Feb 1st

TPS ShopTalk: Gearbox Additives - Are They Important?

By Dave Schultz

Gearbox Additives - Are They Important?

Most motorcycle oils contain extra gearbox additives that cushion the gear contact surfaces. This is mostly zinc. (zinc is not used in automotive oils as it plugs the catalytic converters).

Note: This is not the same as the “oil additives” you can buy at the local auto parts shop; we do NOT recommend any such additives be used.

 

The Rotax 912/914 gearbox is lubricated by the engine oil, just like a modern motorcycle engine, but, there are some issues with using motorcycle oils:

 

·         Premium quality car oils protect the gears almost as well as motorcycle oil at half the price.

·         More is not necessarily better; having a larger amount of gearbox additives is shown to actually decrease the oils ability to protect the gears. For this reason you should purchase well known brand-names that do not make exaggerated claims about extra gear additives.

·         Good operating practices and frequent oil changes have more effect on gear wear than the presence of gear additives. Also see SI-912-016 for more info.

More great information brought to you by Rotax-Owners.com

http://www.trikepilot.com/forum/topic/938#938

Feb 1st

TPS ShopTalk: Sprag Clutch - What is it?

By Dave Schultz
Sprag clutch - What is it? The Rotax 912/914 starter motor is unique as it has no “bendix” or other moving engagement mechanism. The starter connects the sprag clutch to the crankshaft via a freewheel gear. When the starter motor is turned, small oblong rollers in the sprag engage the freewheel gear, forcing the crank to turn. Once the starter is turned off the freewheel gear stops and the oblong rollers retract into the sprag assembly. Good operating practices: Successful operation of the 9 series engines depends on understanding its differences from conventional engines and treating it accordingly. The basic difference is that this is a geared engine that is designed to run at 5500rpm. The other conventional aircraft engines are direct drive and run at about 2500 RPM. • Gearbox: anytime you have a propeller and pistons connected you can have problems, huge forces are at work and the gearbox is able to handle them but the operator must treat the engine properly in order to maximize the longevity and reliability. This is not a snowmobile or chainsaw, do not use rapid throttle movements as this causes undue wear on the gearbox. Smooth and steady is the mark of an expert. • Avoid low idle speeds; at idle the piston pulses are more pronounced and the gearbox has to deal with a lot of pulsing. This is worse when compounded with a heavy prop. (Rotax has a limit for the propeller “moment of inertia”) • Do not take off or cruise at low engine speeds. The engine was designed to take off at 5800rpm and run its whole life at 5500 rpm; the ignition, carburetion and valve timing are all designed to be at their best at this rpm. • Low piston speeds actually contribute to piston wear as the “rocking motion” duration is increased. • High prop loading at low rpm increases stress throughout the drivetrain. • More combustion byproducts (carbon and lead) build up in the cylinder head with low engine speeds. • Avoid excessive carb heat; this is not a C-150, this engine is not prone to carb ice so the teachings of the average C-150 pilot are not relevant. If safe and sensible a quick check for a normal rpm drop when carb heat is applied is all that is needed. More great information brought to you by Rotax-Owners.com
Dec 31st

TPS Shop Talk: Do I need an Emergency Locator Transmitter (ELT) in my Light Sport Aircraft?

By Dave Schultz

Do I need an Emergency Locator Transmitter (ELT) in my Light Sport Aircraft?

If you are flying an airplane that has more than one seat, you will be required to have an ELT. The regulation that pertains to ELT's is 14 CFR 91.207. This section applies to all US registered civil airplanes, whether they are standard or experimental category.

The specific paragraph in 91.207 reads as follows:


(a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a U.S.-registered civil airplane unless --

(2) For operations other than those specified in paragraph (a)(1) of this section, there must be attached to the airplane an approved personal type or an approved automatic type emergency locator transmitter that is in operable condition, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations.


Single seat airplanes are exempt from the requirement for an ELT. This exemption is found in 91.207(f)(9), the pertinent part of which is quoted here:

"(f) Paragraph (a) of this section does not apply to --

(9) Aircraft equipped to carry not more than one person."


Thus, a single-seat airplane is not required to have an ELT installed, regardless of certification category.

HOWEVER, note that this regulation speaks specifically to “airplanes”, which the FAA defines as:

“…an engine-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the air against its wings.”

This being the case, Light Sport Aircraft other than airplanes (i.e., helicopters, gyroplanes, balloons, gliders, airships, trikes, powered parachutes, etc.) do not require an ELT under this regulation.

Dec 29th

TPS ShopTalk: Do I have to install a transponder in my aircraft?

By Dave Schultz
Do I have to install a transponder in my aircraft? In general, no, a transponder is not required equipment. However, if you wish to operate in class A, B, or C airspace, or at an altitude of over 10,000' MSL, or within a 30 nautical mile radius of the primary airport in class B airspace, you will need a transponder and altitude encoder (commonly referred to as "mode C"). The regulations regarding transponder and altitude-reporting requirements are found in 14 CFR 91.215. There is an exception to the regulations as they apply to the 30 nm Mode C "veil" around the Class B airports. This exception is found in § 91.215(b)(3), which states that if the aircraft is a glider or balloon, or was not certificated with an engine-driven electrical system, it can be operated within the "veil" without a Mode C transponder. This is allowed so long as these operations are below the upper limit of the Class B airspace (or 10,000 MSL, whichever is lower) and not actually within Class A, B, or C airspace. The key to this exception is whether or not your aircraft has an "engine-driven electrical system". A good way to look at this is, if your aircraft does not have generator or alternator that is turned by the engine, and that recharges a battery in flight, you probably do not have an "engine driven electrical system". Source: http://members.eaa.org/home/homebuilders/faq/3Transponder%20Requirements.html#TopOfPage
Nov 24th

Cloudy Skies Ahead For Ethanol

By Dave Schultz

On Dec. 31, 2011, the 45 cent per gallon federal “blender credit” for ethanol finally ended with little fanfare, as described in this article from U.S. News.

Since fuel producers are still required to meet the RFS ethanol mandates in EISA 2007, the end to the credits will have no effect on the continued adulteration of our nation’s gasoline supply that also renders much of gasoline useless as an aviation fuel.

If an end to taxpayer subsidies was not hard enough on ethanol producers and distributors, the latest trends in the overall sale of gasoline must be especially foreboding. As seen in this chart from the DOE’s EIA, monthly deliveries of gasoline have dropped by a whopping 50% in the past decade, and are the lowest they’ve been since the early 1980s. This means that demand for ethanol, despite federal mandates requiring its sale, have also dropped dramatically, as reported by the Des Moines Register, which reports than many ethanol producers are now operating at a loss or are closing facilities.

The next shoe to drop will likely be corn producers, who appear to be hoping for a return to high prices from last summer despite the drop in demand both domestically and overseas.

We have likely already hit the so-called “blending wall,” a situation where federal ethanol mandates cannot be achieved even when every drop of gasoline in the country contains 10% ethanol. Either the EPA and Congress must now ignore its own laws, or the RFS mandates must be modified. Hopefully, logic will prevailand our elected officials will rethink the entire law, either scrapping it outright and allowing free markets to determine what fuels are best, or at least to require premium ethanol-free fuel to be sold wherever an ethanol blend is sold, as Mississippi State Senator Michael Watson recently proposed.

A
rticle at:  
http://www.generalaviationnews.com/2012/02/13/cloudy-skies-ahead-for-ethanol/

Nov 24th

Use of Cell Phones In Small Aircraft

By Dave Schultz

Subscriber Question:

"Can you help clear up the legality of using cell phones in small aircraft? " - Brian D.

Bob Martens:

"FAA Advisory Circular 91-21.1B provides us our answer.

The Federal Communications Commission (FCC) currently prohibits the use of cell phones while airborne. Its primary concern is that a cell phone, used while airborne, would have a much greater transmitting range than a land mobile unit. Their use could result in unwanted interference to transmissions at other cell locations since the system uses the same frequency several times within a market or given operating area.

Since a cell phone is capable of operating on various cellular frequencies, unwanted interference may also affect cellular systems in adjacent markets or operating areas. The FAA supports this airborne restriction for other reasons of potential interference to aircraft systems and equipment.

Currently, the FAA does not prohibit the use of certain cell phones in aircraft while on the ground."

Article at:   
http://www.pilotworkshop.com/tips/airplane_cell_phone.htm

 

Nov 20th

Servicing your K&N Filter is Simple

By Dave Schultz

Servicing your K&N Filter is simple; just follow the 4 easy steps below.
 

1. APPLY CLEANER

Liberally spray K&N Air Filter Cleaner onto both sides of filter and allow to soak for 10 minutes to loosen the dirt. Do not allow cleaner to dry on air filter.


2. RINSE FILTER
Rinse off air filter with cool low-pressure water applied to the clean side out in order to flush the dirt out of the filter. Continue to rinse the filter until all traces of cleaner are gone. It may be necessary to repeat steps 1 and 2.

3. DRY FILTER
After rinsing, gently shake off excess water and only allow filter to dry naturally. Do not oil until the filter is completely dry.

4. OIL FILTER

A.) Squeeze Oil (99-5050)

Apply K&N Air Filter Oil evenly along the crown of each pleat. Allow oil to wick for approximately 20 minutes. Touch up any light areas on either side of filter until there is a uniform red color at all areas.

B.) Aerosol Oil (99-5000)

Spray K&N Air Filter Oil evenly along the crown of each pleat holding nozzle about 3" away. Allow oil to wick for approximately 20 minutes. Touch up any light areas on either side of the filter until there is a uniform red color at all areas. 
 

The above process is the only approved procedure for maintaining your K&N Air Filter

http://www.knfilters.com/cleaning.htm

http://www.youtube.com/watch?v=cHzdoqsRM2g

Sep 16th

Adjusting the Bing Carburetor

By Dave Schultz
Bing Carburetor 

Bombardier Rotax has recently published an updated Bing Jet Chart and Main Jet conversion chart. All ultralights and light planes using ROTAX engines may want to verify what is in their carburetors versus the current recommendations. These new recommendations are a result of continued research and testing which allow the ROTAX engine to perform more efficiently and reliably throughout its power band.
    The Bing Jet Chart Common Application chart shows each engine and the stock carburetion setting at sea level. If you live other than at sea level or in a hotter climate, then you must refer to the Main Jet Conversion Chart to calibrate for altitude and temperature.     Air density decreases with decreasing pressure and increasing temperature. If an engine is operated at higher elevation, the weight of the aspirated air decreases, whereas the aspirated fuel quantity remains practically the some. This results in richer fuel/air mixture than at lower sea level.
    If the engine is operated in high altitude for a longer period, it is necessary to adjust the carburetor calibration to re-establish the original composition of the fuel/air mixture. With increasing altitude (lower air pressure), the oxygen quantity sucked in by the engine decreases. The consequent loss in performance cannot be compensated for by different carburetor settings.
    To adjust the carburetor, in general a different main jet size is sufficient. Only in very particular cases a different needle jet and/or different idle jet also has to be installed.
    EXAMPLE: If a ROTAX 503 engine set up for sea level is shipped to Colorado Springs, Colorado, (approximate elevation 6,500 feet), the main jet would have to be changed. Our Bing Jet Chart shows the ROTAX 503 SCA (single carb, with a K & N Air Cleaner and without an intake silencer or after muffler) would have a main jet of 180 for sea level. By using the conversion chart, going to the approximate altitude of 6,500 feet and using the temperature of 50 degrees fahrenheit, you can see we have a multiplier of .95 and come up with our recommended jet of 171. This main jet will produce the same composition of air/fuel mixture that the 180 main jet would at sea level.

The Bing Carburetor (36mm) is a three stage system: Idle, Midrange, and Top End System. From the moment the engine is started to approximately 1/4 throttle, the carburetor is running according to how the ldle System is set up. As the idler jet number decreases, the mixture gets leaner; (see part# 4), as the number increases, the mixture gets richer. For instance, ldler Jet #45 has a leaner mixture than ldler Jet #50.

Adjusting the Bing Carburetor


IDLERJET.gif
ldler Jets
     The Air Regulating Screw (see part# 10) must be set as stated in the Bing Jet Chart in order to insure smooth operation of the ldler Jet. This screw adjusts the air/fuel mixture at idle speeds and for smooth acceleration. Turning this screw in a clockwise direction creates a richer mixture while turning it counterclockwise creates a leaner mixture. To adjust this screw, gently turn in a clockwise direction until the screw bottoms out, then loosen the screw (in a counter-clockwise direction) the number of turns as recommended in the Bing Jet Chart. For example, the ROTAX 503A would be .5 (1/2 turn) out (effective range 1/2 to 2-1/2 turns out).
      Use the carburetor piston Adjusting Screw (see part# 11) to adjust the idle RPM. Turn this screw in a counter-clockwise direction until the Carburetor Piston (see part# 3) is in the lowest position. Then carefully turn the screw clockwise until it just engages the piston and then continue to turn it clockwise for2 to 2-1/2 full turns. This determines the idle RPM of the engine and should be set at 2,000 RPM. 
      The Midrange System affects the carburetor for approximately 1/4 to 3/4 throttle. Once again, the lower the number of the Needle Jet, the leaner the mixture.

JETNEEDL.gif
NEEDLJETa.gif
Needle Jets, Jet Needles
(NOTE: Jet needle must always be under plastic spring cup)
The Jet Needle (see part# 2) has three grooves which the Holding Plate (see part# 3) can be snapped onto. The three grooves are numbered 1. 2, and 3 with number 1 in the top position (note: some jet needles have 4 grooves as in diagram #1 at right). When the Holding Plate (see part# 3); is snapped onto the top position (#1) of the jet needle, a leaner mixture is created than if it were mounted in the #2 groove.
  1. lnstall sieve sleeve by slightly squeezing it by pushing it all the way up the mixing tube.
  2. Smaller numbers indicate decreasing jet opening and leaner conditions.
  3. The #54 marked on the side of the carb is just a casting mark.
  4. Float guide pins should be polished to insure smooth float action.
  5. Floats with aluminum guides should be replaced.
  6. lnspect jet needle grooves for wear every 50 hours.
  7. Float arm should start out parallel to the float chamber base.
  8. Fuel pump must be in system to insure correct fuel level.

Bing Main Jet Needle Coding

Needles with a "High Number Code" produce RICHER mixtures
above HALF-THROTTLE. Example: 8L2 instead of 6L1.

Needles with a "High Letter Code" produce RICHER mixtures
below HALF-THROTTLE. Example:6P2 instead of 6D2. JET-NEED.gif

JETNEED2.gif

FLOATLVL.gif
How to Check the Float Level
  1. Start and warm up engine.
  2. Run the engine at 3/4 power for 2 minutes.
  3. Let engine idle back and cool down for 1 minute.
  4. Shut off engine and fuel system (if the fuel system is an overhead system).
  5. Remove float bowl.
  6. Remove the floats from the float bowl while float bowl is sitting on a level surface.
  7. The fuel level should measure approximately 1/2" from the top edge of the floatbowl.
Fuel level below 1/2" will cause a lean mixture.
Fuel level above 1/2" will cause a rich mixture.

Source:  http://www.leadingedge-airfoils.com/techhelp.htm
Sep 16th

Adding Music Speakers to Headphones

By Dave Schultz

Adding Music Speakers to Headphones
by Paul Barker 


Like a lot of other PPG pilots, I fly with NAC intercom/communication speakers on my helmet for in air comms with ground partners, or other pilots.  I've come up with a simple modification to allow me to listen to tunes while flying, without compromising my comms ability.

Many pilots just shove a pair of  noise-cancelling earbuds into their heads before donning these ear-muff style headsets, and swear that not only is the sound excellent, but that the additional noise dampening effect of the earbuds is a value added bonus.   I did try the buds, but just didn't find them comfortable with my helmet as I could feel pressure on the earbuds from the headset pressing against them.  And it means an extra, loose wires to contend with, that have to go under the earmuff pads, which is less than ideal.

Also, while the earbuds worked okay most of the time, once in a while, one or both buds would shift slightly in my ears, or even fall out, which was getting a little annoying, and not much to do about it once I was off the ground.

My NAC headphones are designated Peltor H520P3 but this mod will probably work on any Peltor headset including simple noise-attenuation, or "ear-defender" style earmuffs.  This modification is very simple, and only requires a drill or a Dremel tool to accomplish.  When completed, the wiring is neat and squared away, and only requires plug and play for your music system to work.

You’ll need a set of helmet speakers of the type used for speaker-ing the inside of motorcycle and ski helmets. I picked up this set of knockoffs from an eBay seller "exrell" in China, for $4.39 including shipping. The listing was for "Motorbike Motorcycle Helmet Stereo Speakers Volume Control for MP3/4 Radio iPod."
Or try something like these IMC HS-200's which are sold in bike stores and online for 40 bucks.  

                                            
If you use the inexpensive eBay guys, start by tossing the foam covers, and their Velcro backing.  You won’t need them. Or the included 3.5mm male to female extension cable either in all likelihood.

Then pop off the cushioned rubber earpieces on your Peltor headset.  They are designed to open up for battery changes, and they just snap in and out.  However, you may find a sharp tool may help them come off if you’re having any difficulty.  

Then drop in the flat mini-speakers.  Notice that the hard while plastic ovals on the back of the earpieces, have a tiny hole cut drilled in them in the lower-half where the internal NAC speakers sit to let the sound out. 
I used a Dremel with a burr attachment to cut another hole over the new speaker for the same purpose.  The large, sloppy looking hole on the top right is mine.  A drill would have made a cleaner job, but you can't see it when assembled so I took minimal care.  The gray, acoustically permeable material that is glued to the edges of the other side of the white ovals will peel back with relative ease.

Then I cut a notch into the plastic cups. I chose the top/rear of the headphones, so the speaker wire will be close to the wires for the comms.  Then I just snapped the headphones back in place.

The hole I drilled below, is actually quite a bit larger than it needs to be, as the speaker wire is pretty thin.  A simple slit cut with a hacksaw blade would probably have sufficed.
The sound from the cheapo eBay speakers is okay, but not super loud.  About as loud as the iPod earphones that Apple gives you.  You may wish to amp these up to overcome motor noise. 

So I ordered a self-powered, mini-amplifier, the NIIO E6 for $23.00 (incl shipping) from Amazon to punch up the volume.  It's super-small, about the size of a book of matches, and although I lack instruments to definitively measure, I'd say that the volume in my speakers, is almost doubled.  So much so, that at max volume, the headset is uncomfortably loud, and I have to dial it down even when the motor is on.
                                       
An earlier generation of FIIO's amplifiers, the E3 is simpler, and less expensive.  It's a little bigger, because it's powered by a single AAA battery instead of a lithium battery/USB interface, and this might better suit some people.  It only costs ten bucks on eBay with shipping included.

The main difference between the E6 and the E5 is the fact that the E6 is made of plastic and is consequently 15gr lighter than the aluminum E5 at 30gr.

I used Barge all purpose contact cement to attach some hook Velcro to both my IPod Nano and the Fiio amp to the to mate with the Velcro on my FAST helmet.

All I have to do now, is to turn on the iPod, and I'm good to go.

One other thing.  My NAC phones are hardwired to a Garmin radio 2.5 mini-plug.  Another bonus of having a second set of speakers, is I that can sometimes opt to fly without music, but rather choose to  monitor the air band of my local airport with my Yaesu 120 scanner instead.  The field sometimes I fly out of is unmonitored, but incoming craft give a heads-up that they are on approach about 5 miles out from the runway they're coming in on.

The Yaesu also has a 3.5 mini-plug out connection, like that of my iPod system, so I can fly with a scanner instead of the iPod any time I want, while still having pilot to pilot comms at the same time.

Full article and webpage at: 
http://paulspoweredparaglidingpage.blogspot.ca/2012/07/adding-flat-music-speakers-to-nac.html
Sep 13th

The Safety of Experimental Amateur-Built Aircraft

By Dave Schultz

The Safety of Experimental Amateur-Built Aircraft

NTSB Number: AAR-12-01
NTIS Number: PB2012-917001
PDF

Executive Summary

Experimental amateur-built (E-AB) aircraft represent nearly 10 percent of the U.S. general aviation fleet, but these aircraft accounted for approximately 15 percent of the total-and 21 percent of the fatal-U.S. general aviation (GA) accidents in 2011. Experimental amateur-built aircraft represent a growing segment of the United States' general aviation fleet-a segment that now numbers nearly 33,000 aircraft.

The National Transportation Safety Board (NTSB) undertook this study because of the popularity of E-AB aircraft, concerns over their safety record, and the absence of a contemporary and definitive analysis of E-AB aircraft safety. The study employed several different methods and data collection procedures to carefully examine this segment of U.S. civil aviation. This comprehensive approach resulted in a detailed characterization of the current E-AB aircraft fleet, pilot population, and associated accidents.

Four sources of data formed the basis of this study. First, the NTSB performed a retrospective analysis of accident and activity data over the last decade to compare the accident experience of E-AB aircraft with that of similar non-E-AB aircraft used in similar GA flight operations. Second, the NTSB conducted in-depth investigations of all E-AB aircraft accidents during 2011, which provided a case-series of accidents for more detailed analysis. Third, a broad survey of the community of aircraft owners and builders was conducted by the Experimental Aircraft Association (EAA) in July and August 2011, and the data were made available to the NTSB for analysis to understand the population of E-AB aircraft builders and owners. Finally, discussions with EAA representatives, Federal Aviation Administration (FAA) officials, E-AB aircraft builders and owners, kit manufacturers, and representatives of E-AB aircraft type clubs provided insights on E-AB aircraft safety issues and solutions.

Recommended Safety Actions

In response to the findings of this study, the National Transportation Safety Board issued 12 recommendations to the Federal Aviation Administration and 4 recommendations to the Experimental Aircraft Association. The recommendations include expanding the documentation requirements for initial aircraft airworthiness certification, verifying the completion of Phase I flight testing, improving pilots' access to transition training and supporting efforts to facilitate that training, encouraging the use of recorded data during flight testing, ensuring that buyers of used E-AB aircraft receive necessary performance documentation, and improving aircraft identification in registry records.

Recommendations

As a result of its safety study, the National Transportation Safety Board makes the following recommendations:

To the Federal Aviation Administration:

Revise 14 Code of Federal Regulations 21.193, Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to define aircraft fuel system functional test procedures and require applicants for an airworthiness certificate for a powered experimental, operating amateur-built aircraft to conduct that test and submit a report of the results for Federal Aviation Administration acceptance. (A-12-28)

Revise 14 Code of Federal Regulations 21.193, Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to require applicants for an airworthiness certificate for experimental, operating amateur-built aircraft to submit for Federal Aviation Administration acceptance a flight test plan that will (1) ensure the aircraft has been adequately tested and has been determined to be safe to fly within the aircraft's flight envelope and (2) produce flight test data to develop an accurate and complete aircraft flight manual and to establish emergency procedures and make a copy of this flight test plan part of the aircraft's certification file. (A-12-29)

Identify and apply incentives to encourage owners, builders, and pilots of experimental amateur-built aircraft to complete flight test training, such as that available in the Experimental Aircraft Association's Test Flying and Developing Pilot Operating Handbook, prior to conducting flight tests of experimental amateur-built aircraft. (A-12-30)

Revise Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to clarify those circumstances in which a second qualified pilot could be authorized to assist in the performance of flight tests when specified in the flight test plan and Phase I operating limitations. (A-12-31)

Revise Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to require the review and acceptance of the completed test plan documents and aircraft flight manual (or its equivalent) that documents the aircraft's performance data and operating envelope, and that establishes emergency procedures, prior to the issuance of Phase II operating limitations.(A-12-32)

Revise Federal Aviation Administration Advisory Circular 90-89A, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, to include guidance for the use of recorded flight data for the purposes of flight testing and maintaining continued airworthiness of experimental aircraft. (A-12-33)

Revise Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to include provisions for the use of electronic data recordings from electronic flight displays, engine instruments, or other recording devices in support of Phase I flight testing of experimental amateur-built aircraft to document the aircraft performance data and operating envelope and develop an accurate and complete aircraft flight manual. (A-12-34)

Develop and publish an advisory circular, or similar guidance, for the issuance of a Letter of Deviation Authority to conduct flight instruction in an experimental aircraft, to include sample documentation and sample training materials.(A-12-35)

Complete planned action to create a coalition of kit manufacturers, type clubs, and pilot and owner groups and (1) develop transition training resources and (2) identify and apply incentives to encourage both builders of experimental amateur-built aircraft and purchasers of used experimental amateur-built aircraft to complete the training that is developed. (A-12-36)

Revise 14 Code of Federal Regulations 47.31 and related guidance or regulations, as necessary, to require the review and acceptance of aircraft operating limitations and supporting documentation as a condition of registration or re-registration of an experimental amateur-built aircraft. (A-12-37)

Revise Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to include provisions for modifying the operating limitations of aircraft previously certificated as experimental, operating amateur-built, such as returning the aircraft to Phase I flight testing, as necessary, to address identified safety concerns or to correct deficiencies in the aircraft flight manual or equivalent documents. (A-12-38)

Revise the Civil Aircraft Registry database to include a means of identifying aircraft manufacturer, make, model, and series-such as the aircraft make, model, and series classification developed by the CAST/ICAO Common Taxonomy Team-that unambiguously identifies the aircraft kit or plans design as well as the builder of the aircraft. (A-12-39)

To the Experimental Aircraft Association:

Identify and apply incentives to encourage owners, builders, and pilots of experimental amateur-built aircraft to complete flight test training, such as that available in the Experimental Aircraft Association's Test Flying and Developing Pilot Operating Handbook, prior to conducting flight tests of experimental amateur-built aircraft. (A-12-40)

Work with your membership, aircraft kit manufacturers, and avionics manufacturers to develop standards for the recording of data in electronic flight displays, engine instruments, or other recording devices to be used in support of flight tests or continued airworthiness of experimental amateur-built aircraft.(A-12-41)

Create and publish a repository of voluntarily provided information regarding holders of Letters of Deviation Authority to conduct flight instruction in experimental aircraft. (A-12-42)

Complete planned action to create a coalition of kit manufacturers, type clubs, and pilot and owner groups and (1) develop transition training resources and (2) identify and apply incentives to encourage both builders of experimental amateur-built aircraft and purchasers of used experimental amateur-built aircraft to complete the training that is developed. (A-12-43)

http://www.ntsb.gov/news/events/2012/EAB_Study/index.html