REFLECTOR: Velocity MEL (Minimum Equipment List) -- One Broken Alternator

Mark Magee edjonesbrady at gmail.com
Tue Jan 15 10:51:41 CST 2013


Hi Scott,
I had been told they mostly hang out at the donut shops when between ramp checks...

Mark B. Magee
N34XL
Sent from IPhone 4S

On Jan 15, 2013, at 6:45 AM, Scott Baker <scottb33333 at gmail.com> wrote:

> Mark,
> Well said!  FAA personnel like to see a cooperative and helpful attitude.  That does not mean, however that one should roll over to the FAA's view point (especially when it might be wrong).
> Bob - I think you have appropriate information to have a cordial and frank meeting with the FAA types and settle this thing without further ado.
> Scott B.
> 
> On 1/14/2013 10:48 PM, Mark Magee wrote:
>> Bob,
>> If your meeting in person, make sure a take a box of donuts!
>> 
>> Mark B. Magee
>> N34XL
>> Sent from IPhone 4S
>> 
>> On Jan 14, 2013, at 9:05 PM, "Bob Jackson \(Jax Tech\)" <bobj at jaxtechllc.com> wrote:
>> 
>>> Thank you Reiff!
>>>  
>>> Reiff has answered (as summarized below) my original question about what equipment is required for E-AB certificated aircraft to fly IFR, and where in the FAA doc's is this guidance written:
>>> as indicated in the .pdf that Reiff attached from the EAA, the equipment included in FAR 91.205 for standard category certificates is the same and also applies to Experimental-Amateur Built certificated aircraft,
>>> this guidance can be found in FAA Order 8130.2F Chg 3 effective 18 Apr '07, as referenced and stated in the EAA linked below:
>>>                         http://www.faa.gov/documentLibrary/media/Order/Order%208130.2F%20incorp%20with%20Chg%203.pdf
>>>  
>>> Specifically with respect to my losing one of two installed generators/alternators question -- FAR 91.205(d)(7) states IFR operations require a "generator or alternator of adequate capacity", and FAA Change Order 8130.2F Chg 3 effective 18 Apr '07 says this requirement also applies not just to standard category certificated aircraft, but also to Experimental aircraft.
>>>  
>>> So the answer I will give to the FAA Charlotte guy tomorrow is (as recommended by Scott Baker and others, and in compliance with the above audit trail)  "since either alternator in my Experimental provides adequate capacity for full IFR operations, I was in full compliance with the FAR and FAA reg's in flying back to Orlando on a single alternator", and refer as above to FAR 91.205 and FAA Order 8130.2F.
>>>  
>>> Thanks to everyone for the help -- I'll let you know if I get any 'push back' from the FAA guy when I talk with him!
>>>  
>>> Bob Jackson
>>> N2XF  Velocity XL/RG
>>> Lost alternator issue
>>>  
>>> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On Behalf Of Reiff Lorenz
>>> Sent: Monday, January 14, 2013 5:22 PM
>>> To: Velocity Aircraft Owners and Builders list
>>> Subject: Re: REFLECTOR: Velocity MEL (Minimum Equipment List)
>>>  
>>>  
>>> The attached document is what the EAA says about the equipment that is required to be installed on powered E-AB aircraft. Basically, for Day VFR flights that are not in the vicinity of an airport, you only need an ELT. No compass, no transponder, no lights, no seat belts, no fuel guage, no altimeter . . . nothin' but the ELT! (Stay within 50 miles of takeoff and you don't even need                         the ELT.)
>>>  
>>> If you don't have a Minimum Equipment List (MEL) established for your aircraft, it seems your only flight requirement is the ELT. (And there's even a provision that if the ELT is inop, you can fly to have it repaired.)
>>>  
>>> Want to fly at night? You'll need an altimeter, airspeed indicator, compass, engine instruments, fuel gauge, seat belts with shoulder harnesses, spare fuses, approved position lights and anti-collision lights. An  "adequate source of power" is required but an alternator is optional.
>>>  
>>> Of course, IFR flight requires adding gyroscopic pitch, bank, and rate of turn, clock, alternator, and a bunch of navigation equipment.
>>>  
>>> The original document can be found here: http://www.eaa.org/sportaviationmag/2011/1103_ABEA_Requirements.pdf
>>>  
>>> This doesn't directly answer the question "Can I fly with a broken X?" But it's part of the answer since the regs state that an aircraft can fly with inoperative equipment if the equipment is not required for the aircraft for type of flight being conducted. With nothing but                         an ELT required for day-VFR flight, it leaves a lot of latitude to the pilot to decide if the flight is safe without the equipment. (Just don't forget to document and placard it to stay legal!)
>>>  
>>> I learned something today.
>>>  
>>> Reiff Lorenz, Dayton, OH
>>> Velocity XL-RG, 40% complete
>>> Currently working on: Deciding between VP-X and VP-400. Any thoughts?
>>>  
>>>  
>>> The Velocity Builders' Virtual Hangar. Available 24/7 for builders and owners:
>>> https://liveconferencepro.com/guest/loginguest.php?id=86a48563bb517ade0abf1a7ee1f38e65
>>> <EAA minimum equipment requirements for EAB aircraft.pdf>
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>> 
>> 
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> 
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