restrictions on Amateur built aircraft

Hello all,

I am in the early stages of thinking about building a kit aircraft.

I would appreciate comments on the real-world impact of the FAR
restrictions with regards to operation of an Amateur-built experimental
aircraft over congested areas (except during airport operations).

What does this mean? Although I live in the boonies, I have family
members and friends in NYC, Boston, Twin Cities & GSP. Does 'except during
airport operations' allow me to fly my experimental to TEB so long as I
don't circle to look at the scenery in Northern New Jersey?

kleindoc

Once you fly off the restrictions, you have the same access as a certified
airplane,

--
Cy Galley
Editor, EAA Safety Programs
or


"Rob" wrote in message
...
Hello all,

I am in the early stages of thinking about building a kit aircraft.

I would appreciate comments on the real-world impact of the FAR
restrictions with regards to operation of an Amateur-built experimental
aircraft over congested areas (except during airport operations).

What does this mean? Although I live in the boonies, I have family
members and friends in NYC, Boston, Twin Cities & GSP. Does 'except
during
airport operations' allow me to fly my experimental to TEB so long as I
don't circle to look at the scenery in Northern New Jersey?

kleindoc

On Mon, 20 Oct 2003 14:14:07 GMT, "Rob" wrote:

Hello all,

I am in the early stages of thinking about building a kit aircraft.

I would appreciate comments on the real-world impact of the FAR
restrictions with regards to operation of an Amateur-built experimental
aircraft over congested areas (except during airport operations).

What does this mean? Although I live in the boonies, I have family
members and friends in NYC, Boston, Twin Cities & GSP. Does 'except during
airport operations' allow me to fly my experimental to TEB so long as I
don't circle to look at the scenery in Northern New Jersey?

kleindoc


The FAR's, like our regs, have lots of prescriptive requirements
written in them but because of the idiot nature of the courts they
have none of the underlying reasons written in them as well.
this is to stop abuse by lawyers.

When a certified aircraft is built there is a calculated design behind
it which predicts airframe loads to a standard of safety typically
150% of the loads calculated at all up weight and 6g. (or something
like that). The prototype is tested by observant and clued up test
pilots and it put through a range of manouvers to prove that there
werent any mistakes in the design. Once it is demonstrated to meet all
the standards required for handling characteristics it is approved for
manufacture.

Part of that approval involves the locking down of the design so that
every subsequent copy of the prototype(s) is the same, or is
reverified as suitable, and part of the approval is a locking down of
a system of quality of manufacture so that every copy of the verified
prototype is a competent copy of it's charactersitics.

Now you and I can build an aeroplane that flys just as well and may
even look prettier. However the manufacturing process we use hasnt
been verified, the "TLAR" (that looks about right) design process we
used hasnt been verified and to top it off the flying characteristics
of the left aileron that has that little kink in it from dropping it
off the bench (you get what I mean) hasnt been tested in flight.

In short our aircraft, although it looks every bit as nice as a bought
one, hasnt necessarily had any aspect of it's design or manufacture or
handling verified.

If it develops a problem that is unforseen by us when it is flying
where will it end up? Gravity is the only constant in the flying
environment and it is an acceleration. Gravity will see us drawn down
to whatever is below is and have us make a forced landing.

The law has seen with impeccable wisdom that an aircraft in a spot of
bother may cause untold damage to what it force lands into or through
or onto.

So as not to prevent you from exercising your right to do something
incredibly interesting (build an aircraft) it merely requires that you
test fly the aircraft away somewhere that is safe and verify that it
actually works competently. Once you have proven that it works safely
it is signed off for virtually unlimited use, except of course that
since you arent tracking and fixing any faults that are found in it or
it's copies you cant use the aircraft commercially.

That is it in a nutshell.

Build your aeroplane, build it well (dont do anything shonky), test
fly it and prove that it works and you should be allowed to fly it
anywhere.

"state aircraft type please"
(you are at 400 knots at 29,000ft and overtaking the commercial
aircraft with ease)
"I'm an experimental"
"what? do you mean your a homebuilt"
"thats correct"
"are you serious?"
"yep, built it in my shed at home"
"are you serious?"
"yep, I'm flying an IFR turbine powered lancair 4P"
"are you serious?"

that is supposedly, I'm told, a radio comms sequence one local guy
encountered while testing his lancair up in a jetstream to see how it
handled. his target is 4 hours coast to coast across australia. ....if
only he can get the jetstream in just the right position.

the potential is incredible mate. have the confidence to have a go.
Stealth Pilot
Australia

"Rob" wrote in message ...
Hello all,

I am in the early stages of thinking about building a kit aircraft.

I would appreciate comments on the real-world impact of the FAR
restrictions with regards to operation of an Amateur-built experimental
aircraft over congested areas (except during airport operations).

What does this mean? Although I live in the boonies, I have family
members and friends in NYC, Boston, Twin Cities & GSP. Does 'except during
airport operations' allow me to fly my experimental to TEB so long as I
don't circle to look at the scenery in Northern New Jersey?

kleindoc

All homebuilt aircraft are now issued operating limitations that allow
flight in congested airways and over congested areas. You're reading
outdated material. You do need to be high enough to safely land
though in case of a forced landing....whatever they mean by that. If
you were at 5,000 ft. AGL and land on a car, does that mean you
weren't high enough? Who knows? You will also be able to do major
modifications without notifying your FSDO prior to or for a follow-up
inspection. Those with the old OLs with these restrictions can easily
have their OLs updated through the mail. If you meet the radio, pilot
certificate regs (student pilot) and transponder/encoder regs, you can
land anywhere. The biggest prohibition will be getting squeezed in
and out at extremely busy airports and potentially stiff landing/ramp
fees and possibly Homeland Security restrictions. I flew into
Lindbergh International just before 9/11 for lunch in a homebuilt.