Ilinpilot,
The FAA does not require a pilot to carry proof of currency. Pilot certificate and medical certificate. Otherwise, the only proof of currency required is evidence of a VOR check in the previous 30 days for the aircraft...nothing for the pilot.
Rest assured that if something warrants invesgiation or enforcement action to the point of needing information about your currency, you will be requested to produce your logbooks. It's well to remember that logbooks are legal documents, and the information used in them may certainly be used against you. It's also well to remember that in many cases of FAA enforcement action, the FAA's only real evidence is that provided by the pilot. Sometimes it's an admission over the radio, something said on-site, or a letter in response to the 10 day notice in a letter of investigation (LoI).
A1Fly,
The best thing you can do in a ramp check is to maintain an attitude of "compliance" while doing nothing to compromise yourself. Without question, the best time to prepare for a ramp check is long before it occurs; never place yourself in a position to draw attention, or to be violated if you are ramped. Always operate such that if you are ramped at any given time, you're clean and clear.
I highly recommend the legal plan offered by AOPA. It's got some weakness and drawbacks, but even if you use it once for a consultation, then it's paid for itself. It only costs a few dollars (about fifty bucks a year for ATP, I believe, and less for commercial or private), and it's a cheap back up.
Carry NASA ASRS forms with you (I have a stack by my computer, right here), and use them as you need them. Understand the rules about using them, and use caution and prudence.
Never respond to a notice or call without consulting an attorney. Be careful what you say on the radio, to ATC, or to others around the airport. Anything you say or write can and certainly will be used against you, and you don't have the same rights as you might enjoy in the civil or criminal process. In administrative law, you're assumed guilty until proven innocent, and it's best to place yourself in a position to never be assumed guilty in the first place. You don't have a right to avoid prosecution; only to appeal it. You're automatically deemed guilty; your only place in the entire process is to appeal it. Therefore, avoid it completely.
Be polite, speak to the inspector, answer questions, but admit to nothing. Don't believe the old wive's tale that when the inspector asks to see your certificate, you can't hand it to him. Some people will tell you that this constitutes surrendering your certificate, and that entices people to refuse to hand their certificate to the inspector. This is entirely wrong, and only serves to upset the inspector. Don't do that. You haven't surrendered your certificate unless you formally do so in writing, so don't worry. The FAR is clear on this.
It's acceptable to request to view the inspector's Form 110A, which is the official identification credential the inspector is required to show you (upon request). It sets a tone by letting the inspector know you understand the process. When the inspector asks to see your pilot certificate, ask to see his/her 110A. Doing so is proper.
The inspector may NOT enter your aircraft without permission. You do NOT have to give permission. If your aircraft is tied down and you are away from it, or it is simply closed up, the inspector may not open it or do anything more than look inside through the windows. Only things in plain view may be fair game. The inspector in my last story violated this principle numerous times, in numerous ways. Can't do it.
Be careful about seemingly innocent questions. Inspectors may talk about the weather, and how far it is to a certain destination. They may be piecing togther information to trap you; it's part of their job, and you need to understand that, going in. They are NOT there to help you; they are there to violate you. That is their function; it's what they're paid to do. It's their purpose for being there. Be very aware of that. No matter what is said, always bear that in mind, and act and speak accordingly. Don't offer anything; let them ask. It's their job, don't do it for them.
Remember that the inspector is not a law enforcement officer, but is also not restricted by many of the things that prevent a law enforcement officer from more fully doing his job. The inspector is also a lot more subtle, and may not even be identifiable initially. (Look for mismatched socks). There are some good articles out there on the subject, some of which are on the web. Avweb used to have several good pieces on the subject on ramp checks. I don't have the references here, but they're easy to find. Good luck!!
The FAA does not require a pilot to carry proof of currency. Pilot certificate and medical certificate. Otherwise, the only proof of currency required is evidence of a VOR check in the previous 30 days for the aircraft...nothing for the pilot.
Rest assured that if something warrants invesgiation or enforcement action to the point of needing information about your currency, you will be requested to produce your logbooks. It's well to remember that logbooks are legal documents, and the information used in them may certainly be used against you. It's also well to remember that in many cases of FAA enforcement action, the FAA's only real evidence is that provided by the pilot. Sometimes it's an admission over the radio, something said on-site, or a letter in response to the 10 day notice in a letter of investigation (LoI).
A1Fly,
The best thing you can do in a ramp check is to maintain an attitude of "compliance" while doing nothing to compromise yourself. Without question, the best time to prepare for a ramp check is long before it occurs; never place yourself in a position to draw attention, or to be violated if you are ramped. Always operate such that if you are ramped at any given time, you're clean and clear.
I highly recommend the legal plan offered by AOPA. It's got some weakness and drawbacks, but even if you use it once for a consultation, then it's paid for itself. It only costs a few dollars (about fifty bucks a year for ATP, I believe, and less for commercial or private), and it's a cheap back up.
Carry NASA ASRS forms with you (I have a stack by my computer, right here), and use them as you need them. Understand the rules about using them, and use caution and prudence.
Never respond to a notice or call without consulting an attorney. Be careful what you say on the radio, to ATC, or to others around the airport. Anything you say or write can and certainly will be used against you, and you don't have the same rights as you might enjoy in the civil or criminal process. In administrative law, you're assumed guilty until proven innocent, and it's best to place yourself in a position to never be assumed guilty in the first place. You don't have a right to avoid prosecution; only to appeal it. You're automatically deemed guilty; your only place in the entire process is to appeal it. Therefore, avoid it completely.
Be polite, speak to the inspector, answer questions, but admit to nothing. Don't believe the old wive's tale that when the inspector asks to see your certificate, you can't hand it to him. Some people will tell you that this constitutes surrendering your certificate, and that entices people to refuse to hand their certificate to the inspector. This is entirely wrong, and only serves to upset the inspector. Don't do that. You haven't surrendered your certificate unless you formally do so in writing, so don't worry. The FAR is clear on this.
It's acceptable to request to view the inspector's Form 110A, which is the official identification credential the inspector is required to show you (upon request). It sets a tone by letting the inspector know you understand the process. When the inspector asks to see your pilot certificate, ask to see his/her 110A. Doing so is proper.
The inspector may NOT enter your aircraft without permission. You do NOT have to give permission. If your aircraft is tied down and you are away from it, or it is simply closed up, the inspector may not open it or do anything more than look inside through the windows. Only things in plain view may be fair game. The inspector in my last story violated this principle numerous times, in numerous ways. Can't do it.
Be careful about seemingly innocent questions. Inspectors may talk about the weather, and how far it is to a certain destination. They may be piecing togther information to trap you; it's part of their job, and you need to understand that, going in. They are NOT there to help you; they are there to violate you. That is their function; it's what they're paid to do. It's their purpose for being there. Be very aware of that. No matter what is said, always bear that in mind, and act and speak accordingly. Don't offer anything; let them ask. It's their job, don't do it for them.
Remember that the inspector is not a law enforcement officer, but is also not restricted by many of the things that prevent a law enforcement officer from more fully doing his job. The inspector is also a lot more subtle, and may not even be identifiable initially. (Look for mismatched socks). There are some good articles out there on the subject, some of which are on the web. Avweb used to have several good pieces on the subject on ramp checks. I don't have the references here, but they're easy to find. Good luck!!
