LSA

[SonexN76ET]

Yes, with the aerobatic ailerons the Sonex is still "sport pilot eligible". The LSA and sport pilot eligible aircraft stall speed is probably what your question relates to. For LSA and sport pilot eligible aircraft it is based on the stall speed clean, without the use of flaps.

Jake

[Sonerai13]

How would one go about buying this partially built kit, finish it and register it themselves being the builder?

If you buy the project, and if the previous builder has documentation for the work he did, you can finish the build and register the plane as an experimental. There can be more than one "builder"....in fact there isn't a limit as to the number of builders as long as they do it for "education and recreation". In other words you can't pay someone to build it for you.

In order to get the repairman's certificate, you are supposed to be the "primary" builder. http://www.flightsimaviation.com/data/F ... 5-104.html

There isn't a definition for what constitutes "primary". I've read that if you are the person who signs off in the logbook that the plane is airworthy and ready for inspection, that can make you the primary. You do have to convince the FAA that you are capable of performing as the repairman. There was a group of guys in Oregon who bought 13 kits and worked together as a committee to build them. At the end they drew lots to see which airplane they got. No one person did the majority of work on any one airplane but they still were the primary builder for the plane they got.

There are two different things at work here. First, the person who presents the aircraft for certification will be listed as the "builder" on the data plate and registration. That does not automatically make that person eligible for the repairman certificate. As has been mentioned, there is no specific definition of "primary builder". This is determined by the FAA inspector who conducts the interview of the applicant for the repairman certificate. Sometimes it's obvious that the builder is "primary", and sometimes it's obvious that they are not. But in cases where someone purchased a partially completed project, eligibility will hinge on how good a salesman the applicant is. The applicant must exhibit thorough knowledge of the construction of the airframe as well as the systems installed, and how to properly inspect it. If the applicant can do that, they will probably get the repairman certificate regardless of where the project was when they got it.

[Sonerai13]

I thought that with a A&P you could do a condition inspection on experimentals. Less stringent than the certified world where you need your IA to do an annual. I had a lot of co-workers who got their A&P after military service working on aircraft. It is a good thing to do.

You're right Bryan. An A&P mechanic is authorized to perform the condition inspection on an experimental aircraft. No IA is required. Having said that, I always recommend that the builder apply for the repairman certificate anyway (if they feel they are eligible) even if they are an A&P. The reason is, there are currency requirements for an A&P certificate, and if the A&P cannot meet those requirements at some point in the future, they would not be able to do the condition inspection. There are no currency or recency requirements on the repairman certificate, so even if the A&P is non-current, they would be able to perform the condition inspection on their homebuilt anyway under the privileges of their repairman certificate.

[n982sx]

I thought that with a A&P you could do a condition inspection on experimentals.

Bryan,

This is correct. An A&P can do the condition inspection on experimentals.

I think the poster you are referring to said that his job was NOT one that automatically qualified for an A&P with the FAA. However, if his experience gave him a head start, it might be worth his time for some additional training to get it. I don't know how practical that is really.

[pchuckie]

I would love to get my a+p, trouble is all the schools I've checked into only do the classes during the day. I have a full time job already. The other way is to work underneath I believe an AI. I approached one after talking to him several times and learned that's how he earned his, I thought mentioning I'd be interested in follow in his foot steps I got silence. I didn't blatantly ask, that'll come after a few more conversations.


"This is determined by the FAA inspector who conducts the interview of the applicant for the repairman certificate. Sometimes it's obvious that the builder is "primary", and sometimes it's obvious that they are not. But in cases where someone purchased a partially completed project, eligibility will hinge on how good a salesman the applicant is. The applicant must exhibit thorough knowledge of the construction of the airframe as well as the systems installed, and how to properly inspect it. If the applicant can do that, they will probably get the repairman certificate regardless of where the project was when they got it."

soneria13, great answer

[fastj22]

The only benefit the repairmans certificate buys you is the ability to sign off your own condition inspections. Any A£P can also sign them off and probably won't charge you an arm and leg if you assist him. And another set of eyes certainly isn't money thrown away.

[pchuckie]

Fastj22, I don't disagree. However I prefer having the choice to sign off my own annual condition.

[radfordc]

The only benefit the repairmans certificate buys you is the ability to sign off your own condition inspections. Any A£P can also sign them off and probably won't charge you an arm and leg if you assist him. And another set of eyes certainly isn't money thrown away.

Two issues.
It's not always easy to find an A&P who will do the inspection.

If you find one it can cost as much as $500 or more to have it done.

[fastj22]

We are spoiled at KFLY. You can't swing a dead cat around here and not hit an A&P. Perhaps its all the retired military in the area. Still, even at $500, its a heck of a lot cheaper than having an AI inspect your certified plane.