Has anyone here ever been ramped in their Champ/Chief?
Getting ready for a trip where the FAA-types have been known to pop out of the woods and ramp people, and just wanted to know what peoples experiences have been in Champs/Chiefs. (i.e. No Pilots Operating Handbook, etc...)
Mostly just wondering how the whole "Let me see your paperwork" question went...
There is no pilots or owners manual for the bird so thats out.
A/C registration, C of A and weight and balance is all the paperwork you will need. The TCDS will have the info on the plackards (sp) that need to be on the plane and instruments.
Also the damm DEA data-tag on the rear of the plane. Not sure if its mandatory if you are not near a border or intending flight across an ADIZ or not.
Yeah, being "Aeronca Savvy" people, WE know that... I'm just wondering how well the freshly-badged FAA person will recognize the fact that a 1946 Champ is a different animal than a 1971 Cessna 172 when it comes to paperwork, etc...
Maybe it wont be an issue, I just wanted to see if anyone had encountered similar instances.
I don't know if this has come up before but since our ships were certified under Car 3 they don't require a flight manual/POH. However I believe that that are required to have on board the aircraft a single sheet paper called Operation Limitations for ACA 309. (Go to FAA.gov and search for Form) This paper is your legal limitations for flying. I am sure that over the years most of these documents have been lost,destroyed or literally flown out the window. However I doubt any current FAA inspector knows about this document but technically it is still required......
Form ACA-309 Operating Limitations should be one of the first few documents in the Airworthiness section on the FAA disk for your airplane along with the original Equipment List and the original Airworthiness Certificate. It is supposed to be displayed in the aircraft just like the FAA Registration and Airworthiness Certificate. If yours is lost, the FAA no longer supplies this form, and the only way my FAA Inspector and I know to replace it is to copy it from the FAA disk. When asked "Where is the POH?" your answer would be, "This model aircraft was certified under the CARs and did not have a POH or Flight Manual supplied by the manufacturer. But here are the Operating Limitations."
The only problem is the Operating Limitations will be for the aircraft as it was origionally supplied. In the case of a Champ or Chief that was converted from a 65 to an 85 or vice versa, the RPM limits will no longer be accurate. But just having the OPS LIMITS in the plane should satisfy most any inspector. There would not be many that would know to check for the engine change and you or they couldn't do anything about changing what is on the form anyway.
I was only ramp checked once, in 1984. I was in the Stearman. I walked inside the FBO office and he said (after showing me his cred.) "May I see your medical." Showed it to him. He never went to the airplane or mentioned it. I wonder how hip these folks would be if they DID ramp check a Champ or Chief? Ill bet the folks on this site know alot more than they do. Fly more, worry less or it won't be any fun to own it! Warning however!.. 1987-I bought a Cessna 195 from an airline captain who swore all papers were in order. IMPORTANT! Somehow this aircraft had NOT been recertified in 1956. He knew this and lied to me. Be SURE the airworthness cert. is correct DATE!-Its a typical FAA drone "gotcha" type rule. If I hadn't known some one at the GADO office, who had owned a 195 at one time, they could have made me take it back to factory standard! As it was it was a cliff hangar and he finally relented and passed it. I glanced at the certificate in the back of the plane at purchase but didn't get up close and really look at date.(and to tell the truth I still would not have caught it as I didn't know that rule. I DO now!) JC Trust but verify-Ronald Reagan.
