Back in the old days when I built my first homebuilt, the FAA inspector did the visits. I had to send a formal letter to the local Flight Standards District office before I started building, and I had to meet with an inspector to establish an inspection program. The general rule was that no area could be "closed-out" until the FAA inspector had checked it. The first step in my project was to build the box spars for the wing, and I actually took them to the inspector for review prior to putting the close-out web in place. He also wanted to see sample glue joints, and he actually broke some joints to confirm that I was mixing the material correctly. The second inspection was a "pre-cover" review of the entire load-bearing structure. In this case he came to my house. The final inspection was prior to flight for the issuance of the limited Airworthiness Certificate.

The classic old three inspections based on close-out criteria are a good guide for today, but often do not apply directly to composite kits and some all-metal aircraft. Spar close-outs are almost a thing of the past, with the pre-molded or pre-riveted ones that are common to most fast-build kits today.

So, when should you first meet with a builder? Ideally, it will be prior to the builder ordering the plans or kit. Try to get the builder to talk honestly about his/her abilities, time and resources to complete the project. Should he do a SportAir Workshop to hone his skills? Encourage the prospective builder to discuss the project with another builder of a similar project. If nothing else, there are numerous sources of builder opinions on various internet sites. Also, encourage the prospective builder to talk to at least one other TV. We all have different personalities, and a builder might find that they get along better with one or another of us. Builders need to trust their TC and be willing to be open about problems and issues in the building process.

The best time to actually have the first TC visit is usually after the builder has done some representative work. One (small) representative part should be built and reviewed with the TC. I suggest they do an inexpensive part first, like an elevator, because the builder may find that they want to do it again as they gain more experience and expertise. I read somewhere that RV builders usually start with the tail kit, and after building the rest of the plane, 50% build another tail kit because their riveting has gotten so much better that the original tail, although good enough, is not up to their latest standards. If the builder is doing a wet lay-up composite, again, the first visit should be after doing a small part, like the horizontal tail or canard. If the builder is assembling a pre-molded composite kit, then it gets a little tougher picking an "inexpensive" part to practice on. Another option is to encourage building something that uses similar techniques, but is not part of the plate. Burt Rutan used to suggest building a set of bookends!

During this first visit, ideally the builder will be open and honest about their workmanship and any problems they had. You also need to be as open and honest as you can while still being supportive and encouraging of the effort expended. You cannot be critical or demeaning, but on the other hand you cannot solver-coat everything, either. I rate the work using the following non-negative sale: 1) This is perfect, 2) This is acceptable, and 3) You may want to consider redoing this. Most builders want an honest appraisal of their work, but if they feel they were criticized or in any way demeaned, particularly publicly, they may never call you back. I try to have the meeting one-on-one, only, and never discuss any problems found with anyone else. If the spouse appears, I praise the builder's work, no matter what. If there really are issues, I try to offer alternatives and discuss the consequences of not correcting the discrepancy. For example, if Teflon tape was used on the fuel system, explain the issues with its use, both pro and con, and let the builder decide whether to use it or not. We do not "down" or "ground" planes. Always keep in mind that we are only counselors, and we need to be tactful.

I cannot overemphasize this issue of tact and sensitivity for the builder's feelings. Several years ago we had a chapter member bring some of his welding to a chapter meeting. The welding was not the greatest, and a couple of chapter members loudly criticized the builder for "dangerous" work. The builder was embarrassed and never came back for another chapter meeting pr called for a TC visit. He did finish the plane anyway, and on its third flight it crashed, due to jammed engine controls, not the welding. I am haunted by the thought that a TC visit could have avoided that calamity, but the builder was turned-off to help by the bad experience at the chapter meeting. By the way, the crash lead to headlines in the local paper about "unsafe" little airplanes and proposed banning them from the local airport!

I recommend the second visit, which was historically the pre-cover visit, be a review of systems installation on pre-molded, metal or fast-build kit projects. Are the hydraulics, wiring and fuel systems installed correctly? Does the gear retract? Is the engine hung and are things coming to and leading away from it working out? Doe the controls all work correctly with no binding/ there could be several visits for these systems reviews.

The last visit, which traditionally is a pre-flight, pre-FAA inspection, is usually the equivalent of a Condition Inspection without a compression check or parts disassembly. I try to look at every part, system and component. Is everything hooked-up correctly? Does everything work correctly? Is everything labeled correctly? Are there any leaks? Would I fly in it? This visit serves two purposes. First and foremost is to help the builder ensue that the airplane will be safe, but also, to help the builder get past the FAA inspection as smoothly as possible. You should know what the inspectors are looking for. If not, call them up and find out what their pet rocks are. It is usually easier to comply rather than fight. Forewarned is forearmed.

Again, additional visits are at the builder's discretion and convenience. I also encourage email questions and phone calls, which usually outnumber actual visits about ten to one. Remember, we TCs are here to serve.
From October 2007 EAA Safety Wire

Ask Your Tech Counselor: Fabric Inspection Items for New Aircraft
By Ron Alexander, Poly-Fiber

• All surfaces should be properly prepared using epoxy primers and epoxy varnishes
• The proper fabric cement should have been used to ensure adequate adhesion
• 2-inch overlap of fabric when cementing on the leading edge
• 1-inch overlap on the other edges
• Proper tautness of fabric - if too loose the coatings will crack; too tight can cause structural problems
• Be sure the fabric has been mechanically attached to the ribs, etc., with rib lacing, pop rivets, screws, etc. Attachment using only fabric cement is not adequate.
• Proper taping - all seams (sewn or cemented) must be covered with finishing tape - all sharp edges, ribs, rib lacing, etc., must have finishing tapes.
• Leading edges should have finishing tapes
• Be sure tapes are cemented down properly
• Be sure drain grommets are in place with fabric patches covering them
• Inspection plates should be located in proper areas with fabric patches covering them
• Ensure proper adhesion of the coatings tot he fabric
• Ensure an adequate amount of silver coatings has been applied - if not, fabric will deteriorate rapidly