What about changes to the inst panel that would "enhance the safety of flight" say adding a x-ponder, a radio or nav upgrade, or a engine information system. Lets say you go from a "panel mount" 396 to a 496. Or hook your lap top (moving map display) to a panel mount gps. Do any or all of the above require a form 337 and or going back to test phase # 1? How about a sun visor that enhances safety of flight?
Mike Turner Jackson Mo ----- Original Message ----- From: "Jeff Scott" <jscott.pi...@juno.com> To: <kr...@mylist.net> Sent: Wednesday, February 14, 2007 11:05 AM Subject: Re: KR> Question about airworthy certificate > This story came from the Long-Eze builder that changed the fuel line > plumbing several times, and eventually changed it back to the way it > was originally configured. The insurance denied him coverage after he > crashed the plane, not because he had made changes, but because he had > made "major alterations" to the configuration without notifying the > FAA, which legally rendered the aircraft legally unairworthy. They > chose not to cover an airplane that legally should not have been flying. > > Of course there are fine lines that can be cut on this. If you change > a carb, is it a major alteration? Essentially, the answer is that if > you would be required to file a form 337 (major alteration form) for > this mod on a certified plane, then you should notify the FAA (FSDO)for > this change on an experimental. This doesn't always require a phase 1 > fly off period. > > So, in the question of changing a carb. If you replaced the carb with > the same model that was removed, that comes under maintenance and > repair and is OK. If you change to a different type of carb, yes you > should call FSDO to get an OK and send them documentation on the > change. Just ask yourself, "If I changed to a different type of carb > on a certified airplane, would it require a 337 or just a logbook entry?" > > The phase 1 fly off time is assigned by FSDO and is usually 5 hours, > although I have seen everything from 0 - 25 hours depending on the > changes that were made. Don't just make an entry and do a fly off > after a major alteration in place documenting the changes with FSDO. > It doesn't count. > > > So another question is what alterations can the builder do without > notifying FSDO. The easy answer is any maintenace and any non > structural fairings. There are undoubtedly a few other things included > in there as well, but it's really up to you to determine the line > between "maintenance" and "alterations". As I said before, I make that > determination by asking myself "If I did this to a certified airplane, > would I need to file a 337?" > > Jeff Scott > A&P > > > -- "Mark Langford" <n5...@hiwaay.net> wrote: > I heard the story of the guy swapping carburetors and having his insurance > voided (even though he eventually swapped it back), but I wonder how far > this goes. Does it mean you're supposed to call the FSDO and do 5 hours > after an engine rebuild, or after an engine swapout for a similar engine? > Last time I did this I think the consensus was it was a logbook entry and > then five hours of flyoff time. Or is this a question for the FSDO? >
