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  #11  
Old 07-15-2016, 12:53 PM
Kent Ashton Kent Ashton is offline
 
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Location: Concord, NC
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I have never had any problem with FSDO inspectors with three airplanes but it was me, I would ask for a one-on-one meeting with the FSDO manager and explain it as you said here.

Sometimes these supervisors are interested in getting their people straight and if you can discuss it without nasty letters and a shouting match, you might get some satisfaction. Stranger things have happened. :-)

The key is: what kind of fellow is the FSDO manager?
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  #12  
Old 07-15-2016, 01:24 PM
aerhed aerhed is offline
 
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Hmmm. Awhile back I commented about this kind of behavior and "someone" on here said I made a "cheap shot". Well, truth is there are a bunch of guys in FSDOS that have their (brains?) in their hands and their overlords let them slide. What gets me is that they all make more than I ever have and WE pay them. I have to know the rules, but they get to just "imagine" them.
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  #13  
Old 07-15-2016, 01:48 PM
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Dbro172 Dbro172 is offline
 
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Quote:
Originally Posted by bruceh View Post
I got my repairman certificate from the same SD FSDO. I had no problems. They were more concerned with the paperwork being correct. I had my laptop with thousands of photos from my build and the guy looked at them for about 10 seconds. He did look up all of the registration information from their computers and made sure that all of the information matched between the airplane and the repairman application. The paperwork took about 45 minutes before I had my temporary cert.

The person you dealt with definitely needs to be educated about the regulations he is charged with enforcing.
Same here. And beyond that pretty sure there is no requirement to have a build log or for him to question you. It's you that sign the paper to certify you built 51%, they don't certify that.
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Last edited by Dbro172 : 07-15-2016 at 01:51 PM.
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  #14  
Old 07-15-2016, 02:12 PM
jrs14855 jrs14855 is offline
 
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Location: Lake Havasu City AZ
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63 years after the founding of EAA, there are still a few in and out of the FAA that just basically hate EAB aircraft.
How I would handle it is to make an appointment with the FSDO Manager. Be polite but firm, that if he/she does not take corrective action in a timely manner that you will make a formal complaint to region, DC and your congress people.
Just one small example- a year or so ago there were FSDO offices that insisted a 406 ELT was required for EAB. They would not budge but quickly changed their opinion when they got a summons from a much higher level.
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  #15  
Old 07-15-2016, 02:39 PM
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DanH DanH is offline
 
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Quote:
Originally Posted by Bluelabel View Post
Thoughts?
Hi John,

It's not worth "winning" the argument when you can simply visit the Midwestern FSDO where someone probably knows Shayne anyway. The local guy may be a fool, but he has a badge, patrols your neighborhood, and we all bust some little rule on every flight.
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  #16  
Old 07-15-2016, 02:39 PM
twisted-wrench twisted-wrench is offline
 
Join Date: May 2008
Location: Eagles Nest, T56
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I would like to see the list of FARs the inspector mandated that you learn. I do aircraft records work in certified corporate 91 & 135 aircraft and have heard some interesting things from the FAA.

Thinking that any part of any government will be competent should not be your default thought. Your results may vary!
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  #17  
Old 07-15-2016, 02:41 PM
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DonFromTX DonFromTX is offline
 
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This thread touched on something I had been considering. I am about equal distance from two different FSDOs. One seems to be EAB friendly, the other does not (and is the one I am located in). Can I use any FSDO I want or must I use the one in whose district I am located?
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  #18  
Old 07-15-2016, 03:29 PM
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DanBaier DanBaier is offline
 
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It's always remarkable to me how often the problems develop when the root of it is that the FAA troops don't even consider, even for a moment, checking their operating guidance.

In the present situation - at http://fsims.faa.gov/PICDetail.aspx?...Vol.5,Ch5,Sec5

Once you get the EAB airworthiness certificate, you don't need the Repairman certificate for a year. And, then, only to do the inspection. The single sole privilege of the certificate is to do the inspection. ( http://www.ecfr.gov/cgi-bin/text-idx..._1104&rgn=div8 ).

Do all the maintenance you want, keep maintenance records, observe the letter of operating limitations. When you get to the next "home", call up the FSDO, and have a cup of coffee with a maintenance guy. Have a printed copy of the FSIMS (above) and ask him to walk you through the issuance. You might even have the application with you and I'd imagine he'd sign it on the spot.

I would imagine all of us have hit this FAA wall at one point or another, which brings to mind Will Rogers "...be grateful you don't get all the government you pay for...."

Dan
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  #19  
Old 07-15-2016, 03:30 PM
rv7charlie rv7charlie is offline
 
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I once bought a homebuilt that only had 2 hrs on it. Trailered it home & had to get new oplims issued with a test area within my local FSDO's jurisdiction. It wasn't difficult to do, but it did have to be done to be 'legal' while flying off the test time. That was over 20 years ago, so rules may have changed in the interim.

Charlie
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  #20  
Old 07-15-2016, 05:00 PM
BobTurner BobTurner is online now
 
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Some of these guys always want you to quote the rules. And, to be fair, you should have some idea of what you're supposed to do.
I suggest going back to this guy, and saying, "Oh, I didn't understand the question. I know that I have to follow FAR 43 appendix D in doing the condition inspection. I also understand that I will be authorized to do so for this one airplane, no other." If that doesn't make him happy enough, make an appointment with the FSDO in MO to get this done. Life is too short to argue with some of these guys.

Aside: Five years ago, I emailed a very helpful, but new FSDO inspector (he had previous been a DAR and had issued my A/W certificate) and aked him to ask around about exactly how I should ask for a waiver ("LODA") to give transition training in my RV-10. I included all the paperwork required by the FAA's own Order book. After a short time he replied that he had asked around; no one had heard of such a thing, they didn't think it possible, etc. He asked me if I knew anyone else who had obtained one. I sent him a few N numbers. Two days later he emailed back, "Come on down and sign the paperwork". Point being, if I had had to deal with the older inspectors there it could have been a nightmare. Sometimes you have to politely show them their own rules.
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