Only because you asked...
Here's how it works, at least for me. I am authorized by the Atlanta MIDO to perform your inspection AFTER you send them the signed 8130-6, along with a note that I have agreed to do the inspection. You and I will know LONG before this point if there are any issues that might cause you to seek out another DAR. Why? Because we have been working together already and I have been coaching you on all of the paperwork and steps needed to insure an enjoyable experience.
But once you submit the 8130-6 to the FAA and it gets assigned to a DAR, then you work with that DAR through Issuance or Denial. If denied, you are always able to seek out another DAR, but as someone mentioned, that DAR will know of the original application.
Yes, I hear you on some bad experiences psoted on this forum, and quite honestly I have learned to believe none of what I hear and half of what I see. I've been doing this for over 8 years and have had no bad experiences with anyone, even though I have had to issue 2 denials. Yes, HAD to. I hate doing them. I'm here to help builders go fly. In both cases we all agreed.
One had an engine with unknown history and the last logbook entry for the engine was almost 29 years ago. It was installed in a high performance glass aircraft and was going to be flying off of 3000' strip. We agreed that perhaps it should at least be borescoped. In the second case, as I started the inspection it was clear to me that the airplane had been flying, as some parts looked almost worn out to me. The owner admitted they had been flying it for a couple of years with an N-number they took off of another airplane at the airport.
Again, we are here to help.
Vic