Wanted to ensure the following was referenced here as they are a good set of hints for those starting wing assembly.
Wing Assembly Hints
Monday, November 17, 2008
Friday, November 7, 2008
Can You Modify the RV-12
Thought I would post this as it comes up in conversation quite a bit when builders gather.... (from the VAF forums)
Below is a reply from Joe Norris, Senior Aviation Specialist at EAA.
It's ALWAYS legal to modify an experimental aircraft. That's the nature of the experimental certification categories. The only time when it's not acceptable to modify an experimental aircraft is BEFORE the initial certification of an ELSA that's built from a Consensus Standard-compliant kit from an SLSA manufacturer. This certification category, under the authority of 14 CFR 21.191(i)(2) requires that the aircraft be assembled in accordance with assembly instructions provided by the manufacturer. Since this application requires a Statement of Compliance (FAA Form 8130-15) from the manufacturer, the only way that statement can be valid is if the aircraft is assembled strictly in accordance with the manufacturer's instructions.
However, once that ELSA gets its airworthiness certificate it is an EXPERIMENTAL aircraft just like any other, and you will find no regulation that restricts the modification of such aircraft. The only guiding document will be the aircraft's operating limitations (issued by the FAA as a part of the airworthiness certificate) which will require an approval process to be adhered to if a major change is made. This does not prohibit the change, but does put in place a specific procedure to approve the change.
There is no FAA document that specifically says an ELSA (or any other experimental aircraft) can be modified. The more important issue though, is that you can't find any regulation or guidance that would prohibit such modification. The maintenance and repair regulations found in 14 CFR Part 43 specifically do NOT apply to experimental aircraft, as stated in 43.1(b):
This part does not apply to 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.
This specifically states that the maintenance and repair regulations found in part 43 do not apply to an experimental aircraft. That being the case, there is no restriction on who performs maintenance, repair or modification.
I hope this helps to explain the situation. If not, let me know what further questions you have.
Joe Norris
EAA 113615 Lifetime
Homebuilders Community Manager
EAA—The Spirit of Aviation
www.eaa.org
See you at EAA AirVenture Oshkosh—July 27 – August 2, 2009
Below is a reply from Joe Norris, Senior Aviation Specialist at EAA.
It's ALWAYS legal to modify an experimental aircraft. That's the nature of the experimental certification categories. The only time when it's not acceptable to modify an experimental aircraft is BEFORE the initial certification of an ELSA that's built from a Consensus Standard-compliant kit from an SLSA manufacturer. This certification category, under the authority of 14 CFR 21.191(i)(2) requires that the aircraft be assembled in accordance with assembly instructions provided by the manufacturer. Since this application requires a Statement of Compliance (FAA Form 8130-15) from the manufacturer, the only way that statement can be valid is if the aircraft is assembled strictly in accordance with the manufacturer's instructions.
However, once that ELSA gets its airworthiness certificate it is an EXPERIMENTAL aircraft just like any other, and you will find no regulation that restricts the modification of such aircraft. The only guiding document will be the aircraft's operating limitations (issued by the FAA as a part of the airworthiness certificate) which will require an approval process to be adhered to if a major change is made. This does not prohibit the change, but does put in place a specific procedure to approve the change.
There is no FAA document that specifically says an ELSA (or any other experimental aircraft) can be modified. The more important issue though, is that you can't find any regulation or guidance that would prohibit such modification. The maintenance and repair regulations found in 14 CFR Part 43 specifically do NOT apply to experimental aircraft, as stated in 43.1(b):
This part does not apply to 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.
This specifically states that the maintenance and repair regulations found in part 43 do not apply to an experimental aircraft. That being the case, there is no restriction on who performs maintenance, repair or modification.
I hope this helps to explain the situation. If not, let me know what further questions you have.
Joe Norris
EAA 113615 Lifetime
Homebuilders Community Manager
EAA—The Spirit of Aviation
www.eaa.org
See you at EAA AirVenture Oshkosh—July 27 – August 2, 2009
Monday, October 20, 2008
A Couple of New Tools
Found a couple of tools you might find useful.
Found a nice sanding drum at Menard's available in medium and fine grit. About $4 each. They are scotchbrite pads and sandpaper sandwiched together. 2.5" in diameter. Works well in the die grinder or drill press. An idea from John Bender.
Also found a 1" diamond tipped hole saw I found at Harbor Freight. Cuts a nice disc out of a scothbrite pad for use in the Dremel tool with the standard mandrel. Following JerryG's debur idea.
Wednesday, October 1, 2008
Sent Van's an e-Mail
Sent an e-mail today to Barb at Van's. My builder number is 120088. Will let you all know the projected delivery date for the fuselage. Ordered it at Oshkosh!
UPDATE: Fuselage Kit to be shipped the week of December 1 per Van's!! My birthday is December 2. My present from all!!
UPDATE: Fuselage Kit to be shipped the week of December 1 per Van's!! My birthday is December 2. My present from all!!
Monday, September 29, 2008
Rivets ??
So if there were 10,000 rivets in the box that Van's sent me, how many have I used during construction of the wing kit? Looking at the pictures, the rivets filled 3 of the Tupperware containers. I've used 55% of the rivets. 5500 rivets, so far. The pneumatic riveter from Avery has worked well!!
Finished the Wing Kit Today - Finished the Right Flaperon
Finished the wing kit, it has been 1 month exactly!!!!! I finished the right flaperon, and, as such, have completed the RV-12 wing kit. All went very well with no complaints. The biggest problem I had today was removing the blue plastic from the inboard nose skin. It took about 60 minutes to remove it, came off in about 100 pieces. Will attach the rod end bearings when I figure out where we are going to store the flaperons. Maybe one of the girl's old bedrooms! Do not have any more to add to the blog with regard to suggestions.
Want the next kit, the fuselage kit, ASAP.
This has, so far, been a good experience.
Time - 8 hours Total - 175 hours
Sunday, September 28, 2008
Finished the (1st) Left Flaperon Today
Was a bit concerned yesterday in setting the rivets on the A-1207-L actuation bracket. What worked well what was on the suggested tool list. I used the 1/8" rivet x 1/2" tall cupped squeezer and was able to set the rivets, even though they were quite close to the web of the bracket. Suggest to all to ensure the bracket is as close as possible the inboard nose rib and bracket assembly by inserting the AN3 bolt (not supplied) and using a nut on the other end to squeeze the 8 washers. (My suggestion, not Van's). Then match drill per the instructions, after, of course, ensuring the brackets are 90 degrees to the spar. Attached the pivot bearing brackets and continued with assembly.
The remainder of the flaperon went without a bit of a problem. Follow the instructions and the instructions as shown in the FIGURES. Had to touch drill one on the holes in the counterbalance but otherwise all of the holes in the skins lined up just perfectly.
To form the trailing edge skins of the flaperon, I bent them ever so slowly using a piece of 8" x 24" plywood with a short nap towel between the piece of plywood and the skin. If you go slowly, and use this method, you will get a nice bend to match the A-1205 main ribs and you will not end up with your handprints in the skin. Suggest starting with the bottom edge of the skin up. Go Slow! Do not press on the left or right edge of the plywood, do not put a crease in the skins. Go slow!.
Attached and riveted all of the trailing edge skins. Ensure you are hitting the ribs by feeling with your finger or using a flashlight. Then attached the nose skins. Follow the instructions when match drilling the A1210-L and R nose ribs. Ensure they are 90 deg to the spar, match drill with a #40 drill, insert a 3/32" cleco as you go and then match drill with a #30 drill inserting 1/8" cleco's as you go.
First flaperon is now complete. Looking down the edge, it is absolutely straight with no hint of twist. One more day (hope to finish the 2nd flaperon) and I am out of work! Where is the next kit?
Time - 7 hours
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