tag:blogger.com,1999:blog-31451623027628377102024-02-20T22:26:18.798-06:00Terry Bowden, Consultant DEREXPERIENCED:
7 Yrs. FAA Designee(DER) / 17 Yrs. Engineer / 21 Yrs. A&P Technician / 27 Yrs. Private Pilot.Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.comBlogger12125tag:blogger.com,1999:blog-3145162302762837710.post-38064836183460198192023-05-26T11:03:00.003-05:002023-05-26T11:03:58.421-05:00Find me on DMS - FAA Online Locator<p>In the new Designee Management System (DMS), you can look up myself and other designees. </p><p> </p><p>Click Here: <a href="https://designee.faa.gov/#/designeeLocator" target="_blank">DMS Designee Locator</a><br /></p><p><br /></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipRtf3aJXMx_EF5BD7JC3BMO0sVwmSC7jUCEQDEBX--JgxFtNg5m1jz6QM5K0Vq3GlHvIclc2-4Fg_m3x3ATRCQHhQZipwyq42_aawlDMPqJICjy8B5gGKdlGj50KwezqwhmtGnflecAG9cJc8wjP4vdqRj9qHEPQRvvhTPJYupYB4tkQgjfzCZvjv5w/s1062/Designee%20Locator%20T%20Bowden.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="680" data-original-width="1062" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipRtf3aJXMx_EF5BD7JC3BMO0sVwmSC7jUCEQDEBX--JgxFtNg5m1jz6QM5K0Vq3GlHvIclc2-4Fg_m3x3ATRCQHhQZipwyq42_aawlDMPqJICjy8B5gGKdlGj50KwezqwhmtGnflecAG9cJc8wjP4vdqRj9qHEPQRvvhTPJYupYB4tkQgjfzCZvjv5w/w400-h256/Designee%20Locator%20T%20Bowden.png" width="400" /></a></div><br /><p><br /></p>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-65488118015123988952022-02-19T14:54:00.001-06:002022-02-19T14:54:46.711-06:00Current eCOA - DER Certificate of Authorization<p> </p><div class="separator" style="clear: both; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEhGnZtn76Cqh_6n8e8BkYJfv0F1dQIL_C1livoE-sX8pgEpwMSdxGXbVXqZzHZs4r8fBpVO0e974bYzgHf00CLsHmK-tHkVFgrnrAxhAYoHkpelgo9_JZr50sTSoV88uS2d5T_7vLMxcSsBmDSHn6j1l_DjnTMIht9hFm8RVubagBgbQpcc1p7c-f5jnQ=s1583" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1583" data-original-width="1224" height="320" src="https://blogger.googleusercontent.com/img/a/AVvXsEhGnZtn76Cqh_6n8e8BkYJfv0F1dQIL_C1livoE-sX8pgEpwMSdxGXbVXqZzHZs4r8fBpVO0e974bYzgHf00CLsHmK-tHkVFgrnrAxhAYoHkpelgo9_JZr50sTSoV88uS2d5T_7vLMxcSsBmDSHn6j1l_DjnTMIht9hFm8RVubagBgbQpcc1p7c-f5jnQ=s320" width="247" /> </a></div><div class="separator" style="clear: both; text-align: center;"> </div><a href="https://blogger.googleusercontent.com/img/a/AVvXsEhFfEG92lFcKL1LEAKfaQt0Z2L7XQ6iEqmgudLOF08kw3EtCQtbkFKiBBKqyMVuydJFkW5q7ljfvTQTgOZBeaFNGaSscanvvQ6d3XqQWdZyGKIuUO84XzVTtivdcSuxLlvsRI8LGGioTvwom296YU6X2GyXp3L5N0G-zDPwy-DT5RysvyCZY18jcyT_Ig=s1583" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1583" data-original-width="1224" height="320" src="https://blogger.googleusercontent.com/img/a/AVvXsEhFfEG92lFcKL1LEAKfaQt0Z2L7XQ6iEqmgudLOF08kw3EtCQtbkFKiBBKqyMVuydJFkW5q7ljfvTQTgOZBeaFNGaSscanvvQ6d3XqQWdZyGKIuUO84XzVTtivdcSuxLlvsRI8LGGioTvwom296YU6X2GyXp3L5N0G-zDPwy-DT5RysvyCZY18jcyT_Ig=s320" width="247" /></a></div><br /><br /><p></p>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-46934068122743488282019-08-11T21:05:00.001-05:002019-08-11T21:05:29.859-05:00Activity Updates 2019It has been a long time since I've updated this site. My main excuse is that Life Happens. God has blessed me with many activities to keep me busy. He continues blessing me with expanded capabilities and talents. Prioritizing my time has been a challenge. God and Family always come first. My work focus is on both my day job at RAM Aircraft, LP and my side business of Certified Aeronautical Products, LLC. <br />
<br />
2019 is over half over but it and the past couple of years have been productive. On the work front, here are the significant milestones that enable expanded service offerings and continue challenging me to stay involved in recent certification trends.<br />
<br />
<span style="font-size: large;"><b>EXPANDED DER AUTHORITY: </b></span><br />
<br />
<b><u>ENGINES</u></b> - Chart E - added B1 which is for detail design of piston engine parts. <br />
<br />
My work experience in this area have been primarily on Continental 4 and 6-cylinder engines. A partial list includes:<br />
<ul>
<li>Pistons, Piston Rings, Rocker Arms, Valve Guides, Push Rods</li>
<li>Crankcase, Through-Bolts, Studs, Oil Squirters, Bushings, Plugs, etc. </li>
<li>Gears, Gear-shafts, Worm Gears, Pumping gears, Clutch gears, Camshafts, Connecting Rods</li>
<li>Housings / Castings - Oil Pump, Scavenge Pump, Tachometer Gear-Box, Push rod tubes, rocker covers</li>
<li>Processes: Casting, Carburizing, Aluminum Alloys, Tin Plate, Conversion Coat, Phosphate coatings, Crankcase Welding Repairs, Engine Balance</li>
</ul>
<b><u>RS-DER</u> </b>- Added for all technical disciplines. Enables support of repair stations and other maintenance providers with approval of multiple-use repairs (can be applied across multiple serial numbers and models of engines or aircraft). <br />
<br />
Here's a partial list of my work experience in this area:<br />
<ul>
<li>Engine repairs such as crankcase welding, under-size parts, oversize parts, bushing renewal back to standard</li>
<li>Airframe repairs such as axle sleeves, steel tube weld repairs, engine isolators (rubber mount bushings), composite repair, wooden structure repair.</li>
</ul>
<br />
<span style="font-size: large;"><b>FAA & INDUSTRY ACTIVITIES</b></span><br />
<br />
Over the past three years, I have attended the 2017, 2018 (and planning for 2019) <b><u>FAA General Aviation Engine Summit</u></b>, held at the FAA Engine Directorate in Boston, MA. This is an opportunity for industry and FAA to have dialog about design and safety concerns with reciprocating engine certification. The meeting is attended by OEM representatives from Textron-Lycoming, Continental Motors, Hartzell, and others. Also on hand are FAA-PMA holders like Superior Air Parts and RAM Aircraft. Presentations are generally made by FAA, NTSB, AOPA, and others.<br />
<br />
Last year, I attended the <u><b>2018 Parts Manufacturer Approval (PMA) Seminar</b></u> hosted by the FAA Chicago Aircraft Certification Office (ACO). This was a unique opportunity for PMA holders to dialog with FAA over PMA policy updates, current issues, recent trends, foreign validation and other important topics.<br />
<br />
This year I accepted an invitation to present two forum topics at the <u><b>60th Anniversary National Waco Club Reunion.</b></u> Topics were <b>"Legal Parts for Vintage Airplanes"</b> and<b> "DER approval - What is it? Do I need it? and How it is done."</b> The audience included talented restorers, owners, A&P mechanics, IA inspectors, and other vintage airplane enthusiasts. This generated some very interesting discussions and dialog.<br />
<br />
Also this year I am planning another forum presentation at the<u><b> National AAA-APM Fly-in at Blakesburg, IA</b></u> on Thursday August 29th. This will likely be a combination of the two topics I gave at the Waco fly-in. But I will probably close with an open discussion on the future FAA-EAA-MOSAIC proposal. I expect an active discussion on this topic.<br />
<br />
<br />
<b><span style="font-size: large;">NEW TECHNOLOGY FOR VINTAGE AIRPLANES</span></b><br />
<br />
A significant segment of my work as a DER has been in the area of implementing new technology into older airplanes. Here are some of my recent projects:<br />
<br />
Electrical Systems<br />
<ul>
<li>ADS-B and other modern solid state Transceivers etc. - Although the details of certification of "avionics" are outside of my DER authority, I have been involved in approving electrical system architecture updates to allow provisions for implementation of ADS-B and other avionics components.</li>
<li>LED Lighting - Some of my approvals have implemented Interior and Exterior LED lights with flash controllers/sync systems. These greatly reduce current draw and provide for safer night flying for sure. </li>
<li>Lightweight Starters and Alternators - though no longer considered "new" technology, the implementation of such components into an older aircraft can certainly feel like a whole new experience. Many restorers are greatly improving and enhancing safety in old airplane electrical systems with today's available technology. Low energy consumption is the result and it can make a big difference.</li>
</ul>
Mechanical Systems<br />
<ul>
<li>Hydraulic Brakes and new wheels - not really "new" technology, however there are some really high quality components out there these days. I have assisted many restorers with upgrades in this area. It is a great investment to rid an old airplane of worn out parts with which we are seeing more and more problems. </li>
</ul>
<br /><br />
There is a lot going on with Aircraft Certification work these days. I do my best to stay in the game and remain available to service the needs of industry.<br />
<br />
Look me up at <a href="http://ramaircraft.com/">RAM Aircraft LP</a> or at <a href="http://dc65stc.blogspot.com/">Certified Aeronautical Products, LLC</a>.<br />
<br />
<br />Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-11853095099980068962013-04-09T12:10:00.001-05:002013-04-09T12:13:01.857-05:00What's a Vintage DER?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJXPtOLN5IfPFJV-XUaeyyjZDDWfX-5oZlTve0OVhkUCT74wyHCylwPVFiF03ENA7CRcpFvg_tCQ9XWpP36rFqRzt-0kEsNKPPS7xTf2zFwNC8bqVS3psEL2aAZ68Lf7NAkEjhCyye1dtO/s640/V-DER.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJXPtOLN5IfPFJV-XUaeyyjZDDWfX-5oZlTve0OVhkUCT74wyHCylwPVFiF03ENA7CRcpFvg_tCQ9XWpP36rFqRzt-0kEsNKPPS7xTf2zFwNC8bqVS3psEL2aAZ68Lf7NAkEjhCyye1dtO/s640/V-DER.jpg" width="466" /></a></div>
<br />
<br />
What's a "Vintage DER"?... I admit, I am getting a little gray in my beard and in whats left of the hairs on my head, but this term isn't referring to the age of the individual. It is actually a special authorization by the FAA delegating certain approval functions to individuals with a background in Engineering and Certification. Recognizing that the airplanes of yesteryear present unique certification challenges in today's changing regulatory environment, the FAA created a means to delegate authority for data approvals to individuals who have experience with old airplanes. So a "Vintage" DER is an individual having an FAA delegation called Designated Engineering Representative under which he or she has authority to issue FAA approvals of type design data pertaining to major repairs and major alterations "Vintage" airplanes and/or engines. <br />
<br />
So if you own a so called "Vintage" airplane and are in need of FAA certification support for a Field Approval, STC, 337, or other major repairs or alteration approvals, contact Terry today. <br />
<br />
Oh... and here's how the FAA defines "Vintage" airplanes and engines... <br />
<br />
<div style="text-align: center;">
<span style="background-color: white;"><b style="color: #990000;">FAA DEFINITION OF "VINTAGE" AIRPLANE </b></span><br />
<span style="background-color: white;"><b style="color: #990000;">(and specific limitations to Terry's V-DER authority)</b></span></div>
<div>
<span style="background-color: white;"><b style="color: #990000;"><br />
For the purposes of Terry's authorization, the referenced FAA Order
defines “Vintage Airplanes” as those airplanes certificated under Civil
Air Regulations Part 3 (CAR 3) or earlier certification basis, and
manufactured before 1973 that meet the following parameters:<br />
</b></span></div>
<div>
<span style="background-color: white;"><b style="color: #990000;"> a. Single-Engine</b></span></div>
<div>
<span style="background-color: white;"><b style="color: #990000;"> b. Maximum five-place</b></span></div>
<div>
<span style="background-color: white;"><b style="color: #990000;"> c. Maximum 7,000 pounds gross takeoff weight</b></span></div>
<div style="text-align: left;">
<span style="background-color: white;"><b style="color: #990000;"> d. Nonpressurized, and</b></span></div>
<div style="text-align: left;">
<span style="background-color: white;"><b style="color: #990000;"> e. Noncomposite metallic or wood primary structure</b></span><br />
<span style="background-color: white;"><br /></span>
<span style="background-color: white;"><b style="color: #990000;">Note: Vintage Engines are all radial engines and all other piston engines manufactured before 1973. </b></span></div>
<br />
<br />
<br />Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com1tag:blogger.com,1999:blog-3145162302762837710.post-34925378368067250332012-09-20T14:39:00.000-05:002012-09-20T15:00:19.106-05:00Putting the "Brakes" on FAA Order 8900.1Thanks to many advocates in the General Aviation industry, the FAA has listened and some relief is coming. <br />
<br />
About a decade ago, the FAA began changing their policies on Field Approvals. Certain types of approvals for airplane upgrades suddenly came to a screeching halt. Many major repairs and alterations that were previously eligible for field approval were designated as only possible through the STC process. First introduced as an individual Job Aid, the "new" requirement eventually made their way into the <a href="http://fsims.faa.gov/PICDetail.aspx?docId=035A7DEB8FC28958862579EC0047A3AE">FAA Order 8900.1 Vol. 4, Ch.9</a>. This Order, known as the FSIMS Order is a huge deal. It is the "gospel" by which all FSDO personnel must operate. Reading this whole document would be like trying to absorb the entire text of Obamacare. It is enormous. You really have to use the index to find exactly what pertains to your issue and focus on the related section, otherwise, you will get LOST in a sea of legal jargon. <br />
<br />
I believe the FAA powers who wrote this material really did not intend to stifle industry the way it has. But the fact is, the Order has stopped field approvals for many things that were previously considered routine field approvals. For example... BRAKES. A lot of good equipment is available for improving wheels and brakes on old airplanes. Many old airplanes were converted to modern brakes via field approval back in the days before the FSIMS Job Aid. As the STC requirement came down, many would-be applicants for such modifications were "priced" out of the ability to obtain FAA approval. The STC process is just simply too costly for most small airplane owners.<br />
<br />
This week, I set out to request an exemption for this and have had a surprisingly good experience in dealing with the FAA. To make a long story short... the FAA shared some good news in the works for revisions to the FAA Order 8900.1 that will bring relief to applicants on Brake System changes and other repairs and modifications. I learned that Order 8900.1 is being revised to lighten up the approval process from "STC" back to the "field approval" side for several types of changes that have been stymied for the past few years. It seems that the FAA has acknowledged the adverse impact to the GA fleet and are serious about fixing it. Though not everything will be back to normal, we will see some positive changes really soon. Thanks FAA for applying the "brakes" on the FSIMS Order.<br />
<br />
<div style="text-align: center;">
Click on the images below to view letter. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh42yHQSrz7OXx9iPNHsbV6gNrP8MGj2RB-i7PC1LXzk1FqCeA8dyRlfWGiRa7LGUSJ6yqweczkHFQoA43eiaVDuzNENRGXkR4ZWmdPpKDMp7RszdBnETyFk7LthzAhEHSPAwdsxb_rpk-8/s1600/Deviation+Request.Brakes.S.Douglas_Page_2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh42yHQSrz7OXx9iPNHsbV6gNrP8MGj2RB-i7PC1LXzk1FqCeA8dyRlfWGiRa7LGUSJ6yqweczkHFQoA43eiaVDuzNENRGXkR4ZWmdPpKDMp7RszdBnETyFk7LthzAhEHSPAwdsxb_rpk-8/s320/Deviation+Request.Brakes.S.Douglas_Page_2.jpg" width="247" /></a></div>
<br />Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com1tag:blogger.com,1999:blog-3145162302762837710.post-52671807390529051632012-05-25T18:31:00.002-05:002012-06-26T12:10:30.104-05:00STC COMPATIBILITY VERIFICATION<span style="font-size: large;"><b>New STC Compatibility Verification Services Offered</b></span><br />
<br />
<br />
Terry Bowden, FAA Consultant DER is collaborating with
Certified Aeronautical Products and other FAA designees across multiple
technical disciplines to offer a new
service called <b>STC Compatibility Verification</b>. The service is
aimed at providing installers the means to address the compatibility
verification with reliable and professional results.<br />
<br />
In a recent letter to the FAA, the National Transportation Safety
Board (NTSB) made recommendations aimed at improving safety of
aircraft, which have multiple modifications. The letter cites several actual
crashes that were attributed to conflicting modifications made on aircraft via Supplemental Type Certificate (STC) installations. One of those
aircraft had 22 STC modifications since leaving the factory.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJVMkxkAt6DTDA8yqSihdUiwDee5JFgpvlubozKUSZkP51kffyvnoyZW2TS6QiHCRf8R6YuDFgHcHrHaQ69KSsDI6gd1tcq-h8meMG85_CXyfILnxq-Hl8PoafPA3yzk5OpDA3ubF1kJG1/s1600/DSCF0240.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJVMkxkAt6DTDA8yqSihdUiwDee5JFgpvlubozKUSZkP51kffyvnoyZW2TS6QiHCRf8R6YuDFgHcHrHaQ69KSsDI6gd1tcq-h8meMG85_CXyfILnxq-Hl8PoafPA3yzk5OpDA3ubF1kJG1/s320/DSCF0240.JPG" width="320" /></a></div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.ntsb.gov/img/ntsb-logo-tag.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.ntsb.gov/img/ntsb-logo-tag.png" /></a></div>
<div style="text-align: center;">
<a href="http://www.ntsb.gov/doclib/recletters/2012/A-12-021-023.pdf">See
the NTSB Letter Here</a>.<br />
<br />
<div style="text-align: left;">
The FAA has responded by issuing a SPECIAL AIRWORTHINESS INFORMATION BULLETIN # CE-12-37. This document, titled "STC Modification Airworthiness Interrelationship Effects" focuses on Airspeed Limitations and Markings.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: center;">
<a href="https://www.box.com/s/8006a5656ad554df0b1b">See the FAA SAIB CE-12-37 Here.</a></div>
</div>
<br />
With the number and complexity of STC modifications ever increasing on
individual aircraft, safety could be compromised by adding a modification that itself might be considered a safety improvement. The check for STC compatibility for some airplanes has become quite difficult for installers to manage. Installers may lack the expertise for making the compatibility check. Some situations may demand qualifications that only experienced Designated Engineering Representatives (DERs) or Designated Airworthiness Representatives (DAR's) can provide. <br />
<br />
<u>What drives this?</u><br />
<br />
STC installers are required to address the following
standard statement under the STC "Limitations and
Conditions".<br />
<br />
<div style="text-align: center;">
<b><span style="font-size: x-small;"><i>This approval should
not be extended to other aircraft of
this model on which other previously approved modification[sic] are
incorporated, unless it is determined by the installer that the
interrelationship between this change and any other previously approved
modifications will produce no [sic] adverse effect upon the
airworthiness of that airplane.</i></span></b></div>
<div style="text-align: center;">
</div>
STC installers have long been subject to this (or similar) STC limitations. Are you one of the STC installers that have struggled with knowing how to make this determination?<br />
<div style="text-align: center;">
<br /></div>
<div style="text-align: center;">
<b><span style="font-size: large;">Why not let qualified professionals handle this?</span></b></div>
<div style="text-align: center;">
<br /></div>
<div style="text-align: center;">
<b><span style="font-size: large;">Contact Terry today</span></b></div>
<div style="text-align: center;">
<b><span style="font-size: large;">(254) 715-4773</span></b></div>
<div style="text-align: center;">
<a href="mailto:barnstmr@aol.com"><b><span style="font-size: large;">barnstmr@aol.com </span></b></a></div>
<br />
<div style="text-align: center;">
</div>
<br />
<u>What does the STC Compatibility Verification entail?</u><br />
We run a background check on the aircraft through a study of FAA
records or other information you provide regarding the aircraft's
history of major repairs and alterations. We compare the scope of
previous changes vs. the proposed changes and review them against FAA airworthiness requirements. We provide you, the installer, with a thorough assessment of the proposed STC to be installed and it's potential impact on or affects from previously installed modifications. We will make recommendations as necessary to address incompatibilities that should be resolved to ensure safe implementation of the proposed STC.<br />
<br />
<u>How much does this cost?</u><br />
<div style="text-align: left;">
Costs can vary depending on the number of prior mods and the complexities of the systems or airworthiness considerations involved. We charge a flat fee of $500.00 to address most circumstances. This includes comparing up to 4 STCs and up to 8 hours of work. If the job entails more time, we charge an hourly rate that can depend on the resources needed. (This rate is generally around $100.00 per hour.) </div>
<div style="text-align: center;">
<br /></div>
<div style="text-align: center;">
<b><span style="font-size: large;">It is worth having the peace of mind that the job was done right!</span></b></div>
<div style="text-align: center;">
<br /></div>
<div style="text-align: center;">
<b><span style="font-size: large;">Contact Terry today</span></b></div>
<div style="text-align: center;">
<b><span style="font-size: large;">(254) 715-4773</span></b></div>
<div style="text-align: center;">
<a href="mailto:barnstmr@aol.com"><b><span style="font-size: large;">barnstmr@aol.com </span></b></a></div>
<div style="text-align: left;">
<br /></div>
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<br />Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-57286122935847485512011-07-18T16:20:00.016-05:002012-05-23T16:18:02.821-05:00Additional FAA Authority - Vintage DER<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7U8pqdAt9qrEqXCAtXX1u5bDfzmDh6xUFh6spx3IgwRlKpU1-dv1t7XTQRdyUJ6cdSaqFe5lM90VkdTEh7zzbUhESZbqaAwGNknD_nzIpiMeTi-7cx1A2ym5Oiu-r0y3gIyjOPyJ3DmhX/s1600/BIG+NEWS.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5630822191288350194" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7U8pqdAt9qrEqXCAtXX1u5bDfzmDh6xUFh6spx3IgwRlKpU1-dv1t7XTQRdyUJ6cdSaqFe5lM90VkdTEh7zzbUhESZbqaAwGNknD_nzIpiMeTi-7cx1A2ym5Oiu-r0y3gIyjOPyJ3DmhX/s200/BIG+NEWS.jpg" style="cursor: pointer; float: left; height: 200px; margin: 0pt 10px 10px 0pt; width: 149px;" /></a><br />
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Terry is pleased to announce that his DER delegation has recently been expanded to cover the following additional FAA approval authority.... as a <span style="font-weight: bold;">Vintage DER (V-DER).</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqwWf63zlJHa4Gn6PEfVwjYy-oU3pOSf0OuVsx76zgO9XRly3EhEvlT2Gg7SFndVNBicmXNfpsCxQiYsSoFgBAZyrx2tBvotjfHVCpYaunlsKUavM2rDlZBrWdI_K5PrMd79F4ZshnKZpx/s1600/Composite+Charts+A.C1.C2.VDER.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5630806683208691874" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqwWf63zlJHa4Gn6PEfVwjYy-oU3pOSf0OuVsx76zgO9XRly3EhEvlT2Gg7SFndVNBicmXNfpsCxQiYsSoFgBAZyrx2tBvotjfHVCpYaunlsKUavM2rDlZBrWdI_K5PrMd79F4ZshnKZpx/s400/Composite+Charts+A.C1.C2.VDER.jpg" style="cursor: pointer; display: block; height: 222px; margin: 0px auto 10px; text-align: center; width: 400px;" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_2nkvLXjsWt-VD9g6EB_D2rpLrsESRwdIjR8-BAU_e1FAIXbAl_ibe_jRV7-CiaXfLKkpQS4RJ5sRCgSTBRiGmrMZ7JaGZYUrRN9ZC6mjPGkRPVW5S-TzdN7eOn5onhihXdfzbi8QMO7A/s1600/DSCF0232.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5630813017729170114" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_2nkvLXjsWt-VD9g6EB_D2rpLrsESRwdIjR8-BAU_e1FAIXbAl_ibe_jRV7-CiaXfLKkpQS4RJ5sRCgSTBRiGmrMZ7JaGZYUrRN9ZC6mjPGkRPVW5S-TzdN7eOn5onhihXdfzbi8QMO7A/s320/DSCF0232.JPG" style="cursor: pointer; display: block; height: 240px; margin: 0px auto 10px; text-align: center; width: 320px;" /></a><br />
Although Terry has developed his career around FAA certification on more modern aircraft, he has a special affinity toward older airplanes. In some ways it is a payback for the unique opportunities Terry had as a kid to restore and fly several old airplane types with his dad. With this added authority, Terry looks forward to assisting vintage airplane owners to <span style="font-style: italic;">"<span style="font-weight: bold;">Keep the Antiques Flying</span>"</span>!<br />
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<span style="color: #cc0000; font-size: 130%; font-weight: bold;"><a href="http://faa-der.blogspot.com/p/stcs.html">View the "Vintage" tab at the top of this page</a> <span style="color: #3333ff;">for more information about this special FAA delegation authority.</span></span><br />
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<br /></div>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-18670371672211032632010-02-09T23:53:00.005-06:002011-06-29T16:40:09.053-05:00NOT ALL 337's ARE FIELD APPROVALSAs a DER, I am frequently quizzed on this often misunderstood process.<br /><br />Not everybody understands the difference between a <span style="font-weight: bold;">"field approval"</span> vs. <span style="font-weight: bold;">"337 with DER Approved Data"</span>. So.... here is an effort to explain.<br /><br />A&P/IA's are trained that they must use FAA approved data when executing the FAA form 337 to document major repairs and alterations for the aircraft's return-to-service. For many years, it was customary to go to an FAA FSDO safety inspector for "field approval" of data when it was not readily available. This can still be done. However, the overall decline of experienced FSDO inspectors has resulted in fewer and fewer field approvals being done. These days, DER's can bridge this gap.<br /><br />The "field approval" term refers to the case of obtaining data approval from the FSDO safety inspector. Alternatively, an equivalent means of approving an alteration is through "DER support of a 337", which means the data approval is from a DER. Either way, you end up with FAA approved data.<br /><br />Field Approvals can be one way to obtain FAA Approved data, but DER's can also provide FAA approved data. A common misunderstanding of the process is the erroneous belief that all 337's are "field approvals". Not true. In reality, a "field approval" is not needed when using DER(s) - as long as a DER approves all of the applicable regulations associated with the alteration or repair.<br /><br />i.e. DER approved data = FAA approved data<br /><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFMEI9BHNEsmQIZN4awS5gkXJv6U4VZyD0YOOfazJZBD3gG-D-JP2iFZDxPD3_Ld1M_Qf6jutClwUr8ump3y0-bolhL_pUP-V6fp5mCI_RkDRJkvxnhPgODwykp4IGmr-wgFgnU-wwPLzS/s1600/8110-3+Form.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 188px; height: 200px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFMEI9BHNEsmQIZN4awS5gkXJv6U4VZyD0YOOfazJZBD3gG-D-JP2iFZDxPD3_Ld1M_Qf6jutClwUr8ump3y0-bolhL_pUP-V6fp5mCI_RkDRJkvxnhPgODwykp4IGmr-wgFgnU-wwPLzS/s200/8110-3+Form.jpg" alt="" id="BLOGGER_PHOTO_ID_5623759448753648642" border="0" /></a><span style="color: rgb(153, 0, 0); font-weight: bold;">With a drawing and DER approval in hand, any IA can execute a 337 and reference the drawing in block 8 of the 337 as the "approved data". Once completed, the IA will forward the 337 paperwork directly to the FAA to be filed in OKC. <span style="color: rgb(0, 0, 0);">There is no need to call a FSDO inspector, except in certain circumstances.</span> Ask your IA abut this. It is routine.</span><br /><br /><br /><br />The following is an excerpt from FAA AC 23-21, Change 1...<br /><span style="font-style: italic;">One of the methods of obtaining approved data for a particular alteration is to utilize a DER to provide necessary approved data. This methodology is described in FAA Order 8110.45, “Use of Data Approved by Designated Engineering Representatives to Support Major Alteration,” dated 8/30/02, and Order 8110.37C, “Designated Engineering Representative (DER) Guidance Handbook,” dated 9/30/98. Both Orders can be found at the FAA website http://www.faa.gov. When you identify a requirement for data during an alteration, you may contact a DER with the authority, as listed in Order 8110.37C, to generate the report and submit approved data. The use of a DER to develop FAA approved data can save time because it is an efficient means to ensure completeness of the required data. [<span style="font-weight: bold; color: rgb(153, 0, 0);">If 100 percent of the necessary data is DER approved data, no further FAA approval is required.—Change 1</span>] When contacting a DER, only DERs specifically authorized by their managing ACO are permitted to approve data for major repairs and alterations.</span><br />__________________Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com1tag:blogger.com,1999:blog-3145162302762837710.post-28622804394673493602009-08-04T08:24:00.006-05:002009-08-04T10:02:27.160-05:00Vintage DER's announced at OshkoshJuly 30, 2009 - The Vintage Aircraft Association and FAA announced a new program to authorize designated engineering representatives for vintage aircraft "Vintage DER's". Details of the program have not been published, but this move promises to be a help to the owners and operators of antique airplanes. <a href="http://www.airventure.org/news/2009/090730_ders.html"> Click here to read the EAA announcement</a>.<br /><br />If you want to know more about how DER's can help owners of Vintage and Antique Airplanes, see my page titled:<a href="http://www.box.net/services/ipaper_by_scribd/102/316559062/7d7df9/Graphics___337?name%5B%5D=skip_popup&value%5B%5D="> "The Role of a DER in General Aviation"</a>.<br /><br />or...<br /><div style="text-align: center;">CONTACT ME AT:<br /><span style="font-size:180%;"><a style="color: rgb(102, 51, 102);" href="mailto:barnstmr@aol.com">barnstmr@aol.com</a></span></div><br /><h2 style="text-align: center;"><span style="font-weight: normal;font-size:100%;" >PHONE:</span><br /></h2><div style="text-align: center;"><span style="font-size:180%;">(254) 715-4773</span><br /></div><h2><br /><span style=";font-family:Arial;font-size:85%;" ></span></h2>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-56344395047681043152009-07-31T18:50:00.005-05:002011-06-29T16:48:03.715-05:00Taylorcraft DC(O)-65 Engine Horsepower Upgrade<a href="http://dc65stc.blogspot.com/"><span style="font-weight: bold;">CERTIFIED AERONAUTICAL PRODUCTS</span></a><br /><a href="http://dc65stc.blogspot.com/"><span style="font-weight: bold;">Finally - More horsepower for your Taylorcraft L-2 !!!</span><br />Upgrade to 85, 90, or 100 HP, and Optional Electric Start.</a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLQPa2Wan7yHG9YyvdGCLFpWszIN19yyOEe0UZu9Yun75NUdiqQU_eTsgf7S73abjqirzGNgX_CrTlG67jh-lJCe9pR5K5MpWD5W3dpbt44M1kKgJfgUX92LazDDkgmwuW4rB5pFWcyHhj/s1600-h/STC+Graphic.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 154px; height: 200px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLQPa2Wan7yHG9YyvdGCLFpWszIN19yyOEe0UZu9Yun75NUdiqQU_eTsgf7S73abjqirzGNgX_CrTlG67jh-lJCe9pR5K5MpWD5W3dpbt44M1kKgJfgUX92LazDDkgmwuW4rB5pFWcyHhj/s200/STC+Graphic.jpg" alt="" id="BLOGGER_PHOTO_ID_5364776251450432706" border="0" /></a><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://www.scribd.com/doc/15602097/Order-Form-090115"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 200px; height: 48px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhcyPEnEAO1TTdqEeUzOvzDTGaffRRaDooR1qi5FKx47eXBg9mJ3gHVJPk-pCMxTzgXZhOPSDyAu8X5mLTkmmJ793SwG3UQw4ciJN6Yd2YY1HxRTnNUK2mRUK5ai6S4UfoE6e1iiNih0LG7/s200/Graphic+Order+Form+Click+Here.jpg" alt="" id="BLOGGER_PHOTO_ID_5364794482763173394" border="0" /></a>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-73748441103478573972009-07-31T18:35:00.002-05:002009-07-31T18:38:32.087-05:00Expanding My Internet PublicationsI am pleased to announce new additions to my internet/blogging publications. <br /><br />Click here <a href="http://terry-bowden.blogspot.com/">"Terry Bowden Internet Portal"</a> to find a map to all my internet publishing activities.Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0tag:blogger.com,1999:blog-3145162302762837710.post-48459716422439987402009-07-31T08:42:00.001-05:002011-06-29T16:47:01.028-05:00Barnstmr's Random Aeronautics: Comments on the proposed FAA AC for Vintage Airplanes<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGCQC4KikOXIjQ6Cz8o39I5fyT3fH6G31xj3-trI6msiMpDVFXhq_Fvp45xKCuFn4pzQILoQetwPDNickvA8FDxwqcRVlr4c6x0517NL7N0NBMX6dJl_a-WxDThhw3uAKp80q0-eBGklsQ/s1600/Aviation+1929+and+1928+048-.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 120px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGCQC4KikOXIjQ6Cz8o39I5fyT3fH6G31xj3-trI6msiMpDVFXhq_Fvp45xKCuFn4pzQILoQetwPDNickvA8FDxwqcRVlr4c6x0517NL7N0NBMX6dJl_a-WxDThhw3uAKp80q0-eBGklsQ/s200/Aviation+1929+and+1928+048-.jpg" alt="" id="BLOGGER_PHOTO_ID_5623761515218793026" border="0" /></a><br /><a href="http://barnstmr.blogspot.com/2009/06/comments-on-proposed-faa-ac-for-vintage.html">Barnstmr's Random Aeronautics: Comments on the proposed FAA AC for Vintage Airplanes</a>Terry Bowdenhttp://www.blogger.com/profile/10282056570886230326noreply@blogger.com0