Airworthiness Inspection and First Flight

This article collects Van's Builder Tech Support answers on airworthiness inspection and first flight for Experimental Amateur-Built and Light-Sport RV aircraft. It covers pre-inspection damage assessment, DAR selection, Phase I flight testing, and annual condition inspections. Use it as you approach the end of your build or when preparing for your first condition inspection.

Distinguishing Cracks From Surface Marks

Not every mark visible under a borescope is a crack. A mark that is far from a rivet is unlikely to be a fatigue crack; marks near rivets are more suspect but still not always cracks. Van's Tech Support will review borescope photos on request, but the final airworthiness call is yours and your A&P/IA's. Re-inspect at every annual if you find anything ambiguous.

Damaged skin (cracks, "volcanoes")

If a rivet puller damages a skin — for example, by pulling a rivet plus skin into a small mound and cracking the hole edge — you have a few options:

Stop-drill any hairline crack at the end of the crack to arrest propagation.
Flatten the deformation with a brass drift against a shaped bucking bar on the inside.
Re-rivet using AC 43.13 spacing — the next rivets must be at least 4x the rivet diameter from any other hole or edge.
Consult your DAR for any structural skin damage decision. Van's Builder Tech Support can suggest approaches but the DAR makes the final airworthiness determination.

Tight-clearance rivets (RV-12 stab hinge bracket gusset)

The aft-most 3/32" rivet in the RV-12iS stab hinge bracket gusset is difficult to reach with a standard yoke. A thin-nose yoke is sometimes still too wide. ELSA builders should not deviate from the called-out rivet without engineering input — consult your DAR for any rivet substitution.

Transition training and pre-buy inspections

Van's strongly recommends transition training before flying your RV for the first time. Van's maintains a list of recommended transition training providers on the website. For pre-buy inspections on a used RV, look for an A&P/IA with documented Van's experience — Van's can suggest names but does not formally endorse specific inspectors.

When to use this

Use this guide as you approach the end of your build and need to schedule the airworthiness inspection that issues your Special Airworthiness Certificate. A DAR (Designated Airworthiness Representative) or an FAA Aviation Safety Inspector performs this inspection. Most builders work with a DAR because of scheduling.

Condition inspections after Phase 1

Experimental Amateur-Built aircraft require an annual condition inspection. This can be performed by a repairman certificate holder (typically the original builder) or by an A&P. It is not the same as an AD-driven annual on a certified aircraft - experimentals do not have ADs, but Van's Service Bulletins and Service Letters should be reviewed and complied with as part of the inspection.

Use the EAA Flight Test Manual

The EAA Flight Test Manual provides a structured test card sequence for Phase I that builds knowledge of the aircraft progressively. Many DARs will issue a reduced Phase I (e.g., 25 hours instead of 40) when the builder commits to the EAA flight test program. Confirm eligibility with your DAR before the airworthiness inspection.

Where to go next

For DAR selection and airworthiness inspection prep, see EAA's resources. For specific transition training contacts, ask in the RV builder community or check the Van's recommended-instructor list. For Phase I planning, download the EAA Flight Test Manual.

ELSA vs. SLSA

Quick answer: ELSA (Experimental Light-Sport Aircraft) is a builder-assembled kit with an experimental airworthiness certificate; SLSA (Special Light-Sport Aircraft) is a factory-completed aircraft certified to ASTM standards. The two categories have different maintenance and modification rules.

Van's sells the RV-12iS in two forms:

ELSA (Experimental Light-Sport Aircraft) - you build the kit and an inspector issues an experimental airworthiness certificate. You can perform your own annual condition inspection after completing the LSRM-A (Light-Sport Repairman — Maintenance) course, which is a separate FAA-recognized certification from the builder's repairman certificate.
SLSA (Special Light-Sport Aircraft) - factory-completed by Van's, certified to ASTM standards, and maintained by an LSA-Repairman or A&P.

Switching between categories after the fact has implications for maintenance and modification - consult the FAA category change rules before modifying an SLSA.

Where to go next

For SB-00128, see the dedicated SB article. For builder forums and pilot reports, the VAF (Van's Air Force) forums RV-8 section is active. For tandem-specific transition training, contact Van's Builder Support for an up-to-date list of Van's-affiliated CFIs. For kit-section questions, contact Van's Builder Support with your builder number.

RV-6 / RV-6A: Condition Inspection and Maintenance

The RV-6 fleet has been flying since the late 1980s and most current builder support traffic concerns condition inspection, parts replacement, and avionics modernization. This section summarizes the most common items. Note: Content for this section is pending — contact Van's Builder Tech Support or see the RV-6 dedicated article for specific guidance.

Van's Tech Q&A: “What’s Your Condition (Inspection)?” Presentation

Copied from Van's Aircraft Tech Q&A on 2026-10-01. Source: “What’s Your Condition (Inspection)?” Presentation.

Official PDF: Whats_Your_Condition_Inspection.pdf (40 pages). If the viewer below does not load, open the PDF with this link.

Text of the PDF

Copied word for word from the PDF. Figures, drawings and table layouts are in the PDF above.

Slide 1

(image only)

Slide 2

This presentation will cover how to do a condition inspection in the manner that professional mechanics do them.
The FAA has only one regulation that dictates exactly how a condition inspection be completed on an experimental aircraft.
The inspector must certify, using the completion sign-off, that the aircraft has been inspected in the scope and detail of FAR 43, appendix D.

Slide 3

It is required by E-AB and E-LSA operating limitations.
It is a good idea from a safety standpoint!

Slide 4

EAB

Original aircraft builder or group representative
- Has applied for and received a Repairman Certificate issued for the aircraft being inspected
A & P mechanic
- IA not required or allowed

ELSA

Anyone that has taken the Light Sport Repairman Inspector training class for the class of aircraft they own (fixed wing, weight shift, etc.)
A & P Mechanic
Appropriately rated FAA repair station.

Slide 5

Someone with the skills to complete all of the tasks required!
- Learning to do things on your own for the first time is a good way to spend a lot of money needlessly (or worse). Get the help of someone with knowledge and experience.

Slide 6

Service Bulletins/Notifications

Issued by the kit manufacturer or plans seller.
Issued by the manufacturer of any accessory part ( wheels/brakes, fuel pump/ filter, avionics/EFIS system, etc.)

Firmware/software updates

Slide 7

Research AD’s issued by the FAA that effect the engine or any other component installed on the airplane.
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/ViewList?

Slide 8

(image only)

Slide 9

Obtain any parts expected to be replaced during the inspection:
- tires/tubes
- oil & filter
- battery
- etc…
Note: Do the ELT condition inspection before purchasing a new battery.

Slide 10

Use a checklist (generic example: FAA AC 90-89B, Appendix 1) Begin the inspection with the powerplant.
Use a checklist to complete the inspection process on the engine and airframe, and document your progress.
WHATEVER CHECKLIST YOU USE it should be cross checked against FAR 43, Appendix D.

Slide 11

Line 14 of current issue operating limitations says……

No person may operate this aircraft unless:

Within the preceding 12 calendar months it has had a condition inspection performed in accordance with the scope and detail of part 43, appendix D, manufacturer or other FAA-approved programs

and was found to be in a condition for safe operation.

Scope - The extent of the area or subject matter that something deals with or to which it is relevant.
Detail - An individual feature, fact, or item.

Slide 12

The inspections must be recorded in the aircraft maintenance records showing the following, or a similarly worded, statement:

“I certify that this aircraft has been inspected on [insert date] in accordance with the [insert either: scope and detail of part 43, appendix D or manufacturer’s inspection procedures] and was found to be in a condition for safe operation.”

The entry will include the aircraft’s total time-in-service (cycles if appropriate), and the name, signature, certificate number, and type of certificate held by the person performing the inspection.

Scope - The extent of the area or subject matter that something deals with or to which it is relevant.
Detail - An individual feature, fact, or item.

Slide 13

INSPECTION PHASE

Remove engine cowling, fairings and panels/covers to allow access to as much of the aircraft as is possible.
Use a squawk list to record any discrepancies or problems needing correction.
Resist getting distracted from inspecting…..
Save fixing for later (with exceptions).

Slide 14

ELT inspection and documentation requirements

FAR 91.207 says…..

The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter and entered in the aircraft maintenance record.

Paragraph (c)(2) of this section does not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection for—

(1) Proper installation;

(2) Battery corrosion;

(3) Operation of the controls and crash sensor; and

(4) The presence of a sufficient signal radiated from its antenna.

Slide 15

b. Testing. (as prescribed in the AIM)

1. ELTs should be tested in accordance with the manufacturer’s instructions, preferably in a shielded or screened room or specially designed test container to prevent the broadcast of signals which could trigger a false alert.

2. When this cannot be done, aircraft operational testing is authorized as follows:

(a) Analog 121.5/243 MHz ELTs should only be tested during the first 5 minutes after any hour. If operational tests must be made outside of this period, they should be coordinated with the nearest FAA Control Tower or FSS. Tests should be no longer than three audible sweeps. If the antenna is removable, a dummy load should be substituted during test procedures.

(b) Digital 406 MHz ELTs should only be tested in accordance with the unit’s manufacturer’s instructions.

406 MHz ELT’s do not transmit a squitter burst on 406 MHz until the unit has been activated for at least 50 seconds so any test should always be terminated in less than 30 seconds to avoid a false transmission violation.

A good test for proper transmit power on the 121.5 MHz freq. is to activate the ELT in close proximity of an AM band radio receiver (tuned freq. doesn’t matter) and listen for the transmitted signal.

Slide 16

Transponder Inspection and documentation requirements

FAR 91.413 says…

(For IFR, FAR 91.411 also applies)

(a) No persons may use an ATC transponder that is specified in 91.215(a), 121.345(c), or §135.143(c) of this chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and found to comply with appendix F of part 43 of this chapter; and

(b) Following any installation or maintenance on an ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), appendix E, of part 43 of this chapter.

(1) A certificated repair station properly equipped to perform those functions and holding—

(i) A radio rating, Class III;

(ii) A limited radio rating appropriate to the make and model transponder to be tested;

(iii) A limited rating appropriate to the test to be performed;

(2) A holder of a continuous airworthiness maintenance program as provided in part 121 or §135.411(a)(2) of this chapter; or

(3) The manufacturer of the aircraft on which the transponder to be tested is installed, if the transponder was installed by that manufacturer.

Slide 17

Begin the actual physical inspection of the aircraft here

It has the highest probability of discovered issues that will require work by an outside shop.

(If that is required, sending it out early in the inspection process will minimize down time.)

Slide 18

Engine Inspection

At a MINIMUM should include-

Oil and filter change with inspection of the filter media
Oil suction screen inspection (often missed)
Cyl. leak-down (compression) check.
Fuel servo or carburetor inlet filter inspection.
Carburetor (if installed) float bowl drained and fuel inspected.
Gascolator and/or fuel filters drained and filter screens inspected.
Spark plugs cleaned, regapped, inspected and if possible, tested.

Slide 19

ENGINE INSPECTION

At a MINIMUM should include-

500 Hr magneto inspection (or as recommended for other ignition systems)
Check / adjust ignition timing, and confirm that ignition switch(‘s) do disable the ignition system.
General condition of exhaust system. Should include a pressurized soap bubble test in the vicinity of welded on flanges flanges for cabin heat muffs if present.
General inspection of all hoses (fluid and SCAT), wiring, engine mount and vibration isolators, oil leaks, condition and proper operation of controls, oil cooler, cooling baffles and seals, etc.

Slide 20

ENGINE INSPECTION

OPTIONAL

Oil Analysis
Camera inspection of valves and cyl interior.

Slide 21

AIRFRAME INSPECTION

Inspect for evidence of impact damage or overload of structures:

Wrinkled or bent skins and sub structure
Bent brackets and attach hardware

Slide 22

AIRFRAME INSPECTION

Look for evidence of fatigue.

Cracks in skins, sub-structure/formers, brackets, metal or fiberglass fairings, etc.

Slide 23

Fatigue crack in bare aluminum

Slide 24

Fatigue crack in painted aluminum

Slide 25

Fatigue crack

Slide 26

Rivet hole fatigue crack

Slide 27

Screw hole fatigue crack

Slide 28

Crack along tube weld

Slide 29

AIRFRAME INSPECTION

Confirm proper torque on critical fasteners

Landing gear, engine mount, wing and emp attach, etc.

Note: Presence of torque seal or a cotter pin is not proof of proper fastener torque.

It is fairly common for fasteners on a thick stack-up of parts to lose preload after accumulating some flight time.

Slide 30

AIRFRAME INSPECTION

Inspect for ANY movement where there should be NONE (Anything solidly bolted or screwed to something else)

Landing gear legs, etc

It is typical to see fretting evidence (A change in surface texture and or grey/black dusting in the vicinity) if something is moving, but not always.

Slide 31

AIRFRAME INSPECTION

Inspect for smooth freedom of movement on anything that is intended to move.

Bearings, Rod Ends, Pivot Bushings, Clevis Pins or Bolts, etc

Slide 32

AIRFRAME INSPECTION

Inspect for excess or abnormal play on anything that is intended to move.

Bearings, Rod Ends, Pivot Bushings, Clevis Pins or Bolts, etc

Slide 33

AIRFRAME INSPECTION

Inspect for evidence of wear between objects that are in contact or close Proximity

Electrical cables and harnesses
Flight control system cables & push/pull tubes
SCAT hose and fluid hoses
Hard fluid lines (fuel, brake, etc.)

Slide 34

AIRFRAME INSPECTION

Inspect critical systems (flight control, engine control, fuel, etc.) by following from the very beginning (such as point of hand contact) to the very end.

Example: Pitch control system

Attachment of stick grip to stick
Condition of stick itself (Cracks at welds, etc.)
Bolt that mounts stick.
Bolt that attaches push/pull tube rod end
Condition of rod end (play, stiffness, etc.)
Jamb nut on rod end
Coupler riveted to push/pull tube
Push/pull tube condition
Etc.

Slide 35

AIRFRAME INSPECTION

TOUCH EVERYTHING

Your hands are as valuable of an inspection tool as your eyes (in some instances, more valuable).

When possible, touch everything you are looking at.

USE A BRIGHT LIGHT

Very bright LED lights have gotten fairly inexpensive. I have detected problems while using one that I never would have seen with a traditional flashlight.

Slide 36

Make a decision regarding items on the squawk list (whether any items can be deferred and if they will be).
Complete work related to squawk list items and any general preventative maintenance (new tires) being done.

Note: With some items there is slight overlap of inspection tasks, with maint./correction tasks.

Example : It makes sense to install new tires while doing the inspection on the wheels and brakes so that the time the airplane spends in the air on jacks (more vulnerable to an accident) is minimized.

Slide 37

POST-CONDITION INSPECTION

Re-assemble the airplane minus the cowling and any access to portions of the fuel system that were disassembled during the inspection or maintenance.
Complete a ground run / operational check of the engine and all aircraft systems.
After shutdown, inspect for leaks on the engine and systems.
Fully re-assemble the aircraft.

Slide 38

POST-CONDITION INSPECTION

Complete required logbook/documentation entries.
- Make sure the entry meets the wording requirements in the operating limitations for the aircraft, and the requirements for the ELT inspection (battery expiration date, etc.).
Confirm that the required documents are in the aircraft.
- Form 8130-7 Certificate of Airworthiness (must be displayed and visible from the entrance to the aircraft)
- Operating limitations. These are part of the Certificate of Airworthiness and must be in the aircraft at all times.
- Registration Certificate (Form 8050-3)
- Weight and balance documentation
- FCC Radio Station License (if aircraft flown outside of the USA)
Complete a thorough preflight inspection.

Slide 39

FAR 91.407 says……

(b) No person may carry any person (other than crewmembers) in an aircraft that has been maintained, rebuilt, or altered in a manner that may have appreciably changed its flight characteristics or substantially affected its operation in flight until an appropriately rated pilot with at least a private pilot certificate flies the aircraft, makes an operational check of the maintenance performed or alteration made, and logs the flight in the aircraft records.

(c) The aircraft does not have to be flown as required by paragraph (b) of this section if, prior to flight, ground tests, inspection, or both show conclusively that the maintenance, preventive maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or substantially affected the flight operation of the aircraft.

<Maintenance. Inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.>
<Preventive Maintenance. Simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.>

The FAA’s official position is that this does not apply to experimental aircraft, but that it is a very good idea.

Slide 40

Resolve any discrepancies found during the test flight.
Good to go for another year….. Have fun and fly safe!