Mihai Burlacu

Building an RV-10

A Short Story
By
Thomas Kenney & Mary Dauphinais

Where to start? Probably best to tell you a little about us. Tom has his Bachelors and Masters degrees in Aerospace Engineering from Penn State. Mary has her Bachelors in Computer Science with a minor in Physics from Sonoma State University and her Masters in Computer Science from Penn State. We have successfully built and flown our RV-10 which is based at New Garden (N57). We were married in March of 2013 and in May of that year the first kit arrived, the empennage. Mary had no idea what she had signed up for. Tom had built a Kitfox 7 with his partner George Daelemans so he was aware of the dedication and skills it takes to complete a project like this. At first Mary wanted nothing to do with the actual building. She was concerned that a mistake might lead to AIDS (Aviation Induced Divorce Syndrome). After Tom had made a few mistakes (a couple of which involved ordering replacement parts) she realized she could help.

One of the first big decisions was to build the RV-10 kit from the ground up rather than a quick build. The first few years of the project were spent in the basement of our home building the empennage, wings, and fuselage as separate components. Tom would wake up every morning at 5AM to work a couple hours on the plane before heading to work. The empennage, which on the RV-10 includes the tailcone, was completed in October of 2014 and the wings were started. The wings include the fuel tanks which were probably the biggest challenge in the build. The stink of tank sealant, even through a respirator, is tough to take. Despite passing the bench leak tests a few hours into flying we had to repair small leaks on each tank. In addition, that tanks were the only location where we experienced rivet fracture during setting. The wings were completed in April of 2016 and manufacturing of the fuselage tub began. With the completion of the fuselage tub in June of 2017 the project moved to New Garden.

During our time in New Garden we became snow birds moving the project from our unheated west end hanger to the luxury of the EAA heated hanger every winter. Progress slowed as it was a 45-minute drive from our home in Phoenixville to the airport. While at N57 we joined the tailcone to the fuselage tub, completed the installation of the fiberglass canopy and fitting the doors. Tom is not a big fan of fiberglass work. The Lycoming Thunderbolt IO-540 engine arrived in June of 2020. In November, with the help of several of our friends from EAA Chapter 240, we installed the wings. Then after a few more months working the final elements of engine and avionics installation the engine roared to life for the first time on March 14, 2021. From that point it did not take long to complete the final elements and on May 29, 2021, N198JD received its Special Airworthiness Certificate from Ed Coudon (FAA DAR).

On June 6th, 2021 at 8:53 AM Tom had the unparalleled experience of taking off in our RV-10 for the first flight. Lifting off on runway 24 before passing the wind sock. He climbed to 2500 ft and circled over the field for several laps and then descended to pattern altitude for a great landing at 9:27AM. Tom flew off the 40 hours doing the required solo flight testing. The final paint was done by Lancaster Aero in November of 2023. The interior is still a work in process, as builders know the plane is never “done”.

We are happy to report we are still married and have just started a RV-9A as a retirement project.

Mihai Burlacu

November 2025 – IMC Question of the month

What does it mean to be established on an instrument approach?

While some pilots may believe they must be within a specified distance of a fix or geographic point, such a condition, while helpful in maintaining situational awareness, is not necessarily required.
The following references suggest that the aircraft must be on the centerline of the subject course, and at the assigned or prescribed altitude.

According to the FAA Instrument Procedures Handbook, FAA-H-8083-16B, Chapter 4:
For aircraft operating on unpublished routes, an altitude is assigned to maintain until the aircraft is established on a segment of a published route or IAP. (Example: “Maintain 2,000 until established on the final approach course outbound, cleared VOR/DME runway 12.”) The FAA definition of established on course requires the aircraft to be established on the route centerline. Generally, the controller assigns an altitude compatible with glideslope/ glidepath intercept prior to being cleared for the approach.

From the AIM:
When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, must, in addition to complying with the minimum altitudes for IFR operations (14 CFR Section 91.177), maintain the last assigned altitude unless a different altitude is assigned by ATC, or until the aircraft is established on a segment of a published route or IAP. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC.

Mihai Burlacu

November 2025 – VMC Question of the month

Question: If a modification to an aircraft has been made by a supplemental type certificate (STC), what required paperwork must be carried aboard the aircraft to document airworthiness? For example, you’re renting a Cessna 172 that has been modified with a 180-hp engine, or perhaps to use automotive fuel. What, if any, additional documentation is needed to document that the aircraft is airworthy? 

Answer: The STC itself is not required to be physically carried aboard the aircraft. However, the documentation that proves the STC has been properly incorporated is required to be part of the aircraft’s permanent records, and some documentation must also be carried aboard the aircraft. If an aircraft has been modified under an STC, the following documentation must be carried onboard the aircraft to substantiate the aircraft’s airworthiness:

  • Form 337: This FAA form documents major repairs or alterations, including STC installations
  • Logbook Entry: Maintenance records must reflect the STC installation
  • POH/AFM Supplement: If the STC affects aircraft operation, a supplement to the Pilot’s Operating Handbook or Aircraft Flight Manual must be onboard
  • Instructions for Continued Airworthiness (ICA): These must be retained and followed for ongoing maintenance 
  • Written Permission from STC Holder: If you’re not the original STC holder, you must have written authorization to use it

While the STC certificate itself can stay in your maintenance records, the POH/AFM supplement and ICA are critical for airworthiness and legal operation. If the FAA inspects your aircraft and finds a modification without proper documentation, it could be deemed unairworthy.