Narrative:

4/thur/89 we were given an en route inspection by an FAA inspector. The flight was flown between anc and homer, ak. The FAA inspector spoke to the captain and I after the flight to tell us the discrepancy he found with the flight. The violation of the far's that we were supposedly guilty of were both incorrect--the first being about fuel weight on the passenger manifest, according to far 135.63(C) 1-8 fuel does not need to be on the load or passenger manifest. The second violation was of far 135.100. We made radio calls to company (operations) at 2500' when departing anc when we were climbing to a cruise altitude of 5000'. We also called company north homer while established inbound on the localizer approach. The next call came at the time we were taxiing in. Although these radio calls were made to given company block times which are used for operations flight following system and are considered a safety related call we were once again not in violation. Because of the distrs of FAA inspectors during and after en route checks (example, being more concerned about how he is going to bust you instead of doing your duties as a flight crew member). I think the entire route check inspection should be more standardized and work with 135 operators instead first officer the FAA against personnel.

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Original NASA ASRS Text

Title: ACI COMMENTS AFTER OBSERVING COMMUTER FLT ALLEGED 2 FEDERAL AVIATION REG VIOLATIONS.

Narrative: 4/THUR/89 WE WERE GIVEN AN ENRTE INSPECTION BY AN FAA INSPECTOR. THE FLT WAS FLOWN BTWN ANC AND HOMER, AK. THE FAA INSPECTOR SPOKE TO THE CAPT AND I AFTER THE FLT TO TELL US THE DISCREPANCY HE FOUND WITH THE FLT. THE VIOLATION OF THE FAR'S THAT WE WERE SUPPOSEDLY GUILTY OF WERE BOTH INCORRECT--THE FIRST BEING ABOUT FUEL WT ON THE PAX MANIFEST, ACCORDING TO FAR 135.63(C) 1-8 FUEL DOES NOT NEED TO BE ON THE LOAD OR PAX MANIFEST. THE SECOND VIOLATION WAS OF FAR 135.100. WE MADE RADIO CALLS TO COMPANY (OPS) AT 2500' WHEN DEPARTING ANC WHEN WE WERE CLBING TO A CRUISE ALT OF 5000'. WE ALSO CALLED COMPANY N HOMER WHILE ESTABLISHED INBND ON THE LOC APCH. THE NEXT CALL CAME AT THE TIME WE WERE TAXIING IN. ALTHOUGH THESE RADIO CALLS WERE MADE TO GIVEN COMPANY BLOCK TIMES WHICH ARE USED FOR OPS FLT FOLLOWING SYS AND ARE CONSIDERED A SAFETY RELATED CALL WE WERE ONCE AGAIN NOT IN VIOLATION. BECAUSE OF THE DISTRS OF FAA INSPECTORS DURING AND AFTER ENRTE CHKS (EXAMPLE, BEING MORE CONCERNED ABOUT HOW HE IS GOING TO BUST YOU INSTEAD OF DOING YOUR DUTIES AS A FLT CREW MEMBER). I THINK THE ENTIRE ROUTE CHK INSPECTION SHOULD BE MORE STANDARDIZED AND WORK WITH 135 OPERATORS INSTEAD FO THE FAA AGAINST PERSONNEL.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.