How do FAA inspectors become FAA inspectors?

[check6]

How do FAA inspectors become FAA inspectors? If they aren't doing ramp checks, what are they doing? Anyone have any experiences with them.

 

[chperplt]

They become FAA inspectors by filling out an application, having an interview, and then getting hired. There are many different types of inspectors, and they must meet certain requirements to get hired.

When they are conducting a ramp check, they are justifying their jobs more than anything. They will typically talk to the crew, check certificates, and walk around the airplane. Most aren't typed on the plane they're inspecting and look for blatantly obvious problems. Some are maintenance inspectors and can be a real pain in the ass!!

I've been ramped checked quite a bit. I worked for a P.O.S outfit that had/has a lot of problems. I could expect a ramp check on a daily basis. As long as you know the airplane is clean you won't have any problems. If he finds something, you say thank you and write it up. They are generally non events....

 

[psysicx]

How does one get experience?And are these jobs usually hard to get without knowing somebody?

 

[Yank McCobb]

Did your sister make it home ok last night? What kind of shape was she in?

 

[Rogue5]

Go to www.faa.gov, under careers search for a title containing "inspector":

Department of Transportation
Federal Aviation Administration
External Vacancy Announcement
Vacancy Announcement Number: FAA-ASI-99-001-27152M

--------------------------------------------------------------------------------
Open Date: Apr 12,1999
Close Date: Open Continuous
Position: Aviation Safety Inspector,FG-1825-9,11, or 12
Salary Range: $37,390 to $70,484
Duty Location(s): Throughout The Nation, United States
Organization Location: Federal Aviation Administration, Associate Administrator for Regulation and Certification Flight Standards Service

PCS: No PCS Expenses will be paid.

Area of Consideration: All Sources

Duties: Aviation Safety Inspectors (ASI's) administer and enforce safety regulations and standards for the production, operation, maintenance, and/or modification of aircraft used in civil aviation.

Amendment Date: Jan 24,2005
Amendment Note: Update salary range to reflect new pay schedule effective January 2004. September 13, 2004 - Update duty location data. January 24, 2005 - Update salary range to reflect new pay schedule effective January 2005.

Salary: The basic salary range is reflected above. The starting salaries for each grade are as follows: FG-9 - $37,390, FG-11 - $45,239; and FG-12 - $54,221. Salary will be adjusted to include locality pay based on the duty location of the position.

Travel: Inspectors are required to travel frequently and to occasionally work irregular duty hours.

QUALIFICATION REQUIREMENTS: Minimum Requirements for All Positions: All applicants must meet the following requirements: 1. Have no more than two separate incidents involving Federal Aviation Regulations violations in the last 5 years; 2. Have a valid state driver's license; 3. Be fluent in the English language; 4. Have no chemical dependencies or drug abuse that could interfere with job performance; and 5. Be a high school graduate or equivalent. 6. Be a U.S. Citizen

Specialized Experience: Applicants must meet the specialized experience described below to be eligible for the option(s) for which application is made. One year of the required specialized experience must have been equivalent to at least the next lower grade level in the normal line of progression; e.g., one year of experience equivalent to the FG-11 level is required to be qualified for the FG-12 level.

Air Carrier Avionics Inspectors: Air carrier avionics inspectors are responsible for aircraft electronics systems on aircraft over 12,500 pounds gross takeoff weight. Some of their duties are to: * Conduct surveillance of the avionics portion of air carrier and similar operations and air taxi programs; * Evaluate avionics technicians and repair facilities; * Evaluate mechanic training programs; * Inspect aircraft and related equipment for airworthiness; * Evaluate the overall avionics programs for air carriers and similar commercial operators; and * Investigate and report on accidents, incidents, and violations. To qualify for air carrier avionics inspector positions, applicants must possess the following qualifications: * Aircraft electronics work experience; * Experience involving the maintenance and repair of avionics systems in large aircraft over 12,500 pounds gross takeoff weight; * Aircraft avionics experience in a repair station, air carrier repair facility, or military repair facility; * Three (3) years of supervisory experience in aircraft avionics as a lead mechanic or repairman who supervises others; * Some aircraft avionics work experience within the last 3 years.

General Aviation Avionics Inspectors: General aviation avionics inspectors are responsible for aircraft electronics systems on aircraft both under and over 12,500 pounds gross takeoff weight. Some of their duties are to: * Conduct surveillance of the avionics portion of air taxi programs; * Evaluate avionics technicians and repair facilities; * Evaluate the overall avionics programs for air taxi operations, travel clubs, etc.; * Inspect aircraft and related equipment for airworthiness; and * Investigate and report on accidents, incidents, and violations. To qualify for general aviation avionics inspector positions, applicants must possess the following qualifications: * Work experience involving the maintenance and repair of aircraft avionics systems; * Aircraft avionics experience with aircraft 12,500 pounds or less gross takeoff weight; * Avionics experience in a repair station, airline repair facility, or military repair facility; * Three (3) years of supervisory experience in aircraft avionics as a lead mechanic or repairman who supervises others; and * Some aircraft avionics work experience within the last 3 years.

Air Carrier Maintenance Inspectors: Air carrier maintenance inspectors are responsible for scheduled and supplemental air carriers, air travel clubs, and commercial operators (large aircraft over 12,500 pounds gross takeoff weight). Some of their duties are to: * Evaluate mechanics and repair facilities for initial and continuing certification; * Evaluate mechanic training programs; * Inspect aircraft and related equipment for airworthiness; * Evaluate the overall maintenance programs for air carriers and similar commercial operators; and * Investigate and report on accidents, incidents, and violations. To qualify for air carrier maintenance inspector positions, applicants must possess the following qualifications: * An FAA mechanic certificate with airframe and powerplant rating; * Aviation maintenance work experience; * Experience in the maintenance and repair of airframes, powerplants, and systems of large aircraft (over 12,500 pounds takeoff weight) under an airworthiness maintenance and inspection program; * Aircraft maintenance experience in a repair station, air carrier repair facility, or military repair facility; * Three (3) years of supervisory experience in aviation maintenance as a lead mechanic or repairman who supervises others; and * Some aviation maintenance work experience within the last 3 years.

General Aviation Maintenance Inspectors: General aviation maintenance inspectors are responsible for single and multiengine aircraft used for pleasure, air taxi service, industry, and agriculture. Some of their duties are to: * Evaluate mechanics and repair facilities for initial and continuing certification; * Evaluate mechanic training programs; * Inspect aircraft and related equipment for airworthiness; and * Investigate and report on accidents, incidents, and violations. To qualify for general aviation maintenance inspector positions, applicants must possess the following qualifications: * An FAA mechanic certificate with airframe and powerplant ratings; * Aviation maintenance work experience; * Experience involving the maintenance and repair of airframes, powerplants, and aircraft systems with responsibility for certifying airworthiness; * Maintenance experience with aircraft 12,500 pounds or less gross takeoff weight; * Maintenance experience in a repair station, airline repair facility, or military repair facility; * Three (3) years of supervisory experience in aviation maintenance as a lead mechanic or repairman who supervises others; and * Some aviation maintenance work experience within the last 3 years.

Air Carrier Operations Inspectors: Air carrier operations inspectors are responsible for scheduled and supplemental air carriers, air travel clubs, and commercial operators (large multiengine aircraft over 12,500 pounds gross takeoff weight). Some of their duties are to: * Examine airmen (pilots, dispatchers, flight engineers, etc.) for initial and continuing certification; * Evaluate airmen training programs, equipment, and facilities; * Evaluate the operations of air carriers and similar commercial aviation operations for adequacy of facilities, equipment, procedures, and overall management to ensure safe operation of the aircraft; and * Investigate and report on accidents, incidents, and violations. To qualify for air carrier operations inspector positions, applicants must possess the following qualifications: * An airline transport pilot certificate or commercial pilot certificate with instrument airplane rating; * Pilot experience in large multiengine aircraft over 12,500 pounds gross takeoff weight; * A minimum of 1,500 total flight hours as a pilot or copilot; * Pilot-in-command experience (sole manipulator of the controls) in large aircraft (over 12,500 pounds gross takeoff weight) within the last 3 years; * A minimum of 100 flight hours within the last 3 years; * A minimum of 1,000 flight hours within the last 5 years; * Professional flying skill as demonstrated by the successful completion of turbojet evaluation; and * Not more than 2 flying accidents in the last 5 years.

 

[Rogue5]

General Aviation Operations Inspectors: General aviation operations inspectors are responsible for single and multiengine aircraft (including multiengine aircraft over 12,500 pounds gross takeoff weight) used for pleasure, air taxi service, industry, and agriculture. Some of their duties are to: * Examine airmen (pilots, flight instructors, etc.) for initial and continuing certification; * Evaluate airmen training programs, equipment, and facilities; * Evaluate the operations of air taxis and similar commercial aviation operations for adequacy of facilities, equipment, procedures, and overall management to ensure safe operation of the aircraft; and * Investigate and report on accidents, incidents, and violations. To qualify for general aviation operations inspector positions, applicants must possess the following qualifications: * An airline transport pilot certificate or commercial pilot certificate with instrument airplane rating; * Single and multiengine land airplane ratings; * A valid flight instructor certificate with single and multiengine airplane and instrument airplane ratings; * Pilot experience which provided a comprehensive knowledge of operations requirements, facilities, practices, procedures, and flight activities of aircraft; * A minimum of 1,500 total flight hours as a pilot or copilot; * Some aviation work experience within the last 10 years; * A minimum of 300 flight hours within the last 3 years; * A minimum of 1,000 flight hours within the last 5 years; * Professional flying skill as demonstrated in a flight check to commercial pilot certificate with an instrument rating standard; and * Not more than 2 flying accidents within the last 5 years.



Medical Requirements: Applicants must be physically able to perform efficiently the duties of the aviation safety inspector position. They must: 1. Have good distant vision in each eye and be able to read without strain printed materials the size of typewritten characters (glasses and contact lenses permitted); 2. Have the ability to hear the conversational voice (hearing aid permitted); and 3. Not have any physical condition that would cause them to be a hazard to themselves or others or that would interfere with their ability to fly as passengers in a variety of aircraft. In addition, applicants for positions that require participation in the operation of aircraft must: 1. Possess a valid first-class medical certificate in accordance with FAA regulations; and 2. Pass recurrent medical examinations as prescribed by the FAA.



Interview: Candidates will be required to appear for an interview prior to appointment to determine whether they possess the personal qualities necessary to perform aviation safety inspector duties successfully. Candidates will be questioned about information on their applications, and will be required to show appropriate certificates and ratings. Operations inspector candidates will be required to demonstrate proficiency in an airplane or simulator.



Evaluation Criteria Applicants will be evaluated based on their responses to the online application.



Excepted Service: The FAA is an excepted service agency. Basic Federal employee benefits remain the same as other Federal agencies.



Requirement for security clearance: This moderate risk public trust (Level 5) position requires a National Agency Check and Inquiry (NACI), which may be completed after appointment.



Requirement for drug testing: This position is covered by the Department of Transportation's Drug Testing Program. An initial drug screen is required prior to entry into this position. Persons occupying covered positions will be subject to further screening on a random basis.



How to Apply Applicants must now complete the online application. Public access to the Internet is available throught various local sources such as libraries, schools, state employment offices, etc.



Multiple Positions: Multiple positions may be filled from this announcement.



Contact Information: Aviation Careers Division (405) 954-4657



Financial Disclosure The person selected for this position may be required to file a financial disclosure statement within 30 days of entry on duty. FAA policy limits certain outside employment and financial investments in aviation-related companies.



Privacy Act Requirements: Collection of personal identification data is authorized under the Privacy Act (P.L. 93-579).



Equal Employment and Reasonable Accommodation: The FAA does not discriminate on the basis of political affiliation, race, color, religion, national origin, sex, sexual orientation, marital status, age, disability, or any other characteristics not bearing on job performance. On an individual case basis, this agency also makes reasonable accommodations for applicants with disabilities. If you need accommodation in any part of the application or hiring process, please notify the agency contact listed elsewhere in this announcement.



Prohibition on Personal Use of Government Postage-Paid Envelopes: Use of postage-paid Government envelopes to file job applications is a violation of Federal laws and regulations. Applications submitted in postage-paid Government envelopes will not be considered.



FAA vacancy information and certain application forms are now available on the FAA's World Wide Web site at: http://jobs.faa.gov or by calling our Faxback system at (405)954-0250.



Non-citizens We are not accepting applications from non-citizens.

 

[Ill Mitch]

Whey they are conducting a ramp check, they are justifying their jobs more than anything. They will typically talk to the crew, check certificates, and walk around the airplane. Most aren't typed on the plane they're inspecting and look for blatantly obvious problems. Some are maintenance inspectors and can be a real pain in the ass!!

The only inspectors I have ever had problems with are the guys on the MX side of thing.

"Uh...you know the paint on this is looking kinda bad....could be an airworthiness issue".

"Yea...ok...I'll just get on the phone and wake up the DOM so we can discuss it".

 

[ultrarunner]

How do FAA inspectors become FAA inspectors?

By failing the A$$hole test.

 

[501261]

By failing the A$$hole test.

Come on now, I can honestly say I've only met 1 that failed the that test, there's a lot more pilots that failed it.

As with any profession, there will be some bad apples.

 

[KigAir]

I didn't see any requirements for giving checkrides. Some months ago I stumbled across a FAA document describing the qualifications need to be a DE. They seemed pretty stiff.

 

[scubabri]

Those who can't.... Inspect.

 

[Bryan D]

Well..it all starts at Dunkin Doughnuts

 

[BD King]

------------Okay, Okay. There are a few that are good joes. A few. But having been in or around this industry for the past 45 years, I would have to say that the majority are a bunch of people who could not make it in the real world. Frustrated proctoligists.

www.bdkingpress.com

 

[JAFI]

Thankyou, I will add that to the list of names I have been called.


Check6, a valid question. I have worked on both sides of this table so I will add my 2 cents.

Inspectors are hired like every other job with a couple of execptions.

1. You apply. The application is long. It took me a week to fill it out. You decide what part of the country you wish to apply for, or you can select the entire country.

2. Depending if the FAA is hireing (sometimes they will not hire for years. I have seen 7 to 10 years at one point) an office -- FSDO, Regional Office or HQ -- can call you for an interview. You are interviewed by that office. The application will rate you on the type and amount of experience you have. The more experience you have the higher the score. More points for being a Director of something, Chief pilot, Lead Mechanic, Desiginated Examiner, etc. Competition is great during times of industry down turn and not so hard when companies are hireing.

3. You are hired for one (sometimes more than one) job specilities: Avionics, Airworthness (mechanic), Operations (pilot), Cabin Safety (flight attendant) or Dispatch Inspector.

You can be a General Aviation Inspector or Air Carrier Inspector or both.

Formal Training is done in Oklahoma City and OJT is done at your office.

Ramp checks are one part of the job. There are records checks, airman certification, flight school certification, air carrier certification, aircraft conformity (airworthness), accident investigation, and much more.

You can have a line position - work at a FSDO, or at a Regional office or HQ - more of a staff position. You can be tasked to work nationally by traveling all over the country giving checkrides or National Inspections. This week you could be giving airman certification exams and next week you could be reviewing internal policy letters for recommendations to HQ. It is so varied I can't even begin to list the possibilities.

---- personal comments:

Like any other job, some employees are good at what they do and some are not. Some do not interview well but are good at what they do and some interview well but can't tie their shoes. Some are lazy and some work unitl they drop.

I have seen two backgrounds in the FAA. People who worked in industry at some of the best and worst companies that went bankrupt. And retired military, police, and other civil servants. I have not met any Inspector who (as a child) wanted to be an Inspector when they grew up.

There is no shortage of egos or attitudes it aviation, no matter which side of the table you are sitting.

JAFI

 

[AA717driver]

I know a couple of inspectors that couldn't find their a$$ with both hands. I also know of a couple who are good pilots and great people. They just had reasons not to want to spend half their life in a hotel room or couldn't pass the 'astronaut physical' requried by some of the airlines in the 70's/'80's.TC

 

[hindsight2020]

I agree with you AA717, I just need to quote you here to raise a couple of points about some themes in the posts above yours.

They just had reasons not to want to spend half their life in a hotel room

Does one need a reason? As as soon-to-be commercial pilot, and working honestly and with motivation on my CFI stuff, yet looking at my wallet going "sh!t I still need more ratings?!?", watching my savings account dissapear and getting snickered by CFII/MEI's and regional hopeful and burn-outs alike with the "oh look at the young one, so proud of his comm ticket aaaawwwwwwww", I wouldn't be too dismissive of the inspector job. I actually think it's a great (read better) way to pay the bills and still get to fly to the content of the average regional pilot. I bet my bottom dollar on that.

Not every inspector is a frustrated case, likewise not every pilot (including those who are better sticks than current major drivers) wants to be an airline pilot. If I had a dollar for every time a CFI asks me in flight "do you want to fly 121?" followed by my two hour response I'd have enough money to buy my own T-38.

I for one, look forward to the time where I have the experience level to apply for this job. I have let go of the wishful thought that the CFI landscape will change, it won't. People will continue to whore out for a 121 gig and the market will stay saturated, and people like me, outside of this 'track', will need to circumvent the status quo and get creative to continue to enjoy this passion of ours, even if it means desk jockeying half the week.

On the topic of desk jockeying, plus being a little biased since I paid out the ass for an engineering degree, I feel these kind of jobs are GENERALLY not that abrasive to our pilot egos, since it somewhat keeps us in the environment that we feel comfortable with (jet a smell, runways, ramps, airplanes, more excuses to go outside). I'm speaking generally by large of course. I'd take it over the regional brothel if they'd give me the chance FWIW.

My .02 pesos

 

[ReverseSensing]

Feds are cool

Like most people in aviation, the main character flaw of some Feds I've met is that they speak with complete conviction about things they just made up.

 

[BD King]

Like most people in aviation, the main character flaw of some Feds I've met is that they speak with complete conviction about things they just made up.

First of all, I may have been a bit harsh in my original post. Secondly, I have to agree with you. I learned at the cusp, that being the transition from the CAA to the FAA. The old CAA guys could FLY A FRICKING AIRPLANE. Were they tough, better believe it. Fair? Yep.

I have, and have never had a problem flying with a check pilot who was more proficient than I.................Unfortunately, today's FAA pilot is clueless........If Bill Lear was still alive, you could ask him. Ask the company chief pilot for.......just name it. Try the "601" for starters.

www.bdkingpress.com

 

[PastFastMover]

When I first got on the air carrier side of the biz most all of the FAA inspectors were ex WW II pilots. What a great group of guys. They had been there and done that and knew what was important and what wasn't. They did not have anything to prove other than to see a safe operation while telling a good joke now and then. Now it appears that a younger group are out and about that could not get on with an air carrier. They seem to know it all, come to think of it the WW II types knew they did not know it all even though they were light years ahead of me.

 

[BD King]

When I first got on the air carrier side of the biz most all of the FAA inspectors were ex WW II pilots. What a great group of guys. They had been there and done that and knew what was important and what wasn't. They did not have anything to prove other than to see a safe operation while telling a good joke now and then. Now it appears that a younger group are out and about that could not get on with an air carrier. They seem to know it all, come to think of it the WW II types knew they did not know it all even though they were light years ahead of me.[/QUOTE

AMEN!