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Excellent suggestions Mike. Contacting the FSDO inspector or DAR to establish a relationship is an excellent idea.

You have stumbled on, in my opinion, a serious issue with the FAA however. It seems that there is no one FAA; rather, every employee is their own version of the FAA. This variance with the regulations and procedures causes a lot of heart burn if you need to maintain a relationship with the local FSDO. When I helped run a collegiate flight school, this was a real pain. Every time you were assigned a new inspector, you had to re-learn all the new personally imposed "regulations" all over again. This, combined with no accountability for the inspectors when they like to create their own rules, can make things quite a frustrating challenge.

Uniformity across the FAA has been an ongoing problem since the dawn of time. It is discussed each year at the EAA/FAA summit and nothing ever seems to change. Very frustrating.

And yes, among other things I was quite particular about N number proportions. I was one of the instructors for the FAA initial DAR training. I couldn't very we'll preach the gospel at the FAA training and then be sloppy on my inspections. :)


Cheers!

Joe

It is indeed quite frustrating that the seemingly "black and white" rules don't take care of things seamlessly. Unfortunately, self-generated bias is in us all. A couple years ago at OSH, a judge asked where my compass was. I told him that I did not have one as the regulations call for a "magnetic direction indicator" (it could be argued that this would not even be required) and never mentions a compass. I showed him the magnetic direction indicator function of my Dynon and he said "you still need a compass"!

The judge was wrong, at least according to FAA regulations. But then, some FAA inspectors and DARs hold this same opinion. And so it goes.


Cheers!

Joe

N111YX wrote:It is indeed quite frustrating that the seemingly "black and white" rules don't take care of things seamlessly. Unfortunately, self-generated bias is in us all. A couple years ago at OSH, a judge asked where my compass was. I told him that I did not have one as the regulations call for a "magnetic direction indicator" (it could be argued that this would not even be required) and never mentions a compass. I showed him the magnetic direction indicator function of my Dynon and he said "you still need a compass"!

Had I even thought about it, I should have ripped my compass off and (temporarily) installed in on your glareshield Kip, just to shut him up! :mrgreen:

I know some of you have successfully put off getting an ELT until the end of your Phase 1 flight testing. Here is an email conversation with my DAR that you may find interesting.

From ME:
I do not yet have an ELT, and I understand one is not required during Phase 1 testing since there will only be a single occupant. I plan to decide on a 406mhz ELT during testing, and will install it before finishing Phase 1 flights.

From DAR:
The regulation says that a two place airplane needs an ELT. I know of no exception to that rule…

From ME:
On the ELT, my reference is: FAR 91.207 (f) (4)
http://eaaforums.org/showthread.php?290 ... -1-and-ELT
My only issue with an ELT now is that every month the selections go up, and the costs go down. So I’ve been hoping to hold out as long as I could, so I could get a 406mhz unit.

From DAR:
I'm willing to give you Phase one only for flight testing and then come back after Phase I is complete to issue you Phase II operations after I inspect the ELT installation. Not widely recognized is the fact that the ELT needs to be installed in compliance with it's TSO. That means that the only way to get a legal ELT is to install it IAW the manufacturer's installation Instructions. Too many builders are too eager to cut a corner or two (just saying) making me unwilling to authorize anyone to fly in Phase II without my inspection of the ELT installation. $600 dollars now for the ELT or later with a second visit. Your choice.

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So he's willing to come back, but since each inspection trip is a paid visit, I would have to pay again for inspection of the ELT. And BTW, currently the $600 versions are without internal GPS. You can just about double that for one with built in GPS. I've been waiting for those prices to come down :-) I guess if I want to pay only once for an inspection, I will have to get the ELT now.

Mike Smith
#439

Sorry to hear that Mike. I have an old style 121.50 ELT installed in my airplane, purchased cheaply from Aircraft Spruce. When I had my airworthiness inspection, the ELT was never mentioned. No requrests to see it, look at the mounting bracket, antenna, records of testing, etc. That must be one of those "hot spots" for your specific DAR. For me, I had to make sure my data plate was done EXACTLY right. I actually had one engraved and took it into the office for an inspection prior to riveting it in place, just to make sure.

With regards to my ELT, I figure I'll upgrade to the 406mhz type one day, but to get myself in the air, the old style was fine with me!

My inspection was a joke. The DAR spent maybe 10 minutes looking at the plane. Made one comment on a sticky aileron hinge. The majority of the time was spent filing out the paperwork. He barely looked at my log. He did make me start the plane and taxi it to prove the brakes worked and the instruments came alive. $400.
Going to the FSDO for my repairman's was even a bigger joke. I made an appointment, showed up with my logs, plans, pictures, everything I need to prove I built it. He didn't even look at any of it. I filled out a form I could have online. And then to boot, he lost it. I waited 120 days and no certificate. Called, and nobody could find it. So he told me fill out another one online and mail it to him. He mailed me back another temporary for 120 days. That was Dec 1st. Still waiting.

Sounds a lot like getting a medical. When I'm sick, I don't go to my Faa medical examiner. For my plane, I won't be looking to the DAR to give me peace of mind for being a hard ass. It's kind of like getting ramp checked, it's rare that anything positive can come of it, it's mostly an avoidance of negatives.

But now I'm being cynical. I just hope to build a safe plane, and not have a DAR that won't sign off my plane for lack of an operable relief tube.