I’m the DAR from Leesburg 😊. I’ve done several certifications with Herman and he does a great job preparing his clients aircraft. I did want to make one comment. We no longer use a paper FAA Form 8130-6 application for Airworthiness certificate. We now use an electronic application portal called AWC.
I am from Central Texas and building a plans built Gyroplane. The weight and balance differs quite a bit from a fixed wing as the W&B is done by a " hang Test." Yes the weight supported by each tire is done and a total computed but I am not aware of a Datum point established and range determined mathematically. What have you encountered when performing the DAR or FAA inspections?
@ gyro planes submit a weight and loading document. Typically the manufacturer of the kit will tell you how many degrees the nose should be from level when hanging gyro. If you are designing your own then it’s up to you to figure that out and create a document showing the results of your hang test and also the allowed weights in each seat.
@ This is a scratch build . In fact this is the first design which via an exemption, the FAA allowed to conduct training. It is a Parsons Trainer. It is a tandem design with a fore and an aft rotor mast connected by what is called a cheek plate. During the hang test, the aircraft with fluids and the pilot seated is lifted from the rotor mast via an overhead crane. The fuselage must hang at an approximate 3-5° nose down. Adjustments are made until this happens. Yes a kit would have been nice as a reference.
Thank you for this video, Sir! I am thinking about building a CH750 Super Duty. Going to builders day at Zenith in Mexico, Mo in February or March depending on weather. Thank again!
@@adamr9215 I am a little confused, Zenith never had any financial issues and their wait was never longer than 6-7 months a few years ago. Must've been a different kit manufacturer.
@ No, it was Zenith. A friend had his CH750 ordered about 6 months before the flu scare happened, and he ended up waiting another year and a half before selling his spot to someone else. And around that time, there was a lot of speculation about their finances. I didn’t really look into it because it doesn’t really matter to me. I built my CH801 in 03, and don’t really fly it much because I have a Stinson 108 that is a far better plane.
This guy doesn't know he's talking about, to say the main part of the inspection is paperwork is absolutely ridiculous. I was a DAR for years, the paperwork is not the most important part of the inspection. The inspection is the most important part of the certification process.
Christopher, I might have put a little too much weight on the paperwork side of the inspection as I see too many times that this is a hurdle and unknown territory for many. You are very correct that a thorough physical inspection of the aircraft is performed also which I explained in the video. I just didn't mention it many times compared to me hammering on the correct paperwork. - As Adamr9215 wrote; if paperwork is not done right, there will be no inspection.
This is a proud Dutchman I can hear, helping Americans flying their experimentals, this is heaven to my opinion what a freedom, not possible in europe!
I’m the DAR from Leesburg 😊. I’ve done several certifications with Herman and he does a great job preparing his clients aircraft. I did want to make one comment. We no longer use a paper FAA Form 8130-6 application for Airworthiness certificate. We now use an electronic application portal called AWC.
I am from Central Texas and building a plans built Gyroplane. The weight and balance differs quite a bit from a fixed wing as the W&B is done by a " hang Test." Yes the weight supported by each tire is done and a total computed but I am not aware of a Datum point established and range determined mathematically. What have you encountered when performing the DAR or FAA inspections?
@ gyro planes submit a weight and loading document. Typically the manufacturer of the kit will tell you how many degrees the nose should be from level when hanging gyro. If you are designing your own then it’s up to you to figure that out and create a document showing the results of your hang test and also the allowed weights in each seat.
@ This is a scratch build . In fact this is the first design which via an exemption, the FAA allowed to conduct training. It is a Parsons Trainer. It is a tandem design with a fore and an aft rotor mast connected by what is called a cheek plate. During the hang test, the aircraft with fluids and the pilot seated is lifted from the rotor mast via an overhead crane. The fuselage must hang at an approximate 3-5° nose down. Adjustments are made until this happens. Yes a kit would have been nice as a reference.
@ Ok so a knowledgeable DAR will know this is an acceptable deviation. Thanks
Thanks for clarification Arnold! my mistake, I do know better ;) I was to much focused on the EAA package.
I love this content, first time builder. Very informative. Thank you.
Awsome Brian! As always. Very informative for any first time builder. Looking forward for the follow up on testing and first flights.
I had to laugh when Herman said “If your firewall nylocks are melting, you have bigger problems” I was just thinking that at the time he said it.
I setup a temp probe next to nuts near the exhaust and engine . Not even close to temp needed to melt .
Very informative and useful for first time builders , thanks .✈️
I guess this is the first video of the new year...... happy new year
Very informational. Thanks
Awesome 👍
Thanks👍🏿
Thank you for this video, Sir! I am thinking about building a CH750 Super Duty. Going to builders day at Zenith in Mexico, Mo in February or March depending on weather. Thank again!
Have they gotten the wait under control? Just a couple of years ago they were 3 years behind and having financial issues.
@@adamr9215 I am a little confused, Zenith never had any financial issues and their wait was never longer than 6-7 months a few years ago. Must've been a different kit manufacturer.
@ No, it was Zenith. A friend had his CH750 ordered about 6 months before the flu scare happened, and he ended up waiting another year and a half before selling his spot to someone else. And around that time, there was a lot of speculation about their finances. I didn’t really look into it because it doesn’t really matter to me. I built my CH801 in 03, and don’t really fly it much because I have a Stinson 108 that is a far better plane.
What is different when the aircraft is scratch built?
What does DAR stand for?
Designated airworthyness representative
This guy doesn't know he's talking about, to say the main part of the inspection is paperwork is absolutely ridiculous. I was a DAR for years, the paperwork is not the most important part of the inspection. The inspection is the most important part of the certification process.
If you don’t have the paperwork, then no inspection will happen. So, that paperwork is the most important part. That’s how our government works.
Christopher, I might have put a little too much weight on the paperwork side of the inspection as I see too many times that this is a hurdle and unknown territory for many. You are very correct that a thorough physical inspection of the aircraft is performed also which I explained in the video. I just didn't mention it many times compared to me hammering on the correct paperwork. - As Adamr9215 wrote; if paperwork is not done right, there will be no inspection.
Interesting, German dude kind of doesn't come out right, thanks for the interpretation
This is a proud Dutchman I can hear, helping Americans flying their experimentals, this is heaven to my opinion what a freedom, not possible in europe!