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The DC FSDO has stopped me cold by changing their interpretation of FAA rules each time I call. Here's the current situation and a call out to the Tribe for help.
1. This BL started life in Jan, '39 with a single mag O-145-A Lycoming. I have replaced it with a Zero since major A-65-8F Continental using original T-craft BC parts.
2. NC22211 never received a permanent A/W certificate, having been in storage since 1956. This does require a Condition Inspection, which the FSDO insists on doing personally.
3. The O-145-A on the plane was rated at 55 HP. The A-65 is rated at 65 HP.
The local FSDO insists that HE do a condition inspection on aircraft returning to service before issuing a new A/W cert. This is contrary to FAA rules, but is a decision he implemented for his district.
Knowing that, I contacted him to set up an inspection. I told him about the lack of an A/W cert and the change from the 55 HP to the 65 HP engine using the Factory Letter from Mrs. Ferris as the basis for allowing the change.
He stopped me, saying that he was not allowed to sign off more that 10% power upgrades and that he would not sign off the 65 HP upgrade. I tried to explain that the T-craft world is full of 65 hp O-145-B's and why they quickly replaced the O-145-A with the "B" series for safety reasons. I also explained that the vast majority of the BL models are now or will go over to the A-65 simply because there are no parts for the O-145.
His only solution for my situation that would satisfy his need for job protection (after all, that's what he is really worried about, despite everything else) is if I find 2 or more Taylorcraft Model BL's with the original O-145-A 55 HP engine changed to a Continental A-65 with 65 HP which were approved on a Form 337 block 3 sign-off by an FAA inspector.
Without that, I have a beautifully and originally restored 1939 BL that will sit grounded in my hangar as a very expensive hangar queen.
With that long-winded explanation, I apologize for whining. My solution is to find a Tribe-member who has a Form 337 converting a BL with 55 HP to an A-65 with 65 HP. Is there anyone out there who can help?? I really would rather not turn this post into a long exchange about how the FAA regions are acting as if they can re-write FAA rules to suit themselves. We know all about that. I am just looking for help on how to recover from this latest change in my personal FAA mine-field troubles.
Many thanks to all! Bob Coolbaugh
Many thanks in advance.
1. This BL started life in Jan, '39 with a single mag O-145-A Lycoming. I have replaced it with a Zero since major A-65-8F Continental using original T-craft BC parts.
2. NC22211 never received a permanent A/W certificate, having been in storage since 1956. This does require a Condition Inspection, which the FSDO insists on doing personally.
3. The O-145-A on the plane was rated at 55 HP. The A-65 is rated at 65 HP.
The local FSDO insists that HE do a condition inspection on aircraft returning to service before issuing a new A/W cert. This is contrary to FAA rules, but is a decision he implemented for his district.
Knowing that, I contacted him to set up an inspection. I told him about the lack of an A/W cert and the change from the 55 HP to the 65 HP engine using the Factory Letter from Mrs. Ferris as the basis for allowing the change.
He stopped me, saying that he was not allowed to sign off more that 10% power upgrades and that he would not sign off the 65 HP upgrade. I tried to explain that the T-craft world is full of 65 hp O-145-B's and why they quickly replaced the O-145-A with the "B" series for safety reasons. I also explained that the vast majority of the BL models are now or will go over to the A-65 simply because there are no parts for the O-145.
His only solution for my situation that would satisfy his need for job protection (after all, that's what he is really worried about, despite everything else) is if I find 2 or more Taylorcraft Model BL's with the original O-145-A 55 HP engine changed to a Continental A-65 with 65 HP which were approved on a Form 337 block 3 sign-off by an FAA inspector.
Without that, I have a beautifully and originally restored 1939 BL that will sit grounded in my hangar as a very expensive hangar queen.
With that long-winded explanation, I apologize for whining. My solution is to find a Tribe-member who has a Form 337 converting a BL with 55 HP to an A-65 with 65 HP. Is there anyone out there who can help?? I really would rather not turn this post into a long exchange about how the FAA regions are acting as if they can re-write FAA rules to suit themselves. We know all about that. I am just looking for help on how to recover from this latest change in my personal FAA mine-field troubles.
Many thanks to all! Bob Coolbaugh
Many thanks in advance.
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