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  #11  
Old 05-26-2017, 10:35 AM
dave4754's Avatar
dave4754 dave4754 is offline
 
Join Date: Oct 2009
Location: Edson, Alberta, Canada
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Default I see money lots of money ......

1/ to be spent on obtaining and classifying records.

2/ Frame A and P to look over building techniques.

The engine I would value as core in regard to your purchase valuation unless something else tells you its worth. That way you wont be caught.

The metal and building if ok'd by a good A&P knowing the plane should be ok

In full disclosure I am a Canadian builder so may have missed many things regarding American homebuilt laws.

Still if the price is right and it can be registered.... why not?

Dave
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  #12  
Old 05-26-2017, 10:49 AM
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rvbuilder2002 rvbuilder2002 is offline
 
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Location: Hubbard Oregon
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Quote:
Originally Posted by Auburntsts View Post
Curious. Then why do we deal generally deal with FSDO's for initial issuance of an AWC and not MIDOs?
In a lot of areas, the MIDO has granted authority to FSDO's to handle certification of some categories of experimentals, but as Mel said, as the Manufacturing Inspection District Office they have first order authority over all first time issuance of airworthiness certificates (I presume under the premise that a first time issuance is after it has been Manufactured... whether in a factory or someones garage).
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  #13  
Old 05-26-2017, 10:49 AM
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Quote:
Originally Posted by Auburntsts View Post
Curious. Then why do we deal generally deal with FSDO's for initial issuance of an AWC and not MIDOs?
The regulation has always been MIDO for original and FSDO for recurrent. Many years ago most MIDOs turned over Experimentals to the FSDO. In the past few years more and more MIDOs are taking back that function.

FSDOs are responsible for recurrent airworthiness and repairman certificate issuance.

OK, Scott types faster than I do!
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  #14  
Old 05-26-2017, 10:53 AM
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rvbuilder2002 rvbuilder2002 is offline
 
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Quote:
Originally Posted by dave4754 View Post

Still if the price is right and it can be registered.... why not?
As already mentioned, here in the U.S., the first requirement for certification is proof it meets the amateur built requires of eligibility.
Without being able to do that (and the info provide so far makes that sound difficult at best) then the condition of the build is a moot point.
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  #15  
Old 05-26-2017, 10:57 AM
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Auburntsts Auburntsts is offline
 
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Quote:
Originally Posted by rvbuilder2002 View Post
In a lot of areas, the MIDO has granted authority to FSDO's to handle certification of some categories of experimentals, but as Mel said, as the Manufacturing Inspection District Office they have first order authority over all first time issuance of airworthiness certificates (I presume under the premise that a first time issuance is after it has been Manufactured... whether in a factory or someones garage).
Quote:
Originally Posted by Mel View Post
The regulation has always been MIDO for original and FSDO for recurrent. Many years ago most MIDOs turned over Experimentals to the FSDO. In the past few years more and more MIDOs are taking back that function.

FSDOs are responsible for recurrent airworthiness and repairman certificate issuance.

OK, Scott types faster than I do!

Thanks guys-- that explains it!! And I have corrected my post accordingly. I love the detailed and correct info you get on this site!
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Last edited by Auburntsts : 05-26-2017 at 11:00 AM.
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  #16  
Old 05-26-2017, 11:05 AM
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Mel Mel is offline
 
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The following is directly from FAA Order 8130.2H:

b. Statement of Eligibility. The applicant must submit a notarized FAA Form 8130-12,
Eligibility Statement, Amateur-Built Aircraft (refer to figure 4-7 of this order), certifying the
major portion was fabricated and assembled for educational or recreational purposes.
(1) The form specifies that an amateur builder identify if commercial assistance was
used in the construction of the aircraft and identify the source of the assistance.
(2) Evidence and records must be available to support these statements and provided to
the FAA upon request.

(3) Records that are typically requested are listed in paragraph 459e of this order.


The order goes on to say that the inspector may ask questions about the build process in order to confirm that the applicant did indeed build the aircraft.
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  #17  
Old 05-26-2017, 01:26 PM
Bevan Bevan is offline
 
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Location: BC
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Perhaps if a surviving family member of the original builder could draft a statement describing the nature of the building process, that might help. Vans may be able to help by looking up who they sold the original emp kit to.

Bevan
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  #18  
Old 05-26-2017, 02:46 PM
brad walton brad walton is offline
 
Join Date: Jul 2007
Location: Cypress, TX
Posts: 526
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If the price is right, perhaps a purchase subject to obtaining an airworthiness certificate
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  #19  
Old 05-26-2017, 05:54 PM
guccidude1 guccidude1 is offline
 
Join Date: Mar 2008
Location: Reno NV
Posts: 542
Default Question on a RV thats never flown.

Just to add to the pain, Bill of Sale. If you buy it, to register the FAA Registry will require a "chain of custody" from initial sale from Vans thru all owners until it got to you. Vans usually issues a Bill of Sale at, when requested, kit completion. If you can get the builder number, (it should be the serial number on the non-destructive data plate) call Vans and see if the original Bill of Sale has been issued and to who. If it hasn't been issued, Vans may require a Bill of Sale from the original buyer before issuing a Bill of Sale. Good Luck, Dan from Reno
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  #20  
Old 05-26-2017, 06:05 PM
deltamike deltamike is offline
 
Join Date: Jul 2007
Location: Milford, Ca,
Posts: 37
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Thank you EVERYONE!

I knew I would get some good information. I am doing research to come up with a number to offer the Chap that owns it. I spoke with him last year and his price was way to high. The build quality is good and I personally know the shop that did the final assembly.
I think it is getting ready to be put out on the ramp and I want to be ready if that in fact happens.

Thank you all again,
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