certification of composite aircraft

i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites. how would such a
building strategy affect the airworthiness certification procedure?
can someone please describe or provide links to a concise summary of
the regular certification process of homebuilt aircraft especially
with regard to fees, what the builder and inspector do during the
process, how many inspections are done etc, thank you.

On 20 Mar 2004 18:40:13 -0800,
(sebastian) wrote:

i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites. how would such a
building strategy affect the airworthiness certification procedure?
can someone please describe or provide links to a concise summary of
the regular certification process of homebuilt aircraft especially
with regard to fees, what the builder and inspector do during the
process, how many inspections are done etc, thank you.


You can make an airplane out of dried cat guts if you want.
It's your choice. Of course, you'll still have the 40 hour
fly off time before you can carry passengers.

Remember, these are "homebuilt experimental" aircraft...

If you want to experiment with different materials, go for
it.

John

In sebastian wrote:
i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites.

What do you expect to gain by this?

how would such a
building strategy affect the airworthiness certification procedure?

Like John said, the feds aren't supposed to care what you make it out of,
since they will not let you carry passengers until you have flown a
sufficient number of hours to demonstrate that you aren't likely to get
them killed. Unless you really know what you are doing, however, a
materials substitution may negatively affect the pilot longevity process.

can someone please describe or provide links to a concise summary of
the regular certification process of homebuilt aircraft especially
with regard to fees, what the builder and inspector do during the
process, how many inspections are done etc, thank you.

Go check out http://www.wanttaja.com/ for general homebuilding
information.

----------------------------------------------------
Del Rawlins-
Remove _kills_spammers_ to reply via email.
Unofficial Bearhawk FAQ website:
http://www.rawlinsbrothers.org/bhfaq/

"sebastian" wrote in message
om...
i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites. how would such a
building strategy affect the airworthiness certification procedure?


Sebastian.
Experimentals are not certified to be airworthy. They are DECLARED by the
builder to be airworthy. The regs remain the same regardless of materials
used or the math capabilities of the designer. Get the advisory circular
and have at it.

Scott.

From you question it appears that you do not have experience building
experimental airplanes. Unless you have some other composite experience it
may be best to start with a kit that is designed to be glass. You will find
that the what avenues you have for support on any given Kit will be of
little use if you stray too far from the design.

If you are bound and determined, I suggest that you consider sticking with
the metal on all the wings and fins, and just make a compsite skin like with
the glastar. That way you have less chance and penalty for failure of your
conversions. you can always build the composite wing and swap it out later.

Most of the advantages you can have with composites will be found in the
hull anyway. At the speeds a 701 is designed for the rivets are not slowing
you down all that much IMO, and the aluminum is going to be a lighter wing
structure.



Dude






"sebastian" wrote in message
om...
i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites. how would such a
building strategy affect the airworthiness certification procedure?
can someone please describe or provide links to a concise summary of
the regular certification process of homebuilt aircraft especially
with regard to fees, what the builder and inspector do during the
process, how many inspections are done etc, thank you.

"sebastian" wrote in message
om...
i am considering building a zenith-air stol 701 kit plane which is
usually made from riveted aluminum, but instead i would like to build
it primarily out of carbon fiber composites. how would such a
building strategy affect the airworthiness certification procedure?
can someone please describe or provide links to a concise summary of
the regular certification process of homebuilt aircraft especially
with regard to fees, what the builder and inspector do during the
process, how many inspections are done etc, thank you.


Why? is the first question that pops into my head. You will probably get no
assistance from Zenith. It's not like you would be building a 701 you would
be building a composite that looks like a 701. And sure enough when it folds
up in a field somewhere it will be reported as a 701.

If you want a composite find a set of plans for a composite.

Visit the EAA site www.eaa.org for your certification process questions.

GigG

John Ammeter wrote:
You can make an airplane out of dried cat guts if you want.
It's your choice. Of course, you'll still have the 40 hour
fly off time before you can carry passengers.

Should have opted for a larger dog. The cat guts pile is growing
much too slowly...