Re: Can all US Experimentals fly IFR?

Peter wrote:
"Gig 601XL Builder" <wrDOTgiaconaATsuddenlink.net> wrote

That's what I thought you meant but wanted to make sure. As I posted
in response to your original post there isn't such a list. It
depends on the operating limitations written at the time the
airworthiness certificate is issued and on the equipment in the
aircraft.

A Zenith 601XL would be legal to fly IFR as long as the operating
limitations are written properly and it has suitable equipment.
Suitable equipment simply means equipment suitable to the route
flown and those items required in the FAR.

The same plane would not be legal for IFR with the same equipment if
the limitations specified VFR only. That is why it is critical that
builders to check how those limitations are written.

My Q comes down to who determines whether IFR is permitted and on what
criteria. Obviously everybody would just write "IFR" in there - why
not?

But I don't understand how the US Exp Cat is supervised. Very
superficially, it appears that you can start with a grand piano, screw
a big enough motor on the front, and it will fly. It can't be that
simple. There has (?) to be some sort of supervisory authority which
checks the design for being plausible.

You build the plane and the airworthiness inspector checks to see all the
paperwork is right, inspects the aircraft(At the bottom of this meessage
I've posted the inspection check list) and then signs you off for Phase 1
flight testing. In Phase 1 you can fly (with only required crew) in a
limited geographical area ususlly limited to within 25nm of the base airport
and depending on a few things the Phase 1 is between 25 and 40 hours, but
could be as low as 5 with the new E-LSA aircraft.

After Phase 1 comes Phase 2 which is where you will stay forever.

The point is that yes if you can fly off the Phase 2 hours with the Grand
Piano then you are good to go. And what it really boils down to is the FAA
is not worried about you killing yourself they are worried about you killing
others. So they figure if the plane can fly with you in it for 40 hours then
it should be safe for others. Others, I might add, that have to ses both the
word EXPERIMENTAL painted on the out side of the aircraft and a disclaimer
in the cockpit that it is not an FAA certified aircraft.



Most countries have some sort of sub-ICAO category but most of them
are very fussy - much more so than the US where one can build a
homebuilt with a turbojet engine from a target drone. Here in the UK,
I believe that even a turboprop is difficult or impossible.


The US is the home of the free and land of the brave.


Can you give some examples of the kinds of things which enable IFR
operation to be allowed, or not?

Suitable avionics is an obvious one, of course, and presumably you do
need an IFR GPS to fly IFR off the VOR routes, as is the case in US
airspace normally (I am an FAA CPL/IR so hopefully remember some of
that stuff...).


Suitable avionics is pretty much what is required. Here's a list provided by
the EAA.

http://rvimg.com/IFR_Equipment.pdf











Aircraft Inspection
Definition: For the purpose of this inspection guide, "visually accessible"
means that a section, area, part, system, etc., of the aircraft, can be
viewed by the opening of a hatch/door or the removal of an inspection plate.
It does not mean the removal of equipment, components, or the disassembly of
any part of the aircraft that can not be performed by simple means.

Cabin/Cockpit:
a.. Ensure engine ignition switch(s) is OFF.
b.. Check that there are no sharp corners or edges to catch hands, shoes ,
or clothing.
c.. Check for passenger warning placard (2 seats or more).
d.. Check that instruments are secure and marked/calibrated as required.
e.. Ask the builder if quantity readings were checked for fuel/sight gauge
(s).
f.. Check fuel selector operation (shut off and flow, all tanks), and
labeling, if applicable.
g.. Can the pilot reach the fuel selector while strapped in with the
shoulder harness locked?
h.. Check brakes, fluid, and solid feel of pedals/control.
i.. Check the flight controls at their full range of movement to detect
for possible interference with radios, electrical wires,instrument lines,
and engine controls.
j.. Do the flight control surfaces move in the correct direction?
k.. Check seat and shoulder harness/seat belt installation. Are they
installed in accordance with the plan/drawing as recommended by the
manufacturer?
l.. Check canopy and /or door latching system for proper operation and
security.
m.. Check windshield and other windows for security.
n.. Check for compass and a correction card, and other
instruments/avionics as required for intended 14 CFR part 91 operation.
o.. Day VFR-only does not require flight instruments. Night VFR and IFR
require compliance with FAR 91.205.
p.. Check visually accessible items with emphasis on flight and engine
controls, for locknuts, cotter pins, safety wire, etc.
Fuselage:

a.. Check visually accessible wing/strut/landing gear attach points.
b.. If a battery is installed, check for mounting security and vent
system.
c.. Where accessible, check control cables/rods for binding, clearance,
smooth and snag-free operation, and safety of turnbuckles.
d.. Has the control cable tension been set as recommended by the kit/plans
manufacturer?
e.. Check fuel caps for security and vent system for operation (if
applicable).
f.. Check instrument static ports for blockage (if applicable).
Empennage:

a.. Horizontal and vertical stabilizers, rudder, and elevator, check for
security and travel.
b.. Check for positive control stops.
c.. Check control surface hinges, and control mechanism for function and
security.
d.. Check safety pins/wire, as applicable.
e.. Check control counter-weights for security.
f.. Check for correct direction of travel when controls are operated from
the cockpit. The elevator should go up, when the stick/yoke is pulled back.
The rudder should move right, when the right pedal is pushed.
g.. Are trim tabs installed, and are they correctly marked for control
input? They normally travel in a direction opposite the control surface.
h.. Check the aircraft data plate for builder's name, model designation,
and builders serial number.
Wings:

a.. Visually check wing attach and strut attach points where applicable.
b.. Check fuel caps for security and vent system for operation (if
applicable).
c.. Check control surface hinges and control mechanism for function and
security.
d.. Check safety pins/wire, as applicable.
e.. Check control counter-weights for security.
f.. Check ailerons for correct direction of travel when controls are
operated from the cockpit. Right aileron should go up and the left one
should go down, when the stick/yoke is moved to the right, and the opposite
direction when moved left.
g.. Are trim tabs installed, and are they correctly marked for control
input? (They normally travel in a direction opposite the control surface.)
Landing Gear:

a.. Visually check attach points, strut extension, and extra allowance for
flex brake lines (if applicable), brake system, tires, and wheel fairings.
b.. Does aircraft have retractable landing gear?
c.. Was a gear retract and extension performed with the installed
tire/wheel combination?
d.. Was an emergency gear extension performed (if applicable)?
e.. An entry in the maintenance record of this function by the builder is
usually sufficient.
f.. Was landing gear wheel alignment checked?
g.. If equipped with conventional gear (a tail wheel), will the aircraft
taxi in a straight line?
Engine Compartment:

a.. Has the engine ground run been performed and recorded in the engine
maintenance record?
b.. Has the engine been installed in accordance with the kit/plans
manufacturers recommendations?
c.. Is the engine and engine mounts secure and grounded with electrical
ground straps?
d.. Are the fuel and oil lines compatible with the fluid. All fluid lines
should be of material and installed as recommended by the kit/plans
manufacturer. Fluid lines and filters should be located away from the
exhaust system.
e.. Is the exhaust system secure, and does it have a heater muff? (Carbon
Monoxide in the cabin must be considered).
f.. Is the firewall fabricated from material recommended by the kit/plans
manufacturer?
g.. Does the engine have carburetor heat or alternate air, and does it
work?
h.. Are the spark plug wires secure to the plugs.
i.. Ask for a record of the differential compression/cylinder pressure
test to determine if it meets specifications of the engine manufacturer. If
any cylinders are below specifications, then don't issue the A/W certificate
until repairs are made.
j.. Check engine and propeller controls for operation, security, and
routing.
k.. Check security of fuel and electrical system components and alignment
of drive belts where applicable.
Propeller:

a.. Have the propeller bolts been properly torqued (Builder's Log entry),
and are they safetied?
b.. Is spinner installed, and is it secure?
c.. Has prop track been checked?
d.. Is the propeller damaged or nicked?
e.. Are the propeller tips painted for visibility?
Miscellaneous items:

a.. Is the aircraft equipped in accordance with FAR 91.205 for the
operations that the owner/operator intends to fly, or for the limitations
issued in Phase II? (Night VFR, IFR).
b.. If a ballistic chute is installed, is it installed I/A/W the
manufacturers instructions?
c.. If the aircraft has 2 seats or more, check for installation and
operation of the Emergency Locator Transmitter (ELT).
d.. Is the pitot static system open?
e.. Are any of the fluid systems leaking ?
f.. Is there a low point sump drain in the fuel system?
g.. Is draining the sump listed on the pre-flight checklist?
THIS AIRCRAFT _(List Model, S/N), REGISTRATION NUMBER,_N________WAS
INSPECTED ON __/__/__. IT WAS FOUND
ELIGIBLE FOR THE CERTIFICATE REQUESTED. ENTRY WAS MADE IN THE AIRCRAFT
RECORDS AND THE APPROPRIATE
LIMITATIONS WERE ISSUED.

________________________________
(Signature, FAA/DAR)



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