Sam, I don't see $600 as an unreasonable price to inspect a plane I have never inspected before. Especially on an Experimental as you never know what kind of a can of worms you might be opening. I usually quote an hourly rate and it's going to take however many hours it's going to take. I recently completed an inspection on an Experimental I hadn't seen before, but the plane also had not flown in 35 years. It needed a lot of help if it was ever going to fly again, so ended up turning into more of a winter project to get into an acceptable condition for safe flight. Assuming the mechanic runs through the checklist you referenced for the RVs, that would take the better part of 8 hours assuming nothing is in need of work, so I don't think he is padding the inspection much. Once he knows you, your plane, and your work better, he may be much more likely to quote you a lower price and let you do much of the work.
As for your questions: #1 Remove the spinner. Your plane should be airworthy without it unless it is specifically called out in the POH as required for engine cooling. That would be highly unusual on a homebuilt, so you should be fine without it. #2 It is unlikely he is going to require you to cut holes to inspect or lubricate, but if you're the one sitting in the seat, I would think you would want to be able to inspect and maintain this. Holes in the fuselage or glass are easy to do. We can go over it sometime in person when I'm down that wa, or drop me a line and I'll email you a quick description. #3. He's likely look at the installation of one of the lights and wiring. If it's done properly, that's probably the end of it. If it's not, then he'll want to do them over. However, if your plane didn't have lights when it was originally licensed, you need to check the paperwork for the aircraft as there used to be a box on either the airworthiness certificate or operating limitations that was either checked or left unchecked indicating whether the plane has lights or is daytime VFR only. I don't have my paperwork in front of me now, so don't recall which way it was. Legally, you should notify the FAA of the change and ask them to change the paperwork on your plane if your paperwork indicates that the aircraft is day only and you have added lights with the intent to fly it during nighttime conditions. The reality is, that few people will ever actually notify the FAA if the change is made; however, in the case of a night accident, the insurance can claim the aircraft was not legal for night flight, and can deny a claim. So you want to make sure you get that straight. As for W&B, did you weigh everything that was added or subtracted since the plane was new or have a record of all the changes to the W&B? As a new owner, you really have no way of knowing. So a new W&B would be a really good idea. Getting the original may make it legal, but doesn't make it safe. Best regards, -Jeff Scott North Arkansas > Sent: Tuesday, May 14, 2019 at 12:54 PM > From: "Samuel Spanovich via KRnet" <[email protected]> > To: [email protected] > Cc: "Samuel Spanovich" <[email protected]> > Subject: KR> First Condition Inspection - Recommendations? > > Just curious if anybody has recommendations for a (first time) condition > inspection. This is my first one with N6399U (will be performed next > week), and while I have an idea of what to expect, I don't know "exactly" > what to expect. My biggest worry is having an A&P come down and go "oh > this (insert tiny little minor problem here) doesn't look good, sorry I > can't sign off" and be out several hundred $. I know my A&P personally and > he is a well respected A&P in the area (also in the Military, in my same > Command), however I can't help feeling a little nervous about it not > getting signed off. > > On another note, my A&P quoted me for $600 for the inspection. I know this > is my first inspection, however this seems a little high in my opinion > especially for such a simple airplane. For all of those who do not have > their Repairman's Certificate, what are you generally charged for your > condition inspections? > > I have been referencing the checklist below, and it is definitely a little > overkill since it's suited for an RV, but I found it to be very helpful. > If somebody has a checklist better suited for a KR2S, would you mind > emailing it to [email protected] ? > > http://www.vansairforce.net/downloads/inspectionchecklist.pdf > > The only areas that I am really concerned about are below: > > 1) My spinner developed a crack along one of the screw-holes and eventually > a small piece broke off completely. Now I can only screw 9 of the 10 > screws in place. Needless to say, I don't fly with the spinner anymore > (which I am fine with). Would it be possible to get the plane signed off > even without the spinner installed, or does a spinner "have" to be > installed since the plane was originally signed off with one? > > 2) Rear Control Linkages - There is no remove-able inspection panel to > check the rear control linkages leading to the elevator. Therefore it is > very hard to see, let alone inspect the rear linkages. Do you think the > A&P would ask to cut out a piece of the fuselage to check the linkages? > This is not something I would be thrilled about doing, especially since > it's a fiberglass airplane. > > 3) Wings/Lights - The biggest addition to the plane I have made is the > addition of wingtip lights. I am not an A&P, however I made very certain > that all my connections were crimped properly and used 16 gauge wire. Is > it likely the A&P would ask to remove the lights to check all the > connections? Doing so would require the removal of the wings, another > thing I am trying to avoid. > > Besides those three (minor) areas of concern - I am comfortable saying the > plane is ready to go. Oil & Filter, Cylinder Heads, Spark Plugs, and Spark > Plug wires were all changed recently, and the engine ran very strong with > the new MOFOCO Cylinder Heads. Airframe and tires are in great shape, > brakes work nicely, brake fluid is clean, no nicks in the propeller, > alternator works properly, mags drop accordingly, rpm increases with > leaning, fuel shutoff valve works properly and all electronics work > accordingly. No oil or fuel leaks, anywhere. > > As far as documentation - I have the Engine and Airframe Logbooks, an > Engine Manual, Registration, Operating Limitations, Insurance, and a Photo > Album of the plane being constructed (if the A&P needs to see how it was > built). The only thing I'm waiting on is the (original) W&B form from the > original builder, although I do have the data saved in spreadsheet format > on my PC. > > Is there anything "big" here that I"m missing. Now is the time to be > critical (I promise you all will not hurt my feelings). Any help you're > willing to give me will be much, much appreciated. > > V/R > > Sam > _______________________________________________ > Search the KRnet Archives at > https://www.mail-archive.com/[email protected]/. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options. > To UNsubscribe from KRnet, send a message to [email protected] > _______________________________________________ Search the KRnet Archives at https://www.mail-archive.com/[email protected]/. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options. To UNsubscribe from KRnet, send a message to [email protected]
