearmost entrance door or on the fuselage surface near the tail surfaces." .
tered aircraft unless that aircraft displays nationality and registration marks in accordance with the requirements of this section and §§45.23 through 45.33. (b) Unless otherwise authorized by the Administrator, no person may place on any aircraft a design, mark, or symbol that modifies or confuses the nationality and registration marks. (c) Aircraft nationality and registration marks must— (1) Except as provided in paragraph (d) of this section, be painted on the aircraft or affixed by any other means insuring a similar degree of permanence; (2) Have no ornamentation; (3) Contrast in color with the background; and (4) Be legible." When applying for the airplane's registration number, you can request a personalized N-number. If you follow the requirements set forth in FAR 47.15 and the number isn't already assigned to another airplane, you're in business. The basic guidelines are that no more than five symbols may follow the letter N. The symbols may be all numbers, up to four numbers and a suffix letter, or up to three numbers and two suffix letters. You can't use the letters I and O, and another number must precede the number 0. To obtain a specific N-number, send the FAA an Affidavit of Ownership for Amateur-Built Aircraft, Form 8050-88, along with the number you desire (it's best to give several numbers in order of preference, to save time if your first choice has already been assigned). If your aircraft is a kit, you must also send an Aircraft Bill of Sale, Form 8050-2, with 34
JUNE 2000
the word "aircraft" crossed out and the word "kit" inserted in its place. After the FAA has received your request and if the number you requested is not in use, you will receive a form letter assigning the Nnumber and a blank Form 8050-1, which is an Aircraft Registration Application. Fill out and return this form (with your N-number) to the -•!(T;,:i. fl -l-l
Don't wait until the last minute,
especially with the paperwork items like
getting an
ments for these markings. In short, you must permanently attach your number on both sides of the vertical tail or fuselage between the trailing edge of the wing and the leading edge of the horizontal stabilizer. If your airplane has twin tails, the Nnumber must appear on both outside surfaces. If your airplane's maximum cruise speed does not exceed 180 knots, you may use three-inch-high numbers and letters. If your maximum cruise speed exceeds 180 knots, you must use 12-inch symbols. If you're building an aircraft that has the
same external configuration as an aircraft built at least 30 years ago, you may use two-inch-high mark-
ings on each side of the vertical tail surfaces or fuselage. ,'Jj N-number. ,aiMi, If you want to fly your airplane outside of the continental United Aircraft Registry. The form's pink States, other variables come into copy serves as your registration doc- play. In short, you'll need 12-inch ument until you receive the perma- symbols to penetrate the Air Denent Form 8050-3. You must register fense Identification Zone (ADIZ) your airplane before the FAA inspec- that surrounds the United States. tor or DAR can issue your airworthi- FAR 45.29(h) states, "After March 7, ness certificate. I recommend that 1988, each operator of an aircraft you allow at least 90 days for this penetrating an ADIZ or DEWIZ shall display on that aircraft temporary or entire process. Once assigned an N-number, you permanent nationality and registramust apply it to your airplane before tion marks at least 12 inches high." the FAA inspection. FAR 45.23, Note the word "temporary." If your 45.25, and 45.29 give the require- airplane normally requires two-inch
Instruments to Mark When preparing to mark your instruments, here's a list to get
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When marking instruments, for a neater, more pleasing panel, think about having an instrument shop add the markings to the instruments' faces. • Airspeed indicator—neverexceed speed, flap speeds, etc. ~~ Oil temperature gaug maximum oil temperature Oil pressure gauge—minimum oil pressure Cylinder head temperature—maximum allowable • Throttle—mark the throttle operation ~~ Manifold pressure limits Tachometer—mark maximum and any restrictions Fuel pressure limits Flap lever or switch—mark Gear lever or switch—mark Carburetor heat control Alternate air source Mixture control Propeller control
or three-inch letters, you can legally attach temporary 12-inch letters for flights through the ADIZ.
Identification Plate
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In addition to the N-nurnber, you must also place an identification plate on the exterior of your experimental airplane. FAR 45.11 says,"(a) Aircraft and aircraft engines. Aircraft covered under §21.182 of this chapter must be identified, and each person who manufacturers an aircraft engine under a type or production certificate shall identify that engine by means of a fireproof plate that has the information specified in §45.13 of this part marked on it by etching, stamping, engraving, or other approved method of fireproof marking. The identification plate for aircraft must be secured in such a manner that it will not likely be de-
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faced or removed during normal service, or lost or destroyed in an accident. Except as provided in paragraphs (c) and (d) of this section, the aircraft identification plate must be secured to the aircraft fuselage exterior so that it is legible to a person on the ground, and must be either adjacent to and aft of the rearmost entrance door or on the fuselage surface near the tail surfaces." This plate must contain the builder's (your) name, the model designation, and the builder's serial number. You can have your choice of numbers for the serial number as long as it is not being used by another similar type airplane. This is a major requirement for certification. This requirement also exists for an engine. If you mount a production (certificated) engine on your airplane, do not remove the engine's data plate. Even though the engine becomes experimental when placed on an amateur-built airplane, you
should leave the data plate in place. Retaining the engine's data plate serves another purpose. Paragraph 133c(l) of FAA Order 8130.2D states: "Amateur-built aircraft issued original airworthiness certificates should be limited to operation within an assigned test flight area for a minimum of 25 hours when a type certificated engine/propeller combination is installed, or a minimum of 40 hours when a non-type certificated engine/propeller is installed." The data plate designates a type certificated engine/propeller combination, and with airworthiness directives complied
with, it will reduce your flight test hours. (We'll start discussing engine selection and installation next month.) Builders need to complete all the preceding items before the FAA inspection. Make sure they are on your building schedule and checklist, and don't wait until the last minute, especially with the paperwork items like getting an N-number. It can take some time, especially if you're applying for a personalized N-number, and the FAA can't inspect—and you can't fly—the airplane until this, and all the other items are addressed.
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