X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from qmta09.emeryville.ca.mail.comcast.net ([76.96.30.96] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 6039717 for flyrotary@lancaironline.net; Thu, 31 Jan 2013 22:30:52 -0500 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.96; envelope-from=hoursaway1@comcast.net Received: from omta19.emeryville.ca.mail.comcast.net ([76.96.30.76]) by qmta09.emeryville.ca.mail.comcast.net with comcast id urLC1k0031eYJf8A9rWJTe; Fri, 01 Feb 2013 03:30:18 +0000 Received: from sz0081.ev.mail.comcast.net ([76.96.40.138]) by omta19.emeryville.ca.mail.comcast.net with comcast id urWH1k00d2yr1eL01rWHSX; Fri, 01 Feb 2013 03:30:17 +0000 Date: Fri, 1 Feb 2013 03:30:17 +0000 (UTC) From: hoursaway1@comcast.net To: Rotary motors in aircraft Message-ID: <1754610033.604075.1359689417859.JavaMail.root@sz0081a.emeryville.ca.mail.comcast.net> In-Reply-To: Subject: Re: [FlyRotary] Re: Anatomy of a failed AW inspection MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_604074_437344181.1359689417858" X-Originating-IP: [::ffff:68.40.10.159] X-Mailer: Zimbra 6.0.13_GA_2944 (ZimbraWebClient - IE8 (Win)/6.0.13_GA_2944) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=comcast.net; s=q20121106; t=1359689418; bh=BmbslBNFjAWYPtufqsGq1d78RAH9Gu5azVbDb8nK/zc=; h=Received:Received:Date:From:To:Message-ID:Subject:MIME-Version: Content-Type; b=fxMgFHWFDAIZ+ufX7+Tv8fuPduSptN1cVdI2Z+v5OFJfz57qQfemc+qlUrRNI1uME C1Q5JLU2Lb0JKW43atKXmIUHJSDyg2hMmWdehe3RVstiooWGncg5QyjDN7wqk3yojs DUcKppBaQmosnsn8XcJl1KR0c3/Nv/P8TmKYKVr/sIPKrYWN4zRYjsvBnmu7Qj7V3n uuEzrDF9wTqXJ3suR87o/dQ5TupHg5rUW9lkZhMDz+g5HT/zns9l7fj6eblfAWHePn cKNEanzT4Ju+DOgUph+PYsyOjyn3gs44D2BWCkBaO7tUYZ+9Rz+bc021GoRUcpSi+e nqayJxgTSm/Fw== ------=_Part_604074_437344181.1359689417858 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable You can also request a crewmember to fly aircraft while you adjust computer= , don't wast your time asking for a stewardess though she will be denied, (= don't ask )=C2=A0 also if it is a fast aircraft ask for an extended flight= area ( we have 100 miles radius.=C2=A0 David R. Cook=C2=A0 RV6A Rotary=20 ----- Original Message ----- From: "Terry Adams" =20 To: "Rotary motors in aircraft" =20 Sent: Thursday, January 31, 2013 10:10:44 PM=20 Subject: [FlyRotary] Re: Anatomy of a failed AW inspection=20 Ernest,=20 Great that you are sharing your experience with the AW inspection so that o= thers can benefit.=C2=A0 Your next inspection will probably go very smoothl= y.=20 I have had three airplanes (one rotary) inspected by three different inspec= tors.=C2=A0 Though each checked over the actual airplane/engine/controls, i= n the end it all came down to paper work.=C2=A0 As the last inspector told = me his job was to ensure the paper work was in order.=C2=A0 Prepare all the= paper work and as someone said have extra blanks just in case.=C2=A0 Have = an extra sectional available too.=C2=A0 I had marked out on two sectionals,= according to FAA dictates, a suitable 25 mile radius of airspace for my te= st period.=C2=A0 The inspector asked if I would be making a continuous righ= t or left hand turn to remain within the test area.=C2=A0 With a new map he= suggested I outline a much larger area for the test phase.=20 Terry Adams=20 N41521=20 KSCK=20 On 1/31/2013 10:04 AM, Ernest Christley wrote:=20 As many of you know, I called the Greensboro FSDO and scheduled an Airworth= iness=C2=A0=20 Inspection. =C2=A0It was originally scheduled for last Friday, but got post= poned due=20 to inclement weather. =C2=A0Wednesday turned out to be a shirt-sleeve day, = and=20 perfect for an inspection inside a large, open hangar. =C2=A0When I called = for the=C2=A0=20 inspection, I was expecting to get a date a couple months out. =C2=A0The qu= ickness=20 of the schedule took me by surprise, but being the gung-ho guy I am, I went= =20 for it.=20 Three inspectors showed up.=C2=A0=C2=A0Mike Foster, who I had been working = with, and=20 seemed mostly concerned with paperwork. Tim, who did most of the hardware= =20 inspection.=C2=A0=C2=A0And Mark, who seemed to enjoy looking at airplanes t= he most.=20 Don't bother to bring donuts and coffee.=C2=A0=C2=A0Those guys were there f= or hard=20 line business.=C2=A0=C2=A0Wish I could get my $23 back from Dunkin Donuts.= =C2=A0=C2=A0Coffee=20 was crap anyway 8*)=20 They want the airplane in a state where they can write you the AW and you= =20 can immediately taxi it out to fly.=C2=A0=C2=A0Tim seemed to imply that any= =20 modifications after issuing the certificate would require contacting the=20 FSDO and flying another 40 hours.=C2=A0=C2=A0I found that a bit drastic, an= d I'm=20 still not sure how it will work out (If I add a nose wheel fairing, do I=20 have to go back into the test flight area for 40 hours?=C2=A0=C2=A0How abou= t if I=20 change my intercom?=C2=A0=C2=A0Does the simplest of issues requiring correc= tion=20 during flight testing require the clock to reset?).=C2=A0=C2=A0Tim's approa= ch was=20 reasonable, so I'm sure it will all be fine.=20 I had a LOT of cotter pins missing and nylock nuts that weren't tightened= =20 down.=C2=A0=C2=A0Most of this was due to not wanting to waste cotter pins a= nd nylock=20 nuts on parts that needed to be constantly removed during the building=20 process.=C2=A0=C2=A0I probably would have caught most of them if I'd had tw= o months=20 between when I called for the inspection appointment and when they came=20 out, which is what I was expecting.=C2=A0=C2=A0"We can be there Friday" too= k me by=20 surprise, and in retrospect I should have explained my expectation and=20 begged for more time.=C2=A0=C2=A0Then I could have gotten several pre-inspe= ctions=20 and have been ready.=C2=A0=C2=A0Recommendation: Get several pre-inspections= so that=20 you are ready.=20 The biggest deficiency, by far, was that I do not have my final propeller.= =20 My "first attempt" prop has some shop rash on it (tow bars are rough on=20 propellers when you don't remove them before cranking), and I was quite=20 open with the fact that I had no intention of flying with it.=C2=A0=C2=A0Th= at was a=20 clear violation of the "ready to fly" rule, and when I think about it a=20 moment, a clear violation of common sense.=C2=A0=C2=A0The point of the Phas= e 1 is to=20 make sure the major parts of the airplane are working properly together.=20 The point of 40hours instead of 25 for non-certified prop/engine=20 combinations is to make sure they work together in particular.=C2=A0=C2=A0H= ow can=20 you test them together, when they obviously haven't been fabricated?=C2=A0= =C2=A0Duh.=20 At the end, Mike was wanting to write the Repairman's Certificate for me.= =20 All the pictures I've taken during the build process running as a=20 slideshow on a laptop whil the inspection was going on made it clear that= =20 I had built this contraption.=C2=A0=C2=A0I could tell that Mike didn't want= to leave=20 me empty handed; but, he needed the airplane's certification date for that= =20 form, so he was blocked.=C2=A0=C2=A0I point that out to say that these guys= actually=20 WANT to give you the legal pass to go fly.=C2=A0=C2=A0My project was simply= NOT=20 ready to be called an airplane.=20 I've got a list of fixes to complete.=C2=A0=C2=A0That give me some focus to= punch=20 through and git 'er done.=C2=A0=C2=A0It won't be long now. =C2=A0This would= have only taken=20 one visit if I had:=20 1) Lined up some pre-inspections by people who had been through this before= .=20 2) Been honest with myself and asked for more time to get things complete.= =20 3) Understood beforehand that "complete" means "completed".=20 ------=_Part_604074_437344181.1359689417858 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable <= div style=3D'font-family: Arial; font-size: 12pt; color: #000000'>You can a= lso request a crewmember to fly aircraft while you adjust computer, don't w= ast your time asking for a stewardess though she will be denied, ( don't as= k )  also if it is a fast aircraft ask for an extended flight area ( w= e have 100 miles radius.  David R. Cook  RV6A Rotary

From: "Terry Adams" <terrywadams@sbcglobal.net>
To: = "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent:= Thursday, January 31, 2013 10:10:44 PM
Subject: [FlyRotary] = Re: Anatomy of a failed AW inspection

Ernest,
Great that you are sharing your exp= erience with the AW inspection so that others can benefit.  Your next = inspection will probably go very smoothly.
I have had three airplanes (o= ne rotary) inspected by three different inspectors.  Though each check= ed over the actual airplane/engine/controls, in the end it all came down to= paper work.  As the last inspector told me his job was to ensure the = paper work was in order.  Prepare all the paper work and as someone sa= id have extra blanks just in case.  Have an extra sectional available = too.  I had marked out on two sectionals, according to FAA dictates, a= suitable 25 mile radius of airspace for my test period.  The inspecto= r asked if I would be making a continuous right or left hand turn to remain= within the test area.  With a new map he suggested I outline a much l= arger area for the test phase.

Terry Adams
N41521
KSCK

= On 1/31/2013 10:04 AM, Ernest Christley wrote:
As many of you know, I called the Gree= nsboro FSDO and scheduled an Airworthiness 
Inspection.  It was originally sc= heduled for last Friday, but got postponed due
to inclement weather.  Wednesday = turned out to be a shirt-sleeve day, and
perfect for an inspection inside a lar= ge, open hangar.  When I called for the 
inspection, I was expecting to get a d= ate a couple months out.  The quickness
of the schedule took me by surprise, b= ut being the gung-ho guy I am, I went
for it.

Three inspectors showed up.  = ;Mike Foster, who I had been working with, and
seemed mostly concerned with paperwork= . Tim, who did most of the hardware
inspection.  And Mark, who s= eemed to enjoy looking at airplanes the most.
Don't bother to bring donuts and coffe= e.  Those guys were there for hard
line business.  Wish I could= get my $23 back from Dunkin Donuts.  Coffee
was crap anyway 8*)

They want the airplane in a state wher= e they can write you the AW and you
can immediately taxi it out to fly.&nb= sp; Tim seemed to imply that any
modifications after issuing the certif= icate would require contacting the
FSDO and flying another 40 hours. = ; I found that a bit drastic, and I'm
still not sure how it will work out (I= f I add a nose wheel fairing, do I
have to go back into the test flight a= rea for 40 hours?  How about if I
change my intercom?  Does th= e simplest of issues requiring correction
during flight testing require the cloc= k to reset?).  Tim's approach was
reasonable, so I'm sure it will all be= fine.

I had a LOT of cotter pins missing and= nylock nuts that weren't tightened
down.  Most of this was due = to not wanting to waste cotter pins and nylock
nuts on parts that needed to be consta= ntly removed during the building
process.  I probably would h= ave caught most of them if I'd had two months
between when I called for the inspecti= on appointment and when they came
out, which is what I was expecting.&nb= sp; "We can be there Friday" took me by
surprise, and in retrospect I should h= ave explained my expectation and
begged for more time.  Then = I could have gotten several pre-inspections
and have been ready.  Recomm= endation: Get several pre-inspections so that
you are ready.

The biggest deficiency, by far, was th= at I do not have my final propeller.
My "first attempt" prop has some shop = rash on it (tow bars are rough on
propellers when you don't remove them = before cranking), and I was quite
open with the fact that I had no inten= tion of flying with it.  That was a
clear violation of the "ready to fly" = rule, and when I think about it a
moment, a clear violation of common se= nse.  The point of the Phase 1 is to
make sure the major parts of the airpl= ane are working properly together.
The point of 40hours instead of 25 for= non-certified prop/engine
combinations is to make sure they work= together in particular.  How can
you test them together, when they obvi= ously haven't been fabricated?  Duh.

At the end, Mike was wanting to write = the Repairman's Certificate for me.
All the pictures I've taken during the= build process running as a
slideshow on a laptop whil the inspect= ion was going on made it clear that
I had built this contraption. &nb= sp;I could tell that Mike didn't want to leave
me empty handed; but, he needed the ai= rplane's certification date for that
form, so he was blocked.  I = point that out to say that these guys actually
WANT to give you the legal pass to go = fly.  My project was simply NOT
ready to be called an airplane.

I've got a list of fixes to complete.&= nbsp; That give me some focus to punch
through and git 'er done.  I= t won't be long now.  This would have only taken
one visit if I had:
1) Lined up some pre-inspections by pe= ople who had been through this before.
2) Been honest with myself and asked f= or more time to get things complete.
3) Understood beforehand that "complet= e" means "completed".


------=_Part_604074_437344181.1359689417858--