July 1996

Volume 16, Number 7


Chapter 724, Experimental Aircraft Association

Merritt Island, Florida

Mailing address: P. O. Box 320923, Cocoa Beach, FL 32931


Officers Technical Counselors

President: John Murphy 783-1515 Ted Yon 783-7966

Vice President: Eric Kennard 631-3264 John Murphy 783-1515

Secretary/Treasurer: John Soukup 783-7128 Young Eagle Coordinator

Newsletter Editor: Fred Mahan 452-5797 Tony Yacono 459-0080

Flight Advisor

Tom Hennessy 452-4021


The next meeting will be the second Wednesday of July

July 10, 1996, 7:30 P. M.


Permanent New Meeting Place!

Big Merritt Island Air Service Hangar, South Side of Runway

Second Floor, Southwest Corner Meeting Room




EAA Chapter 724

P. O. Box 320923

Cocoa Beach, FL 32931



Calendar of Events and Places to Go

July 13 Carrolton, GA, Chapter 976 Fly-Out, 770-834-7970

July 20 Cartersville, GA, Chapter 268 Workshop/Fly-In, 770-928-9064

August 1-7, Oshkosh, WI, EAA Convention

Regularly Scheduled EAA Fly-Ins Across Florida

Every First Saturday, Cannon Creek Airpark, Lake City, Fly-In Breakfast, 904-755-4760

Every Second Saturday, Charlotte County Airport, Punta Gorda, 813-575-6360

Every Third Saturday, Dunn Airpark, at the parachute center, 407-269-3660

Every Third Saturday, Sebring Airport, Chapter 803 pancake breakfast

Every First Sunday, Ft. Myers Airport, Chapter 66 pancake breakfast, 941-947-1430

Every Second Sunday, Naples Airport, 941-775-1661

Every Third Sunday, Kissimmee Municipal Airport, west side of the field, 9 am on.

Every Fourth Sunday, Bob Lee Airport, De Land, Fly-In Lunch, bring your own, 904-985-5373



Juneís Chapter Meeting

Tony Yacono reported on the previous weekendís Young Eagles program. Eight airplanes were used to fly 51 kids at Merritt Island Airport.

Larry Olsen talked about his Mazda rotary- powered Cozy Mk. IV. In 15 months, he accumulated only 18 1/2 hours of flying time. Larry was only able to get a top speed of 155 knots. To get more power, he installed a turbocharger and intercooler, but blew one of the rotor seals in the engine. His hopes for high reliability from a rotary engine werenít realized, and he is now almost finished with installation of a 6-cylinder PZL-Franklin O-350, 211 hp engine, with an Ellison throttle body injection system.

Johnny Murphy read a report from the internet on a recent fatal Velocity accident in Canada. Details were sparse, but the pilot may have been doing low-level aerobatics (500 ft.) on the aircraftís 6th or 7th flight. On a steep pull-up, the aircraft apparently entered a deep stall from which the pilot could not recover.

Johnny also did a show and tell on an aircraft oil filter, demonstrating the oil flow and where the particles lodged in the filter pleats. He also read from a Light Plane Maintenance article which recommended only considering three additives for your aircraft oil; Avblend, Lycomingís EP lubricant, and Marvel mystery Oil.

Finally Bryan Maynard offered to show his steel RV-6/6A fuselage jig to anyone who might be interested. It will be for sale near the end of the year. Call Bryan at 636-4091.

The Chapter had 10 visitors at the meeting: Charles Buckley, Victor Tasiemski, Carl Gaddis, Joe Brett, Alex Portalatin, Bob Ferguson, Don Gordon, Fred Stotts, John Goodwin, and Al Marshall.



Amateur-Built Maintenance

by Earl Lawrence, EAA Government Programs Office

The EAA Government Program 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 misinterpreted 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 aircraftís 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 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 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.

ADís 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 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 Lycoming engine, you are still responsible for ADís 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 havenít changed its designation to the Ross model R1 serial number 001. In general, you can say if your aircraft received its airworthiness certificate based on the fact that it had a certified engine, then the ADís apply. If you received an airworthiness certificate based on the fact that your engine was not certified, then the ADís donít apply.

Isnít this fun?

Now about who can do work on an amateur-built aircraft. Anyone can normally work on an experimental aircraft and sign off the work, including your two-year-old son. Some FAA 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 EAAís 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 certified A&P or repairman must perform this inspection. Note that 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 repairman.

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