The Paper Chase and some other helpful explanations.

I have include links to most of the documents mentioned on this page if you want to keep your own copies.

If I have anything wrong then please let me know.

Please note, check all of this information for yourself for correctness I will not be held responsible for any errors or omissions.

Join the LAA

The first thing you need to do is join the LAA click here for online membership.

Project registration

There are several steps that I needed to take before I could start the project registration going. The first thing was to ask around to find a LAA inspector that was familiar with the aircraft I intend to build. Once I had the name and contact details I made the initial contact and confirmed with him that he was prepared to operate as my inspector for my project. You can find all the contact details for UK inspectors here.

I now needed the Kit number as this is required by the LAA. This was provided by Pioneer Aviation on receipt of my order.

A phone call to the LAA Engineering department on 01280 846786 to request a project registration pack stating what you want to build.

On receipt of the registration pack you need to fill in the form stating your kit number and return it to the LAA with the fee (currently £100).

When the LAA have processed your application they will return a Project Build Book to be signed at various build stages by your LAA inspector.  This book also specifies the unique LAA project number which has been assigned to your aircraft.  Accompanying the book will be a list of LAA inspectors a package of guidance material to help you through the challenges ahead. They also supply a copy of CAP659 , which is the CAA Amateur Built Aircraft, "A guide to Approval, Construction and Operation of Amateur Built Aircraft" you may also want to download CAP 523 " The display of Nationality and Registration Marks on Aircraft: Guidance for Owners"

Aircraft Registration

You do not have to register your plane straight away if you do not wish to however as I wanted a personal registration number (my grand daughters name LEAH) I have done mine straight away just in case it gets used.

From the Registration form Notes:-

Quote:

Aircraft may be allocated any four-letter sequence that is either not in use, or has not previously been used, except for certain reserved groups of letters. Owners should note that registration marks cannot be transferred from one aircraft to another, although it is possible for an aircraft to be given a different set of marks subject to certain conditions. For details please contact the Aircraft Registration Section, our e-mail address is aircraft.reg@caa.co.uk

Un-quote:

You can check if the registration has been used before with the CAA GINFO web site database search facility.

For either personal or next available registrations you will need the aircraft registration form. To register your plane onto the UK Register of Civil Aircraft you have to complete a CA1 Application form and return it to the Aircraft Registration section.

You can also reserve a registration for six months, for this you will need this form and the price is £80.00.

Currently the costs of registration for a  Non personalised registration e.g.. next available is £60. Personal registrations are £160 + the normal £60 registration fee.

If you have any questions then ring the CAA registration office on 020 7453 6666, they are all very helpful.

LAA Inspection

The following is a extract from LAA information letter TL1.02:-

Many inspectors are approved to sign out construction of aircraft but not to make the final recommendation that the aircraft should be cleared for first flight.  In that case you will need a one off final inspection from a more ‘senior’ inspector.  This really should not put you off a ‘construction only’ inspector as their skills and experience are not in question.  They probably just have a background in aircraft initial construction rather than with operational aircraft and maintenance.

From this stage onwards it’s up to you to liaise with your inspector and to contact him in times of difficulty or whenever you reach a stage at which he has said he wishes to be called in.

Your inspector is always your first port of call in the event of a technical query and inspectors are generally only too happy to give advice if they can.  In inspecting your project it is his decision that counts.  If he says do it again – then do it again you shall.  Of course you have a right to swap inspectors on the way but we strongly advise that it’s in your interest to use one inspector throughout the construction stages as the continuity this provides is most likely to allow a good working relationship to flourish.

The commercial arrangements between you and your inspector are a matter for yourselves.  Some LAA inspectors are also busy professionally qualified licensed aircraft engineers and may make a charge but some are keen experienced builders themselves and we know of a few who are embarrassed to accept anything more than expenses. One thing your inspector can never do is approve modifications.  Permission to deviate from the plans or standard kit must be sought from LAA Engineering.

You can find the full document here

During the build

With your log book comes a schedule of inspections required.

Modifications

Any modifications need to be cleared firstly through your inspector and then officially through the LAA, document TL 3.01 tells you what you need to do. 

Radio License

Your Radio Installation in your aircraft needs a licence and this is the application form

Radio installations

Document TL 3.03 explains what is require for you radio installation and use.

TL3.03 In Full

1.    Introduction

For all aircraft on the British register, whether Permit to Fly or C of A, and including aeroplanes, microlights and gyroplanes, there are certain particular requirements that need to be met in relation to aircraft radios.

2. Flight Radio-Telephony Operator’s License

All operators of radios in aircraft, whether of permanently installed equipment or portable ‘hand-held’, are required to posses a Flight Radio-Telephony Operator’s Licence.  Such licences are issued by the CAA on successful completion of an appropriate course.  Courses are usually conducted as part of the PPL training syllabus and include some airtime as well as ground school instruction and exam.  Licences are valid for the life of the PPL.

The fundamental purpose of the licence is to allow the CAA to ensure that radio transmissions in the aviation environment are made only by competent ‘qualified’ individuals.  For further information we suggest you contact a local flying training organisation directly, or the CAA Flight Crew Licensing Department, Tel. 01293 573700.

3. Radio Equipment Approval

All radio equipment including portable equipment installed in UK aircraft must be of a ‘type’ approved by the CAA.  Usually the equipment manufacturer or importer will have dealt with this matter.  If in doubt about the status of new equipment, check with the supplier or contact the CAA, Tel. 01293 573132.  Note that imported aircraft fitted with non-CAA approved equipment will need to have that equipment removed.  

4. Radio Installation Approval

Permanent radio ‘installations’ in UK aircraft must be approved by the CAA.  Approval is given once the installation is shown to be of an acceptable standard.  Note that radio equipment designed to be portable (hand-held radio, GPS etc) does not need installation approval. 

LAA aircraft radio installation and maintenance may be carried out and signed for by a LAA inspector or a suitably licensed CAA aircraft radio engineer (Refer TL 3.10).  The following particular points are those that will need to be satisfied during installation and maintenance.

4.1 Initial Installation

Electrical installation must be in accordance with equipment manufacturer’s instructions.  Equipment must be securely installed leaving no possibility that equipment can fall free, perhaps causing injury or jamming controls, especially in aerobatic aircraft.    The existing structural integrity of the aircraft must not be compromised by the radio installation.  The pilot must be able to operate associated switches and controls from the ‘strapped-in’ position and switches and controls should be suitably marked and placarded.  Installation must not interfere with the satisfactory operation of the aircraft’s controls or systems.  e.g.., movement of control column must not be restricted and the pilot’s line of sight of cockpit instruments should not be impeded.  The quality of the pilot’s external view should not be degraded.  Installation must not present a hazard to the aircraft in the event of failure of the equipment; proper electrical circuit installation should avoid this possibility.  Possible hazard to the occupants in the event of a collision should be minimised by ensuring that protruding knobs and brackets do not present in line with occupant’s head, knees etc and that adequate soft furnishing protection is provided.  Equipment should not unduly restrict occupant emergency egress from the cockpit.  Associated wiring and cables must be properly ‘bundled’ and secured.  Unsupported and spaghetti wiring is not acceptable.  Only aviation quality wiring and terminals should be used.  Attention should be paid to amending the aircraft weight schedule and the aircraft compass should be checked and swung if required.  Proper circuit protection must be incorporated.  Aerials should be soundly installed with aerial cables properly routed and secured.  A satisfactory flight test is required.

Subsequent changes and upgrades to radio equipment will require the same attention as above, including application on LAA form LAA/RAD-2. 

Note that special additional requirements apply for the fitment of autopilots and wing-levelers in LAA aircraft – contact LAA Engineering for information when required.

4.2 Dual Press-to-transmit Button

While there is no legally mandatory requirement to fit a back-up press-to-transmit button in Permit aircraft, it makes good sense to do so in case of failure of the primary PTT switch.  In radio-equipped aircraft which are fitted with dual controls, separate PTT buttons should be available for the pilots in the P1 and P2 position and the intercom wiring should be arranged so that radio transmissions can be made from either headset depending on which PTT button is depressed. Radio transmissions (‘sidetone’) and reception should be clearly audible in flight from both pilot positions. This is now more important than in the past because 2 seat Permit aircraft are increasingly being used for carrying out coaching flying and bi-annual checks, which include a requirement  to demonstrate and monitor radio calls. It is impossible to provide effective coaching unless clear communication is available between P1 and P2 positions, as well to and from the ground. Circumstances have also arisen in the past where the check pilot could not transmit from the P2 position and was unable to transmit a warning call when an emergency arose. 

Consult your intercom manufacturer for the necessary wiring and switching circuits required to achieve the above.    

4.3 Continued Maintenance

LAA aircraft radio installations must be inspected during annual inspection for Permit to Fly renewal to show that they are in good working order and remain securely installed.  In particular, during flight test the quality of transmission and reception should be checked.  The CAA’s Light Aircraft Maintenance Schedule (LAMS) requires C of A aircraft to have a radio transmission frequency tolerance check every 3 years and LAA recommend that LAA aircraft owners contact a suitably equipped aircraft radio engineer for this check on a similar basis.  LAA recommend that other radio equipment, such as transponders and navigation equipment, should also be presented to a suitably equipped aircraft radio engineer for checking and testing from time to time.

Here are two useful links on MODE S, CAA Mode 'S' homepage & CAA Mode 'S' transition arrangements

On completion

You need to submit all your documents and the appropriate fees to the LAA, this is covered in LAA document TL 1.03 the relevant sections for the Pioneer 300 are given below in this extract, its more or less complete except I have removed references to Lycoming and VW engines as they don't apply to the Pioneer.

 INFORMATION REQUIRED BY LAA ON COMPLETION OF YOUR PROJECT

When the build process reaches the end and the prospect of flying the aircraft becomes a reality, it is all too easy to rush the paperwork. Unless this part of the job is correctly completed, LAA cannot process your application. The following summary of the documentation required on completion of a project should help to minimise delays in issuing the first Permit to Fly.

1. LAA form 95/1/2 Application for Issue of a Permit to Fly (obtainable from LAA Office)fully completed and signed by the owner and the inspector.

2. Completed ‘Inspection Schedule and Record’ (build log book), with all details fully filled in and signed up accordingly. Details of modification state of the aircraft, including compliance with mandatory modifications and of any other modifications, substitutions etc introduced by the builder, to be listed on the ‘Declaration of Design’ page towards the back of the book.

3. LAA ‘Weight and Balance form’ LAA/WB-1.6.2002 showing weighing results, date of weighing, and sample loadings to show whether aircraft will fall within allowable weight and cg limits when loaded under most adverse expected loading conditions. You need to keep a copy of the weight and balance form yourself, for future reference and to form part of the aircraft’s essential records.

4. For a Rotax engined aircraft, details of engine history and a copy of Rotax engine installation checklist (obtained from LAA Engineering, or from Skydrive). This is to be clearly marked in the appropriate place to provide confirmation that all mandatory bulletins and directives relating to the engine and gearbox have been complied with.

8. Copy of the CAA Registration Certificate for the aircraft. Please don’t send us the ‘original’ document. This is the certificate you are sent when you apply for your G-**** registration. Apply to CAA Registration Dept. at CAA House, 45-59 Kingsway, London WC2 6TE, or telephone 020 7453 6666. When applying for your CAA Registration, remember that the aircraft serial number to quote is the LAA project number, not the kit number.

9. If radio equipment is fitted, a completed Application for Approval of Aircraft Radio Installation. This LAA form is provided with LAA TL 3.03 ‘LAA Aircraft Radio Installations’.

10. Details of proposed pilot(s) for carrying out the flight tests. The pilot must have an adequate level of previous flying experience in total, and on similar types of aircraft and be suitably ‘current’. If the pilot has not already done so in connection with a previous aircraft, he will need to complete and return a LAA Check Pilot Application Form.

11. Details of the airfield where the aircraft is to be based during test flying. If not a licensed airfield, details of the size of the strip, suitability of the undershoot/overshoot areas for forced landing, availability of rescue services and familiarity of the proposed pilot in flying from the strip.

What Happens Next ?

The aircraft must not be flown until authorised to do so by LAA Engineering. After the above application details have been sent to LAA Engineering, the details will be checked through and we will either send the owner the flight test authorisation paperwork and flight test schedule, or enter into correspondence over queries or outstanding requirements.

If modifications have been incorporated of a design not yet cleared by LAA Engineering, it is inevitable that the application will be delayed while the modifications are investigated, and then either cleared, changed or removed. To avoid this problem, modifications should NOT be incorporated until cleared to do so by LAA Engineering.

The flight test authorisation issued by LAA Engineering consists of either a ‘Permit Flight Release Certificate’ or, if it is a prototype aircraft, a ‘Permit to Fly for test purposes’.

In addition, note that before the aircraft may be flown, a PMR (Permit Maintenance Release) must be signed by a suitably approved LAA inspector. The LAA inspector may have already signed a PMR after carrying out his ‘final inspection’; on the other hand he may choose to sign the PMR later, giving him an opportunity to give the aircraft a final once-over just prior to the first flight. Either way, it is essential that the aircraft is not flown until a PMR has been signed and a Permit Flight Release Certificate has been issued (or Permit to Fly for test purposes).

Maintenance and repairs etc carried out during the test flight programme will need to be signed off by a LAA inspector signing a PMR. If test flying is not complete before the Permit Flight Release Certificate expires (normally valid for one month) then this will be reissued by LAA on request.

A legal requirement exists for the details of all flights to be entered into the airframe and engine logbooks of the CAA-approved type. In the case of in-flight adjustable pitch and constant-speed propellers, a propeller logbook is also required. Logbooks are obtainable from pilot’s shops such as Transair.

A law was introduced on 30th April 2005 requiring mandatory third party and passenger liability insurance. The CAA enforce this regulation by requiring proof of insurance before the aircraft can be registered or a change of ownership recorded. LAA members can take advantage of a discounted insurance scheme which provides the minimum legal cover at discounted premium. This provides a level of third party cover, but you also have the choice to increase the level of cover and insure the “hull” against ground and flight risks. When the required test flying is completed, you will be required to return the completed flight test schedule(s) and photocopies of the applicable airframe log book entries to LAA Engineering along with the applicable Permit issue fee. The permit issue fee depends on the maximum gross weight of the aircraft. For details of fees, refer to the LAA Engineering Information page in the latest copy of ‘Popular Flying’.

Download this document for the full detail.

Useful Documents

LAA Standard Forms

 There are many other documents that you can get from the LAA website here.

LAA Standard Forms can be found here

Paperwork Checklist

Breakdown of costs

A useful document checklist can be had here.

 The following is a breakdown of what the paper work cost to get your plane in the air:-

Although there are probably other costs for checks to radio installation etc. that I have not included.