Warbirds and the FAA 1

[WWIIPlaneGuy]

The new kid on the block is looking for old hats who know -337s and STCs.
What is the quickest & easiest way to get FAA approval for mods and repairs?
I have done some side jobs for friends with Warbirds, designing repairs for cracked spars and mods for avionics boxes...but I have kept it to experimental aircraft only.
I'm a professional Aerospace (Structures) Engineer with the Government (not FAA) where I evaluate corrosion grindouts, design repairs, and develop mods all the time, but I know that FAA rules are different. What does the FAA expect in a 337? In a STC request? If I design a small GPS antenna mount for a Normal category aircraft, would it require a 337? What about evaluation of corrosion damage on a wing (e.g. net section loss)? New instrument panel layout?
How long should I expect FAA approval to take? If I go to a Structural DER does it still go to the FAA?
Thanks all...I appreciate the insights!

 

[Sparweb]

I think your best course of action is to consult a DER who can get the details done without wasting time on learning procedural matters (he already knows them). With that out of the way, you and he will discuss the mods and repairs from a technical viewpoint until he's satisfied that the certification requirements are met (depending on the aircraft in question).

Don't start working on an Normal Category aircraft until you know that the licensed mechanic responsible for it can legally sign out the work you do. (If you're not a licensed A&P the scope of work you can do is limited.) The mechanic will be looking for data that comes either from a DER or other acceptable sources before signing the book.


Steven Fahey, CET

 

[behindpropellers]

You can read about it yourself.

http://www.faa.gov/avr/afs/faa/8300/8300_vol2/2_001_00.pdf

Changing an instrument panel layout is a minor change. Changing the size or location of the panel itself requires a 337 or STC.

Field approvals are hit and miss. Many fsdo's will not approve some mods while others will. You can shop around with different IA's in different fsdo's territory to get an approval.

Tim

 

[Nigel]

Most FSDO's only give field approvals with FAA approved data these days. Min' 8110-3 DER approval.

All DER approvals go to the FAA. If the DER is delegated for alterations and repairs his approval is all you need, but there will need to be drawings to approve. DER is quick and the FAA propably won't even look at it without DER involvement.

Nigel Waterhouse B Eng (Hon's)
Can-Am Aerospace,LLC, Canadian Aircraft Certification Centre

http://www.canamaero.com

 

[Heckler]

PlaneGuy,

Nigel - is 100% correct. Find a FAA DER that has the ratings you are looking....ie if you're installing a GPS antenna make sure he's structural. To what invlovement will you need a DER well from experience when the DER signs of on the 8110 he's putting his ars on the line. So with that said the DER will tell you what you need to bring to the table---pending his approval of your work will dictate his comfort level with you design. One more thing...the world of DER's is small a good ol boy network...I've been trying to get into that network for sometime now.

 

[Nigel]

I am also applying for FAA DER and TC DAR. Almost there in both cases, not an easy road though.

Nigel Waterhouse B Eng (Hon's)
Can-Am Aerospace,LLC, Canadian Aircraft Certification Centre

http://www.canamaero.com

 

[sigmatau]

I am an FAA DER for structures, and can approve the data for structural repairs and modifications. You need a form 337 to approve an airplane for return to service after a "major" alteration or repair. The FSDO or an IA can sign the 337. See

http://www.aviation-engineer.com

for more info.

Sigmatau