Do You Feel Lucky? Over the last 30 years of having been involved in many FAR 135 operations, I have been through more than a thousand ramp checks from the FAA and independent audits. I have to admit that some of the first ones did not go very well, but I was able to quickly learn what the FAA was always looking for and will share with you the secrets of my success. Part of that secret is figuring out where the FAA inspectors get their guidance, which is found in FAA Order 8900.1, Flight Standards Information Management System (FSIMS). You can find this online at http://fsims.faa.gov/picresults. aspx?mode=ebookcontents. Go to 12 MARCH 2013
How to be ready for an FAA ramp check Volume 6, Chapter 1, Section 4, to get the same information the FAA inspectors use. Our airplanes are very unique and always draw a crowd no matter where we land, so you have to expect that eventually you will have by Jim Rezich WOA 594494 JIM BUSHA an FAA inspector in the crowd. So who is the FAA inspector in the crowd? If you choose to exhibit your airplane in a flying display, you most certainly will have yourself and your airplane given the once-over by the FAA before it lets you fly. You can compare the ramp check to just like being pulled over by a state trooper. You should answer politely and as briefly as possible. We all like to talk about our airplanes, but I recommend only answering the FAA inspector s questions to keep from opening up a can of worms. Once the ramp check is over, then you may explain the history of your airplane to the inspector, if he is interested. So let s divide the ramp check into two parts: the airplane and the pilot. First off, the FAA inspector should identify himself and display some form of official ID. And you should know that the inspector has a few guidelines he must go by when accomplishing the ramp check. The inspector must not board your airplane without your knowledge, and he must not delay your flight. He must realize that he may not be able to complete all of the ramp check tasks, and there are special considerations for air shows; one critical item is the onehour quarantine period before a pilot s performance. Now we know how the inspector should act, so now let s see what he is going to be looking at when he examines your airplane. Basically he will look at you and your airplane s documentation, then inspect the airplane to verify everything is in order per his guidance. You need to be aware of your airplane s condition: Do you have a Gold Wrench winner or a dirty bird? Most of us have something in between; just be realistic on your airplane s condition. The inspector will usually begin by checking the documents carried aboard your airplane. You should be intimately familiar with each of these and where they are located in your airplane. Are they in that little clear plastic pouch down by your left ankle? On the rear bulkhead? Chances are the last time www.warbirds-eaa.org 13
JIM BUSHA these documents were touched was when the airplane changed hands, or the last time the airplane was flown in an air show display. Remember ARROW from your student pilot days? A = Airworthiness certificate R = Registration certificate R = Radio station license O = Operating/flight manual W = Weight and balance, equipment list So what is the inspector going to be checking? Let s start with the airworthiness certificate; it needs to be an original, no copies. You are going to have either a white FAA Form 8100-2 standard airworthiness certificate or a pink FAA Form 8130-7 special airworthiness certificate. The special airworthiness certificate is used for limited and experimental/exhibition airplanes. It has to match the airplane and the data plate. The registration number is listed and must match what is painted on the outside of the airplane, except if your registration number has an X, L, or R after the N. These letters denote the classification X for experimental, L for limited, and R for racing. You may display these markings, but they won t be on the airworthiness or registration certificates. By displaying the letter X or L following the N, you do not have to have the 2-inch EXPERIMENTAL or LIMITED markings per FAR 45.23 near the cockpit, cabin entrance, or pilot station. The make, model, and serial number listed must match the data plate. A standard airworthiness will have the aircraft category, while a special airworthiness will have the purpose. Standard categories would be normal, utility, acrobatic, and transport. Special purposes would be exhibition, air racing, research and development, etc. There will be a date of issuance and name and signature of who issued the certificate and his identification number. So what if your issuance date has an R preceding it? That indicates that the document is a replacement certificate, but the date is still the original certification date. This is the same for either a standard or special certificate. Additionally, on a special there will be an expiration noted; that should be unlimited for experimental/exhibition, and there will be a date for when the operating limitations were issued. This should match the date of issuance, unless the certificate has been replaced; then it should just have the R preceding the date. One thing to be aware, especially if your certificate is exposed to sunlight, is that it will fade, and the signature may not be legible. When this occurs, you need to get a replacement certificate. You can get a replacement by taking your certificate to your local flight standards district office (FSDO) or to a designated airworthiness representative (DAR). I would caution you about going to the FSDO with a special airworthiness certificate for an experimental/exhibition airplane; unless you are on very friendly terms with an inspector it could turn into a real can of worms with him ending up trying to recertificate your airplane and forcing you into complying with the latest requirements of Order 8130-2. Standard airworthiness certificate replacement should not be an issue with the FSDO. Registration certificates come in three forms only. FAA Form 8050-3 is the hard card permanent registration certificate that you receive from the FAA once you make application for registration on FAA Form 8050-1. This is a two-part form, and the back pink copy is actually a temporary registration that allows you to operate the airplane within the U.S. border until you get the permanent copy from the FAA. If you need to make an international flight before receiving your permanent registration, or you have lost your registration, you 14 MARCH 2013
Rezich s Ramp Check Checklist Airplane N S/N Airworthiness Certificate: Date: Operating Limitations dated: Type Certificate for Limited Registration Certificate dated: Expires: Radio Station for International Operations dated: Expires: Operating/Flight Manual: dated: Weight & Balance dated: Empty Weight:, CG: Moment: Last Annual/Yearly Condition Inspection date: @ hours can request a fly wire from the FAA, and it can usually fax that to you. Usually this is handled by a title company in Oklahoma City, and there is no FAA form number for it. The temporary authorization is good for 30 days. And just like the airworthiness certificate, the registration number will be listed without any letter following the N. It will also have the make, model, and serial number, which must match the aircraft data plate as well as the airworthiness certificate. It will have an issuance date and now will also include an expiration date. This is part of the FAA three-year reregistration rule per FAR 47.40. It has the signature of the current FAA administrator when the certificate was issued, but since this is a printed signature, I have not seen one fade from sunlight. Keep only the current registration certificate in the airplane. Many pilots are lazy and simply keep jamming the latest certificate in the display pouch until they can hardly get another one in. And I have seen old certificates from previous owners mixed in with those of the current owner. You only need one; any more will serve to confuse the inspector and cause him to question you even more. Radio station licenses are no longer required for civil airplanes operating within the U.S. border per FCC WT Docket No. 96-82. How- Last FAR 91.411 check: Due: Last FAR 91.413 check: Due: Last FAR 91.207(d) check: Due: Battery expires: VOR check: Due: Chicago Sectional dated: Next issue: IFR Charts dated: GPS Nav Database dated: Next due for IFR: Safety Belts: TSO New Compass Correction Card Copy of Historic Flight Exemption Rezich s Ramp Check Checklist Airman Name: Street: City, State, Zip: Certificate No: dated: (Type of Certificate, Ratings, Limitations, Type Ratings) (LOA) Medical Certificate: Class dated: Due: (Limitations & Waivers, Special Issuance) Restricted Radio Telephone Operator Permit dated: Biennial Flight Review: Due: IFR Competency check: Due: PIC Competency check: Due: Conventional Landing Gear currency: Due: Night currency: Due: FAST Card: Aerobatic Waiver: www.warbirds-eaa.org 15
ever, if you cross the border, you need to have one, as part of the ICAO rules. You can apply for one online with the FCC to get the FCC 605-A form, which is good for 10 years. An operating and/or flight manual is required per FAR 91.9 for standard category type certificated airplanes. Placards and markings are required for all airplanes. And for experimental certificated airplanes, operating limitations are also required. These are issued with your special airworthiness certificate and must be kept in the airplane, within access to the pilot. Now, you may have a military pilot handbook that serves as your operating/flight manual, but it does not take the place of the FAA operating limitations. These will identify the airplane by make, model, and serial number and be signed and dated by the FAA or DAR. When they were issued will determine how many pages there will be. Very early experimental/exhibition operating limitations were one page; today we are up to seven or eight, and that may also include a map of the test area defined in the limitations. I recommend the limitations be put into page protectors and placed in the operating/flight manual that is kept in the cockpit. Remember, they must be accessible to the pilot in flight, so don t have them in the baggage compartment when the inspector asks for them. Weight and balance information is commonly co-located with the equipment list. It needs to show the empty weight, empty moment, and empty center of gravity. I have PHIL HIGH Well, if you haven t been told to get a rental car to get home, you are into the home stretch! seen some equipment lists that have either the arm or the moment, which is acceptable, as long as there is either an actual weight or a calculated weight that includes all the required data. Many times this information is in the operating/flight manual for a standard category airplane. I recommend that experimental/exhibition operators also include it in whatever they are using for an operation/ flight manual. The key is to keep everything in one location so you don t have to be searching for it while the inspector is waiting. Some other things you need to have: pertinent and current aeronautical charts relative to your operating basis. VFR, IFR, ILS, DME, GPS, RNAV, etc. And be sure your equipment is authorized for the operations you are conducting, including required testing per FAR 91.411 and 91.413. And a magnetic compass correction card. There are some additional items required for certain operations. If you have a FAR 125 LODA Letter of Deviation Authority for a large airplane you need to keep a true copy of the LODA in the airplane, displayed for passengers to see. A true copy is when you have a copy made in the presence of a notary public and have the copy stamped and signed by the notary. If you are leasing the airplane, a copy of the lease needs to be on board. There are additional equipment requirements for large, turbine-powered, multiengine airplanes, such as life jackets, first aid kits, etc. If you have a limited airplane, you need to have a copy of the type certificate on board, and if you are on a historic flight, you need to carry a copy of your exemption. Should you have your aircraft and engine logbooks with you, be careful and don t volunteer that you have them; you are not required to produce them for a ramp check. Do so only if the inspector specifically asks if you have them. Okay, so much for the airplane. What about the airman? Obviously you need to have a pilot certificate with the appropriate ratings and limitations for the type of operation, and by now everyone should have a plastic certificate. And you need to have the original on your person when exercising your certificate. Next, you must have a medical certificate, at least a third class. Any waivers for demonstrated ability or a special issuance need to be with your medical. And if you wear glasses, make sure you have them with you. If you are receiving compensation for the exhibition of your airplane, you will need a commercial pilot certificate and a cur- 16 MARCH 2013
rent second-class medical. If you have your pilot logbook with you, be aware that you are not required to have it with you, but if you do, you will need to show your recency of experience and qualifications, which means your last biennial flight review if you are operating IFR, either an instrument proficiency check or IFR currency, and pilot-in-command (PIC) proficiency check for type-rated airplanes. And as part of the IFR recency, make sure you have a current FAR 91.411 pitot static and good documentation for altimeter checks along with proper documentation for 91.413 transponder checks and a current VOR check. Well, if you haven t been told to get a rental car to get home, you are into the home stretch! When the inspector looks at your airplane, it should be the same way you look at it when you do your preflight inspection. Only access panels that are needed to open should be opened. Don t get too anxious to show off your airplane and open Pandora s box. The inspector may ask you to conduct your preflight, and he may follow, watch, and ask questions. Or he may elect to do the preflight himself. If you are asked to do a preflight, it would be best if you have a checklist to follow. He will look at several critical areas. These are seats and seat belts installation and condition, emergency locator transmitter installation and battery date, and the exterior data plate. The exterior data plate is actually a DEA requirement, but the FAA will check for it. It needs to have the model and serial number and should be located on the door side of the airplane, either near the door or the tail where it can be seen from the ramp. The inspector will look at the airworthiness and registration certificate and make sure it is properly displayed per FAR 91.203(b) displayed at the cabin or cockpit entrance, legible to passengers or crew and that it is not faded, with signature visible. He will look to make sure you have charts on board, a checklist, and a compass correction card. If everything is in order, the inspector should compliment you and send you on your way! If he finds an airworthiness problem, you are going to be grounded and receive an aircraft condition notice (FAA Form 8620-1) that will detail the problem that needs to be corrected before you can fly. This is a triplicate form; once the inspector fills out his portion, he will keep one copy and give you the other two. Once the unairworthy condition has been corrected by a mechanic, he needs to sign both copies and send one back to the FAA, and you need to keep the other with your airplane records. Now remember, this will only be issued for something on the airplane, either documentation or a physical problem. And the problem needs to be rectified by a certified mechanic; you can t fix it yourself unless you have an A&P mechanic certification, even if it is an experimental/ exhibition airplane. Now sometimes the FAA inspectors do not have intimate knowledge about our unique airplanes. If the inspector has told you that he will be issuing a condition notice and you do not agree, now is the time to speak up, but politely. One technique that has worked for me in the past is to offer to call your mechanic and have him explain the situation to the inspector right on the spot. This can help educate the inspector and provide some goodwill with the FAA. Yes, that hump is supposed to be there! It has the correct engine! Also be aware that you do not have to be present to get a condition notice. As long as the inspector thinks an unsafe condition exists, he can put the notice on your airplane while parked, and you cannot operate it until the condition has been corrected. This is a worst-case scenario, but it happens. Notice the gash in the prop? Photo page16 Now that you are aware of what to expect from the FAA, what can we do to assist the inspector and make this a good experience for everyone? The FAA loves paperwork, especially checklists! So I have developed a checklist (page 16) for both the airplane and the airman. I suggest you fill these out, then supplement them with copies of all the required documents and assemble them all into a three-ring binder with page protectors. Then when the inspector comes to you and your airplane, you are well prepared and easily can produce everything he will be looking for. The reason I suggest page protectors is so you can slip them in and out easily since some of the data will be changing each 90 days for pilot proficiency, six months for IFR recency, etc. I like to highlight the item that will expire first so it is easy to see. If you would like a Word document copy of my checklists, please contact me via e-mail at JIM@RRAero.com, and I will be happy to e-mail them to you. Keep your binder in your airplane as an instant reference for the FAA. That will save you heartburn and earn respect from the FAA. Now you can enjoy flying your airplane knowing everything is in order should you get ramp checked! Jim Rezich is a second-generation pilot and mechanic who holds FAA ATP, A&P/IA certificates and is also an FAA designated airworthiness representative. He has more than 3,000 of hours flying airplanes, from a J-3 to a G-IV, and has more than 40 years of aircraft maintenance experience. He now runs his own aviation consulting company. www.warbirds-eaa.org 17