AIN received nearly two dozen comments to an AINSafety story reporting that some pilots who had been tested by FAA designated pilot examiner (DPE), Edward Lane, would need to be re-examined to determine their competency. At the time, the reasons for the agency’s concern about this DPE were not made entirely clear.
Designated Pilot Examiner
Pilots who received certificates from a certain designated pilot examiner (DPE) in Nevada may need to be reexamined. The FAA released Notice 8900.194 on July 13 to provide guidance to administration inspectors who may need to reexamine pilots whose certificates were approved by Edward Lane of Las Vegas.
In yet another case of local interpretation of federal regulations, at the Long Beach, Calif., Flight Standards District Office (FSDO) FAA inspectors have decided that contract pilots cannot fly for different Part 135 operators without undergoing full initial training on each aircraft that they fly.
Five years after the February 2005 Challenger overrun at Teterboro–one of the most notorious accidents in business aviation history–the FAA has again suspended the charter operating certificate of one of the companies peripherally involved, Darby Aviation of Sheffield, Ala.
The FAA designated Tom Norton as one of only two Eclipse 500 pilot examiners in the world, allowing Sarasota, Fla.-based Norton Aviation to offer in-aircraft type-rating training, in addition to the FAA type rating checkride. Pilots can choose between conducting the training and FAA checkride at any location in their own aircraft or using Norton Aviation’s Eclipse 500.
What does it really take to start a Part 135 operation? Talking with pilots reveals confusion and intimidation about the requirements. One is sure to hear stories about the mountains of paperwork and inviting the “devil in your bed” by asking the FAA to oversee your operation.
The inspector general of the DOT has recommended that the FAA take disciplinary action against two Kansas City FSDO officials whose “unwarranted” actions against the pilot of a Cessna CitationJet may have contributed to his fatal crash more than three years ago.
Suppose your aviation medical examiner (AME) gives you the little piece of paper that proclaims to the FAA that you are fit to fly, but the paperwork never reaches the agency’s Aeromedical Certification Branch in Oklahoma City. Are you legal? Are you liable? While certainly not routine, the situation has cropped up more often than one might think.
“November 12345, ATC would like you to call this number...” Pulse picking up yet? Patrick Bailey, a Santa Monica, Calif. attorney, recently prepared a presentation on “What to do if the FAA calls or writes,” and for pilots it makes sobering reading.
While generally praising the FAA’s system of designated examiners and representatives, a Government Accountability Office (GAO) report said that the agency has not ensured that its oversight process for designees is consistent among its field offices.
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