The Brazos Breeze EAA Chapter 983 Newsletter March 2002 Mailing Address: EAA Chapter 983, P.O. Box 903, Granbury, TX. 76049 Website http://www.eaa983.org

Chapter 983 meets on the second Saturday of each month at 10:00 AM. in Ken
houseman's hangar. N.E. corner of Pecan Plantation Airport

Thinking about a project? “One of these days is none of these days” -Henri Tubach

NOTAMS:

This bit of advice on buying a used aircraft from Leo Tolstoy. “It’s amazing how complete is the delusion that beauty is goodness"

Superior XP360 Program

After listening to these guys I wanted to throw my Lycoming away and buy stock in the company! Keith Blockus from Superior had an impressive program on their XP360 engine. The long and short of it was their claims to have taken the 0-360 and applied modern materiel and design engineering to it and came up with an engine that will last longer, run smoother and drink less and cheaper (auto) fuel. Major improvements are: Materiel to Aerospace standards, improved lubrication, reinforced structural problem areas, matched and balanced components, tuned intakes, many more machined surfaces and assembled by Teledyne/Mattituck or Aerosport in Canada. They make no claims for more than 180 HP but say that the idle and cruise power vibration levels are up to Passenger Car Standards! It’s still an experimental engine although every component is an FAA approved replacement part for your Lyc 0-360 and the certification process is underway. A TBO of 2000 hrs. and a 2 year warrantee make it an attractive alternative at $23000. They also offer the SL360, which is the same engine in kit form, and are working on other replacement engines as well as a diesel program. Now, I know it’s foolish but here’s an offer for all of you who heard the presentation and also want an XP360. I’ll give you $1000 for your old 0-360 right now, cash money. How ‘bout it?

What, Me Worry?

   1840hrs. I walk into the Trusty hangar for Dennis’ final inspection of his RV6A prior to the issuance of the airworthiness certificate. The first thing I notice is four piles of paper stacked on the wing. Yup, paper weight is approaching aircraft weight. In fact, Lucky Louque, the Designee who came out to inspect the airplane, later tells us that the FAA has told him not to actually inspect an aircraft. Just make sure the paperwork is right. The second thing I notice is Dennis is pacing.
   1850 hrs. Lucky shows up and in a very business like manner immediately begins his inspection. To his credit he won’t put his name on something he hasn’t looked over and this provides the owner with another layer of safety. Lucky has inspected about 75 experimental aircraft, has not turned one down and said that the current program of EAA tech advisors and periodic stage inspections makes his job easy. He very seldom finds anything major.
   Anyone who has had a check ride knows what Dennis was feeling. He has been practicing for this for 10 years. You probably couldn’t get him to admit to being nervous but I don’t believe I’ve ever seen anyone stand so straight and say “Yes sir” so many times. I swear he even offered to wash Lucky’s car.
   During his survey Lucky points out several small items to be fixed and offers bits of advice as he goes along. He talks about the builder who sees his project day after day and eventually stops seeing things he would normally not miss. While inspecting a Glasair the owner said he could just do the paperwork because several Tech Counselors and AI friends had inspected his plane. After Lucky pointed out the aileron bellcrank bolt that had no nut he admitted that a pair of eyes not familiar with the project is a good idea. He told a story of an aircraft that wrecked on its first flight with some kind of control problem. When the builder called to tell him the bad news he asked AGAIN if the plane was built exactly according to plan. “Yes”, replied the builder. “Well, except for the ailerons”. “The ailerons?“ Turns out the he added 17” to the ailerons length and 3” to their width without changing the counterweights or consulting the designer.
   1935 hrs. The inspection is over with several compliments. The items to be fixed do not keep Lucky from approving the airplane because as we learned earlier the FAA does not care if it can fly. Lucky assumes that anyone with a healthy sense of self-preservation will comply before he makes that first flight. Now to the paperwork. Airworthiness and Repairman's application, and a check to Lucky for $400.
   1955 hrs. One hour and five minutes and It’s over! 10 years of cutting, twisting, riveting, sanding, worrying and gnashing of teeth and now it’s time to see if this baby‘ll fly. Today is Monday; Dennis expects to get his Airworthiness on Friday and if the weather cooperates Saturday is going to be the big day.
It did and it was. November 17, 2001.

Note to editor: “The most valuable of all talents is that of never using two words when one will do” - Thomas Jefferson.

Bernoulli’s Law is still in effect #2 - by Jimmy Cash

Airworthiness Directives, and how they apply to Amateur Built Aircraft

   Mr. Bernoulli never knew the meaning of a FAA Airworthiness Directive. Back then, if your neighbor’s wheel fell off his buggy, you probably would hear about and go check your own wheel. People and machines are much more complex today, and the FAA uses AD’s as part of their regulatory program to notify operators of unsafe conditions, which often require specific corrective action. Do homebuilts have to comply with AD’s? EAA admits that this is an intensely contested subject, and I sometimes wonder if the guy who makes oil pump gears for Lycomings is the son-in-law of a Senator. The answer is simple, but the explanation is not:“EAA takes the general position that AD’s do not apply to experimental amateur-built aircraft or to any previously type certified parts being operated on an experimental amateur-built aircraft”
   In the December 1995 issue of our newsletter, Kevin Ross wrote an excellent article on this subject, which was based on a response from Earl Lawrence, at that time in the EAA Government Programs Office. Then, the position was that since an AD is issued against a specific make, model, and serial number, the solution was to remove the data plate from the product affected by the AD, and re-designate it as a Ross-1 (for example). In this way the AD would not apply, as the Ross-1 model would not be listed. How many drinks does it take to get the courage to drill off the data plate on that brand new Lycoming? Whew, I don’t even want to think about it! Put away your drill, as this philosophy has proven to be the predecessor to EAA’s current position.
   The problem with AD’s and amateur-built aircraft is there is little or no written guidance or policy from the FAA. Because of this, EAA formally asked the FAA for a written position on AD’s. After much debate within the FAA, an official position is still not available. However, in 1998 a FAA headquarters Aircraft Certification Management Team studying this issue, stated the following:
   “The FAR do not support AD’s for non-TC’ed aircraft. If FAA issues an AD against a non-TC’ed aircraft, it could be challenged strongly in court for violating its own rules. AGC (FAA Legal Council) is adamant in this. FAA refrains from AD’s for experimental amateur-builts and foreign manufactured non-TC’ed aircraft.”
   Essentially, AD’s are issued against aviation products that comply with a Type Certificate (TC) and/or Type Design (TD) aircraft/engine combinations. To date, there have been no experimental aircraft receive a TD. What about that new Lycoming, just installed on an amateur-built aircraft, doesn’t it and its components still have a TC? Not really. Once installed on an amateur-built aircraft, which has no TD, the engine is no longer in compliance with its TC, as it is installed in an unapproved aircraft/engine combination. To remove an engine from an amateur-built aircraft and install it on a TC’ed aircraft, the engine must receive a conformity inspection performed by a certified mechanic or repair station. It must be verified that all AD’s have been complied with, that all installed components comply with the TC, and that the engine was maintained properly and not modified in a way that would violate the TC. In summary, the amateur-built aircraft and its components are not required to comply with AD’s because the aircraft and its components do not conform to a TC or TD.
   Does this mean that you should ignore AD’s? No! Remember that the aircraft must be in a condition for safe operation. EAA recommends that you evaluate the AD, and make the determination what action, if any, should be taken to ensure the aircraft is safe to fly. It is suggested that a logbook entry be made to indicate how an AD, which applies to a component on your aircraft, has been addressed.
   The argument: Advisory Circular 39-7C, issued on 11/16/95. This AC is a thorn in the side of EAA’s position, as it specifically states in paragraph 8 that AD’s apply to all aircraft, including experimental category aircraft. However, it contradicts itself later in the paragraph by stating that, “Type certificate and airworthiness certificate information are used to identify the product affected.” It further contradicts itself in paragraph 5 by stating, “Pursuant to its authority, the FAA issues AD’s when an unsafe condition is found to exist in a product (aircraft, aircraft engine, propeller, or appliance) of a particular type design.” FAR part 39.1 Applicability, also states that AD’s apply to products of the same type design. As discussed above, amateur-built aircraft do not have a Type Design or a Type Certificate!
   I’m running out of page. Visit http://members.eaa.org/home/govt/issues/positionpapers.html for a more detailed explanation of EAA’s position. And, if an AD is issued for your engine while in-flight over Comanche Peak, fear not, for Bernoulli’s Law is still in effect, and your wings will keep on flyin’!

Air Academy Satellite Program

   George Orwell said Big Brother was going to rule our lives in 1984. Wasn’t quite that bad but in ’84 the EAA became a Big Brother of another sort and brought aviation to our youngsters in a more rounded and academic way than with just airplane rides. The Air Academy was born.
  Chuck Larson, who is the director of the Academy spoke at our January meeting about the early days. Originally planned to develop aircraft building skills, the Air Academy evolved into much more. They try to “Build kids with airplanes”. Along with teaching techniques they stress teamwork and life direction. The Academy mission is to ”Share the technology, skills and lore of aviation”. It has been an overwhelming success.
   As you can imagine, the number of kids who are able to attend at Osh Kosh each year is small in comparison to those who would like to. The constraints of time, money, space and logistics probably keep hundreds away each year. A couple of years ago the owner of Fla-Bob Airport in Riverside Ca. proposed satellite academies and offered to have the first one there. Big Success! Based on that experience the EAA has decided to open several Academies around the country in addition to the original and has asked Chapter 983 to be home for one. They provide a package of computers, tools, curriculum and facilities. We don’t know yet what we would be asked to provide but a committee is forming to find out. In the months ahead they will have a presentation and we’ll have the opportunity to decide. If you have some ideas or would like to participate in the process grab the ear of one of the officers and volunteer. It could be one of the best things you’ve ever done.

Never eat more than you can lift” Miss Piggy’s Guide to Life

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