Canadian final inspection paperwork
Posted: Sun Feb 19, 2012 11:00 am
I'm replying to Mike who asked about the final paperwork in Canada -
this will not interest anyone outside Canada. There were some
differences from what is spelled out in the RAA builder's manual and on
the MDRA web site.
First you probably need the stainless dataplate. The American one is not
acceptable. Plates are available from RAA or from Demer's (spelling?) in
BC. You need the name of the builder, the aircraft model, and a serial
number and nothing else on the plate. I used a hammer and a stamping set
to write the data. You will need a couple of photocopies of the
dataplate. I could not get a good photocopy so I took a digital pic of
the thing and printed that. I guess a photo is acceptable but everyone
preferred a photocopy.
Second step is probably it to apply for registration letters although I
had previously reserved mine. Cost was something like $50. (guessing
here) and another hundred and something if you request specific letters.
You can instantly see what is available on the web. This can be done
over the phone with a credit card. Once you have the letters, you have a
year to register the aircraft or pay about $50. per year to keep them.
Third would be to apply to MDRA for final inspection. You need the proof
of payment from them in order to Register the aircraft. It took me 5
weeks to get proof of payment and it would have been a lot longer if I
hadn't finally got their office administrator on the phone after which
he faxed it to me in a few minutes. Their website procedure did not work
for me. E-mails and phone messages didn't seem to help. Cost was in the
vicinity of $700. or so which does apparently include the cost of the
eventual certificate of airworthiness.
Fourth step is to register the aircraft with MOT. You need the
certificate of registration in hand before the inspector can do the
inspection. To register you need a photo that clearly shows the
registration letters affixed to the aircraft in a contrasting color. I'd
encourage you to put them on with duct tape or something and take a
photo if you have the aircraft assembled even temporarilly. I didn't get
the photo until the aircraft was at the airport which delayed me. It
doesn't need to be painted for this of course. I put 12 inch vinyl
letters on the fuselage from a sign shop for about $80. and nothing on
the wings. Cheaper material was available. Registration was $110. I did
this step in person at 4900 Yonge street in Toronto. They also want to
see a receipt for the kit or a note saying you built it from spare parts
and raw materials or something like that. Registration is primarilly for
tax purposes. Think sales tax, invoicing of landing fees, etc.
Registration will also trigger the annual Navscam (nav canada) invoice
of about $80. so probably better to do this in January than December.
MOT would not estimate how long but I started phoning weekly and
enquiring how many were ahead of me and providing gentle encouragement
and the certificate was available exactly one month later. Let them know
if you want to pick it up instead of having them mail it to you. This
was an easy friendly process but slow. Be aware that whatever mailing
address you give them will be published on the web for the world to see
with no security. I'd suggest that a post office box or something other
than a home address might be appropriate in these days of identity theft
and burglaries. I notice that some folks also register it to a business
to minimise personal liability but I'm more concerned about privacy as
liability insurance is fairly cheap.
Fifth is the final inspection. The aircraft must be ready to fly at the
airport. In my case the inspector was available in a couple of days and
the inspection itself didn't take an hour. He'll want the inspection
covers off and he'll want to run the engine. You pay travel mileage
direct to the inspector. The inspector signs the flight authority but
isn't allowed to give it to you. All the paper goes to Jame A. at MDRA
who will then send it to you if he is happy. The paperwork includes the
3 copies of the application for a special certificate of airworthiness
which also requires 3 copies of a 2"x3" 3/4 view photo of the aircraft
and 3 original (not photocopied) signatures. Figure a couple of more
weeks (snail mail now) after the inspection if you are lucky. Otherwise
the paper starts going back and forth. When Jaime was happy he was kind
enough to e-mail a copy to me.
Altogether step 3 through 5 took me 3 months so get it going in January
if you want to fly in the Spring as it could have dragged on much longer.
Sixth would be to fly the 25 hours, do the climb test, and apply to MOT
to have the operating restrictions waived. I'm told that if you are in
a hurry and coordinate with an advance phone call, this can sometimes be
done while you wait. If you don't fly the 25 hours within a year you can
get an extension.
As an aside, in some cases you may wish to make sure that nothing on any
of the above paperwork mentions the "Murphy" or "Rebel" name. Regardless
of mods, what the inspector signs, or who "the person responsible for
the design" is, Jaime will not return the flight authority if he decides
it is a Rebel and doesn't conform to the factory gross weight.
Ken
Jones, Michael wrote:
-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------
this will not interest anyone outside Canada. There were some
differences from what is spelled out in the RAA builder's manual and on
the MDRA web site.
First you probably need the stainless dataplate. The American one is not
acceptable. Plates are available from RAA or from Demer's (spelling?) in
BC. You need the name of the builder, the aircraft model, and a serial
number and nothing else on the plate. I used a hammer and a stamping set
to write the data. You will need a couple of photocopies of the
dataplate. I could not get a good photocopy so I took a digital pic of
the thing and printed that. I guess a photo is acceptable but everyone
preferred a photocopy.
Second step is probably it to apply for registration letters although I
had previously reserved mine. Cost was something like $50. (guessing
here) and another hundred and something if you request specific letters.
You can instantly see what is available on the web. This can be done
over the phone with a credit card. Once you have the letters, you have a
year to register the aircraft or pay about $50. per year to keep them.
Third would be to apply to MDRA for final inspection. You need the proof
of payment from them in order to Register the aircraft. It took me 5
weeks to get proof of payment and it would have been a lot longer if I
hadn't finally got their office administrator on the phone after which
he faxed it to me in a few minutes. Their website procedure did not work
for me. E-mails and phone messages didn't seem to help. Cost was in the
vicinity of $700. or so which does apparently include the cost of the
eventual certificate of airworthiness.
Fourth step is to register the aircraft with MOT. You need the
certificate of registration in hand before the inspector can do the
inspection. To register you need a photo that clearly shows the
registration letters affixed to the aircraft in a contrasting color. I'd
encourage you to put them on with duct tape or something and take a
photo if you have the aircraft assembled even temporarilly. I didn't get
the photo until the aircraft was at the airport which delayed me. It
doesn't need to be painted for this of course. I put 12 inch vinyl
letters on the fuselage from a sign shop for about $80. and nothing on
the wings. Cheaper material was available. Registration was $110. I did
this step in person at 4900 Yonge street in Toronto. They also want to
see a receipt for the kit or a note saying you built it from spare parts
and raw materials or something like that. Registration is primarilly for
tax purposes. Think sales tax, invoicing of landing fees, etc.
Registration will also trigger the annual Navscam (nav canada) invoice
of about $80. so probably better to do this in January than December.
MOT would not estimate how long but I started phoning weekly and
enquiring how many were ahead of me and providing gentle encouragement
and the certificate was available exactly one month later. Let them know
if you want to pick it up instead of having them mail it to you. This
was an easy friendly process but slow. Be aware that whatever mailing
address you give them will be published on the web for the world to see
with no security. I'd suggest that a post office box or something other
than a home address might be appropriate in these days of identity theft
and burglaries. I notice that some folks also register it to a business
to minimise personal liability but I'm more concerned about privacy as
liability insurance is fairly cheap.
Fifth is the final inspection. The aircraft must be ready to fly at the
airport. In my case the inspector was available in a couple of days and
the inspection itself didn't take an hour. He'll want the inspection
covers off and he'll want to run the engine. You pay travel mileage
direct to the inspector. The inspector signs the flight authority but
isn't allowed to give it to you. All the paper goes to Jame A. at MDRA
who will then send it to you if he is happy. The paperwork includes the
3 copies of the application for a special certificate of airworthiness
which also requires 3 copies of a 2"x3" 3/4 view photo of the aircraft
and 3 original (not photocopied) signatures. Figure a couple of more
weeks (snail mail now) after the inspection if you are lucky. Otherwise
the paper starts going back and forth. When Jaime was happy he was kind
enough to e-mail a copy to me.
Altogether step 3 through 5 took me 3 months so get it going in January
if you want to fly in the Spring as it could have dragged on much longer.
Sixth would be to fly the 25 hours, do the climb test, and apply to MOT
to have the operating restrictions waived. I'm told that if you are in
a hurry and coordinate with an advance phone call, this can sometimes be
done while you wait. If you don't fly the 25 hours within a year you can
get an extension.
As an aside, in some cases you may wish to make sure that nothing on any
of the above paperwork mentions the "Murphy" or "Rebel" name. Regardless
of mods, what the inspector signs, or who "the person responsible for
the design" is, Jaime will not return the flight authority if he decides
it is a Rebel and doesn't conform to the factory gross weight.
Ken
Jones, Michael wrote:
snip
wonder if you could give me brief outline of paper work to do to
register the thing, contacts etc, sequence
thanx
mike
-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------