Acro in the Globe Swift

[AEROBAT]

Has anyone had a chance to do acro in the Globe Swift?

[airdude]

Yes but consider the age of the airplane before pulling any g's...

Smooth basic manoeuvers are easy to perform on the swift.
The roll rate is surprizing and the aircraft will loop easily.

[airdude]

Forgot to mention, beef-up kits are available but installed on 337 forms in the states and not recognized by TC...

[Rhys Perraton]

Correct me if I'm wrong but isn't anything done
that is supported by a FAA form 337 acceptable to TC ?

[cgzro]

The 337 is only accepted under certain conditions that include vague wording like 'properly filled out section X'.

Problem with that is you are at the mercy of the intepretation of properly filled out.

Also they are only accepted under those conditions on import .. I don't think you can modify a plane once its here and show a 337. You need an STC or LSTC which is a whole other kettle of paper work.

[Hedley]

http://www.tc.gc.ca/civilaviation/manag ... 03.htm#7-2

7.2 FAA Form 337
FAA Form 337 is used to record a major repair and alteration, refer to FAA AC 43-210. The FAA describes the two main purposes of Form 337 as providing:

aircraft owners and operators with a record of major repairs and major alterations indicating the details and approvals; and

the FAA with a copy of the form for inclusion in the aircraft records at the FAA Aircraft Registration Branch, AFS-750.

A completed FAA Form 337, completed and signed in block three (3) by an authorized FAA Aviation Safety Inspector (ASI) constitutes the approval of technical data. The subject form may be issued to record the approval of a major repair and alteration, with or without consultation with an FAA ACO/ECO. Therefore, the level of FAA engineering involvement with respect to the design change may have been minimal. The Field Approval system is, by its nature, intended to be limited to the approval of basic, not complex types of repairs and alterations.


7.3 Acceptability and Classification of Supporting Data
Field Approvals derived from the FAA Form 337, should be consistent and conform to the requirements of FAA Order 8900.1, Vol. 4, Chapter 9.

Section 101.01 of the CARs defines “major” modifications and “major” repairs, while section 571.06 of the AWM defines what constitutes “approved”, “specified”, and “acceptable” data, and AWM Chapter 571, Appendix A of Chapter 571 of the AWM provides guidance regarding the classification of design changes.

Although the FAA Form 337 is subtitled “Major Repair and Alterations”, there may be cases where the modification would be considered “minor” by Transport Canada in accordance with section 101.01 of the CARs and “major” by the FAA. The FAA definition and interpretation of “major” and “minor” is slightly different from that of Transport Canada. Similarly, some of the data classified as “approved” under the FAA system may only be classified as “specified” or “acceptable” by TCCA.

Ultimately, when assessing the acceptability of design data, the Canadian definitions as outlined in (3) above, must take precedence over the FAA classification of the change and its substantiating data.


7.4 Screening and Review Procedures
The initial screening of major repairs and alterations installed on an aircraft imported to Canada will be the responsibility of the CASI maintenance and manufacturing or a Ministers Delegate-Maintenance (MD-M). Major repairs and alterations installed on these aircraft may include data that has been approved through an FAA Field Approval process.

Major repairs and alterations that include data approved by the FAA using the field approval process may be accepted in the following manner:

With the exception mentioned in paragraph (b) below, FAA approved or accepted alterations per 14 CFR Part 43, installed on a product exported from the U.S., regardless of the State of Design of the product, are considered approved by TCCA at the time of import to Canada. TCCA will accept such FAA alteration data when substantiated via an appropriately executed FAA Form 8110-3, FAA Form 8100-9, FAA Form 337 (block 3) or logbook entry.

Certain aircraft that were operated in the State of Alaska had alterations incorporated via field approval between October 1, 2003 and May 21, 2005 that may have resulted in the aircraft airworthiness certificate having an operating limitation that limited future operation of the aircraft only within the boundaries of the State of Alaska. This is discussed in detail in FAA Order 8130.32 Airworthiness Certification Requirements for Certain Aircraft Operated in the State of Alaska. An applicant intending to import these aircraft into Canada must comply with the criteria to remove the operating limitation as specified in the procedural requirements of the FAA Order.

In the case of FAA Field Approvals from the State of Alaska, a type design examination shall be conducted and a Canadian design approval issued.

The flowchart shown in Appendix F sets out the review procedures to be used by Regional Inspectors for the review and acceptance of Field Approvals, including guidelines for referral to the Regional Manager, Aircraft Certification (RMAC), where necessary. The flowchart also includes evaluation, acceptance, and approval criteria to be used by the RMAC, including means of recording formal acceptance of the Field Approval.

FAA 337 forms that do not meet the requirements of FAA Order 8900.1, should be elevated in review level.


7.5 Recording of Acceptance

Depending on the outcome of the screening/review defined in section 7.4. TCCA acceptance of the FAA Field approval may be recorded by:

Completing the Acceptance Record form shown in Appendix G where the Field Approval does not meet the exception criteria of 7.4(2)(b) above; or issuing a Canadian design approval where the exception criteria of 7.4.(2)(b) above has been met.

So at the time of import, your MD-M is supposed to look at the flowchart
in Appendix F to see what to do:

http://www.tc.gc.ca/civilaviation/manag ... _large.jpg

If the modification described by the faa form 337 is "minor",
then all he needs is "acceptable data". If you see above in
7.2 it says:

A completed FAA Form 337, completed and signed in block three (3) by an authorized FAA Aviation Safety Inspector (ASI) constitutes the approval of technical data

So IMHO you are done.

However, if the work described by the FAA form 337 is
"major", well, then, everything changes.

FYI the TC definition of "major modification" may be
found at CAR 571.06:

http://www.tc.gc.ca/civilaviation/regse ... tm#571s_06

“major modification” - means an alteration to the type design of an aeronautical product in respect of which a type certificate has been issued that has other than a negligible effect on the weight and centre-of-gravity limits, structural strength, performance, power plant operation, flight characteristics or other qualities affecting its airworthiness or environmental characteristics;

[Jerz]

Then there is the famous "that was not the intent of the rule " comment from TC, when their interpretation clearly contradicts the written regulation...