The FAA’s Irrational Application of a Rule

A little about my Vertical column and the responses to it.

If you’re a helicopter pilot, you’re likely familiar with Vertical Magazine. Simply put, it’s the premiere helicopter pilot/operator publication, with great articles and amazing photography. It not only informs those of us in the helicopter industry, but it keeps us enthusiastic about being part of what’s admittedly a rather elite club.

Vertical MagazineIf you read the June/July issue (download here as a pdf), you may have seen page 10’s Talking Point column. And if you know this blog, you probably realized that the Maria Langer who wrote that month’s column is the same Maria Langer who has been blogging here since 2003. Yeah: me.

I haven’t blogged about this yet because, frankly, I still can’t believe it happened.

While I wasn’t paying attention, the FAA issued FAR Part 135.160, which requires Part 135 on demand charter operators like me to install a radio altimeter. The rule has a loophole, which my Primary Operations Inspector (POI) at the Flight Standards District Office (FSDO) told me about: a waiver was available for helicopters less than 2,950 pounds max gross weight. My R44 has a max gross weight of 2,500 pounds and is VFR-only. Surely I’d get the waiver.

I didn’t.

What’s the Big Deal?

If you’re not familiar with what a radio altimeter is, you likely don’t understand how incredibly idiotic it is to require one in an R44. Here’s the deal. A radio altimeter — which is also sometimes called a radar altimeter — uses radio waves to measure the exact height of an aircraft over the ground. It then sends this data to a readout on the aircraft’s instrument panel so the pilot has this information handy.

Of course, a Robinson R44, which is what I fly, is a VFR-only aircraft. That means it’s only legal to fly in VFR (visual flight rules) conditions. That means you can see out the aircraft window. And that’s what Robinson pilots — all VFR pilots, for that matter — do when they want to know how high off the ground they are. They look. After all, they’re supposed to be looking outside anyway.

So for the FAA to require this kind of instrument on an aircraft that’s never going to need one makes absolutely no sense whatsoever.

Being the gadget person I am, I might not mind having a new toy in the cockpit. The trouble is, my cockpit’s panel must be modified to accommodate it, thus reducing my forward visibility, and the damn thing is going to cost me $14,500 to buy and have installed. And the helicopter will be offline for about a week while the mechanic tears it apart and drills holes in the fuselage to put it in.

There’s more to the story, but it’s mostly covered in the Vertical column. Go read it now; it’s on page 10. It’s short — they wouldn’t let me have more than 1,000 words. (I know; I gave them 1,200 and they cut 200 out.) See if you can read my frustration between the lines.


I got a number of responses to the column.

This is kind of cool: they listed me as a contributing editor in that issue’s masthead.

The very first was from my friend Mike in Florida. He sent me an email message that included the Contributing Editor list you see here and a link to the article with his congratulations. Mike has also written for Vertical; he has a ton of experience and great writing skills.

A handful of other folks I knew texted or emailed me that they’d seen it. That was gratifying. I really do like writing for publication and should make a conscious effort to do it more often.

Then, the other day, about two weeks after it was first published, I got a call from someone at Helicopter Association International (HAI). HAI is a professional organization for helicopter pilots and operators. I used to be a member. It cost $600 a year and the only thing I got from them was a wooden membership plaque and a lot of paper. Safety posters, manuals, letters, newsletters, magazines. All kinds of crap to add to the clutter that had already taken over my life. When I dropped my membership after two or three years, they called to find out why. I told them they did nothing for small operators like me. They promised to change and conned me into joining for another year. Nothing changed. I was throwing my money away. I dropped my membership for good.

The HAI guy who called started by asking why I hadn’t come to HAI with the radio altimeter issue. After all, part of their member benefits was to be the voice of helicopter operators in Washington DC. Wrong question. I told him I wasn’t a member and then explained, in many, many words, why I’d quit. Then we talked a bit about the radio altimeter issue. He said he’d been working on it for a few days and he certainly did know a lot about it. He said that he wasn’t sure, but thought that HAI, which had been involved in the rulemaking comment process, had assumed it would only apply to medical helicopters. He said I shouldn’t get my hopes up but he and HAI were going to work on it. He wanted to stay in touch. Whatever. I gave him my email address.

When I hung up, I wondered why they were trying to close the barn door after the horse had already gotten out. After all, the FAA was not going to change the rule, especially after so many operators had already gone to such great expense to meet the requirement. HAI had dropped the ball for its small operators yet again. At least I hadn’t paid them to do it on my behalf.

The most recent response came just today and it prompted me to write this blog post. It was an email from a Facebook friend. I actually got two versions of it; I think this is the one he sent first which he apparently thought he lost:

Hey Maria
My name is Scott ##### and I took a $40 ride with you at the 2006 Goodyear Airshow out to PIR and back.
In 2007 I started flight training. We’re “friends” on Facebook and I always enjoy your posts and writings on your blog.
I just finished reading your article in Vertical magazine and couldn’t resist contacting you with my comments.
What a horrible situation for you. I’m severely confused as to why a Federal, as in a single national government agency, interprets the rules differently at each FSDO. It should be the same across the United States! How frustrating I’m sure this is for you.
This industry is tough enough as it is and for a single pilot, single aircraft operator, you’ve been extremely successful. Now this?
At least you got the temporary A160 but you shouldn’t have to have the radar altimeter installed at all! To me it’s very cut and dry: 135.160 does not apply to VFR aircraft weighing less than 2,950 pounds! Where’s the Misinterpretation?
I guess you can’t just cancel your installation appointment at Quantum in December, but hopefully you can get around paying for equipment you’ll never use.
Good luck to you Maria.

First, I have to say how gratifying it is to have been instrumental in a person deciding to learn how to fly helicopters. Wow. Just wow.

Second, it’s cut and dry to me, too! And most of the folks I spoke to that don’t happen to work at the FAA. And there’s nothing I’d like more than to cancel my December appointment with Quantum to get the radio altimeter installed.

But I wrote him a more informative response and I thought I’d share it here. It says a few things I couldn’t say in Vertical. (Or maybe they were in the 200 words that had to be left on the cutting room floor.)

Hi, Scott. Thanks for writing.

Unfortunately, every word of my Vertical piece is true. The FAA will NOT give me the waiver. They don’t care that my helicopter is small or VFR-only or or that the panel is full or that the rule was written in such a way to exclude R44s like mine. They do not operate logically. I worked with AOPA and an aviation attorney. I got my Congressman and one of my Senators involved. I had an email correspondence going with THREE men with the FAA in Washington who are responsible for making the rule. My lawyer spoke to people in Washington, too. They won’t budge. In fact, they told my lawyer that they’re going to rewrite the guidance so R44 helicopters can’t be excluded.

Problem is, medical helicopters crashed and people made noise at the FAA. The FAA needed a fix to turn down the heat. Radio altimeter makers promised a solution that would work and lobbied hard for it. They’re all over the comments for the regulation proposal. And since they have more time and money to throw at it, they won. The FAA bought into their Band Aid — or at least made us buy into it — whether it can help us or not. They didn’t seem to care that the real fix was better pilot training, less pressure on pilots to fly in IMC conditions, and a company culture that values safety over profits.

Understand this: the FAA doesn’t care about small operators or even pilots. They exist to regulate and ensure safety — or at least the illusion of safety. Your best chance of having a successful aviation career is to stay off their radar.

I pissed off a lot of people with my radio altimeter fight and I suspect they gave me the temporary waiver just to shut me up. I got a call from HAI the other day and they say they’re going to follow up. Too little, too late. But at least someone else will be making noise since I, like my fellow Part 135 Robinson owners, have given up.

I’m nearing the end of my career. I figure I have about 10 years left as a pilot. So I don’t mind throwing myself under the bus in an effort to seek fairness and logic. I don’t recommend you doing the same.

Unless HAI or someone else is successful in talking reason into the FAA on this matter, I’ll be plunking down $14,500 in December to have this useless instrument installed. And then I’ll pull the circuit breaker and let the panel stay dark so it doesn’t distract me from what’s outside the cockpit — which is where every VFR pilot should be looking.

And life will go on.

I’m fortunate in that even though it will take YEARS for me to earn that money back with Part 135 work, my cherry drying and frost work puts enough money in the bank to make the expenditure possible. Without that, I’d likely have to cease charter operations and possibly close up shop. I suspect others have found themselves in that situation. So much for government helping small businesses.

Thanks for your concern. Best wishes with your endeavors.


And that’s about all I have to say on the matter.

Another Waste of Taxpayer Money

I knew the FAA was slow, but this is ridiculous.

I’m terrible about opening my mail. I routinely fetch it from my mailbox (which is two miles from my home) and leave it on the dashboard of whatever vehicle I’m driving. Or toss it behind the seat. Or bring it inside, but leave it in my “inbox” pile. No matter where it enters my life, it sits there for a long time. Truth be told, there’s a six-month period in early 2014 when I just stuffed it all in a box and lost it in my garage. (I honestly think there’s a black hole in there.)

This time of year, when I’m actually expecting checks, I pay a little closer attention to what comes in the mail. That’s why I noticed the letter from the FAA and opened it within two weeks of receipt. (Heck, I knew the FAA wasn’t sending a check, so why rush?)

Inside was the letter dated 5/19/2017 that you can see below.

FAA Letter
So the FAA basically waited 17 years to give me an opportunity to opt out of releasing my address to the public.

It basically says that back on April 5, 2000 (not a typo), Congress and the President — Bush 43, I guess — enacted a law that required the FAA to make pilot addresses available to the public. Fortunately, I can opt-out of this invasion of my privacy by signing the letter and sending it back to the FAA.

But I have to hurry! Even though it took them 17 years to send me this letter, I only have 90 days to respond.

Can you believe this crap?

My first thought was what a waste of taxpayer money this is. Wikipedia reports that there were 590,039 certificated pilots in the United States as of 2015 year-end. That means the FAA had to print and mail 590,039 letters just like the one I got.

Maybe that’s why it took so long? Maybe they just got up to the Ls?

So the FAA has blown through 1181 reams of paper and a similar number of boxes of envelopes. Even if they got bulk rate on mailing all those envelopes, they’ve still spent well over $100,000 on postage. Somebody had to handle the mailing — even if a machine stuffed the envelopes, someone still had to tend to that machine and get them to the post office. How many trips to the Post Office is that? Do they have trucks standing by for mass mailings like this?

So how much money have they pissed away on this so far? A quarter million? More?

And then there’s the processing. I’m not going to the website. I’m going to sign the letter and mail it back. There’s got to be some poor slob in Oklahoma City who’s sitting at a desk just waiting for envelopes with signed letters to come in. He or she has to look up each one in the system and toggle a check box to say we want our addresses kept private. And then what? Do they actually file all that paper? Stick it in filing cabinets? How many filing cabinets do they have? How many rooms does that fill? Do they have buildings filled with filing cabinets of paper?


And for what? What gives Congress and the President the right to decide that the public is entitled to the addresses of certificated pilots? What is the benefit of such a rule? Why would they even do this?

And who the hell wouldn’t opt out?

This is stupid from start to end. it’s wallpapered with stupid.

But that’s our tax dollars at work. Imagine how many educational programs the cost of this mailing would have funded. How many Meals on Wheels dinners. How many airport improvements, for Pete’s sake.

Why are the people in Washington so damn stupid with our money?

So You Want to Be a Helicopter Pilot, Part 11: Don’t Bite the Hand that Feeds You

The helicopter pilot community is very small.

[Note: It’s been a little more than two years since I wrote the previous post in this series. But this one is important and I hope readers learn from it.]

As you make your way up the ladder in your flying career, you may be fortunate enough to be taken under another pilot’s wing (so to speak) for additional training or assistance. Or maybe someone has given you the opportunity to get some valuable experience for free or a really low cost. The people who give you the benefit of their knowledge and experience or offer you opportunities that’ll help you move forward are the people you should remember and value throughout your career. In many instances, they can make the difference between success or failure or can help you understand the direction you want to take to have the most fulfilling career.

The other day I was reminded that not everyone understands the value of opportunities and the people that make them possible. I thought I’d tell the story of what happened to some friends of mine to teach a valuable lesson.

The Opportunity

As some of the low-time pilots who read this blog might know, I occasionally make long cross-country flights to reposition my helicopter for seasonal work. In most cases, I am not compensated for this flight time so I’m eager to have someone on board willing to share the cost. Although I prefer non-pilot passengers — I actually like to fly — I’m not opposed to taking low-time pilots interested in building R44 stick time. I make this time available at about half of what they might pay a flight school. It’s a good deal for both of us: they get cheap flight time in an R44 and I get part of my repositioning costs covered.

I find pilots interested in making these flights through the use of a mailing list. Pilots sign up and I periodically send out offer information. It’s a small list and I don’t spam it. They might get one or two opportunities a year. List members can opt out at any time. (If you’re interested in getting on this list, read about it here.)

I’d been doing quite a few long flights with friends or solo so I hadn’t posted anything for a while. I was going to post a trip from Sacramento to Wenatchee back in April but I wound up doing it with a friend. But when some flight school owner friends of mine were looking for someone to help them cover the cost of getting their R44 instrument ship from Mesa, AZ to Wenatchee, WA in early June, I offered to put out a notice on my list, referring interested pilots to call them. They offered a lot more value than I ever could; with a CFII on board, it could be a training flight, an R44 endorsement flight, or even an instrument training flight.

It seemed to work. Only three hours after sending out the offer, my friends were contacted by a pilot who was not only interested in doing the flight, but also interested in some instrument training before and after it. My flight school friends were thrilled and said they owed me a favor for helping them out. I was just glad to have helped them and whoever was taking advantage of the offer.

I didn’t know the person who had signed up for this opportunity. All I knew was that it was a woman. I didn’t personally know any of the pilots on my list.

Time went by. Coincidentally, on Thursday, the day before the flight, I happened to be chatting with another pilot friend of mine from Los Angeles who had come up to Washington to pick up a piece of equipment he bought from me. One of his pilots, who had come along for the ride, would be working with me on a cherry drying contract later in the month. We talked about the cost of repositioning helicopters and how we often let low-time pilots fly for a discount. Somehow or another the conversation got around to bad experiences and my friend mentioned a woman pilot who had “flaked out” on him a few times, saying she’d do a flight but then calling with crazy excuses right before the scheduled flight time and not showing up. He said that although he had actually flown with her a few times, she’d also stood up one of his other pilot friends. I asked for her name and he told me. I texted it to my flight school friend’s CFII, who would be flying to Washington. It was the same woman.

I started to get a bad feeling.

Screwed Over, in Slow Motion

At this point, you can probably guess what happened next. The short version is, she didn’t show up for the flight. But there is a long version, too, and it’s worth telling because it makes the situation even worse.

On Thursday evening, the night she was supposed to arrive in Phoenix, she texted to say that she was at the airport but she had screwed up on the flight date and was a day early for the flight.

Okay, my friends thought. Things happen.

She promised to be on a flight Friday morning — the morning they were supposed to leave. Keep in mind that although the Mesa to Wenatchee flight can be done in one day — I’ve done it twice with a second pilot — you need an early start to make it. The flight time is 9-11 hours, depending on wind and fuel stops. That’s a long day at the stick for one pilot but very doable for two,especially on a June day that seems to last forever. But not if you can’t get off the ground until afternoon. Her flight was supposed to get into Phoenix at 11 AM.

The CFII texted me that she’d been delayed and would arrive the next morning. They’d probably arrive late Saturday in Wenatchee. I mentioned what my LA friend had told me about the pilot.

She didn’t arrive at 11 AM Friday. On Friday afternoon, she texted to tell them she’d be arriving on an 11 PM flight. That pushed back the departure date to Saturday.

On Saturday morning, when she didn’t arrive, my friends contacted her again. She told them a story about the bank freezing her account and not being able to pay for her plane ticket. But she could get on a flight later in the day. Would they wait for her?

By this time, they could see the writing on the wall. The answer was no. Even if she did show up, they wouldn’t let her get on the helicopter.

At about this time, I got a text from my flight school owner friends:

Text from Tiff

(Yes, this text came from a woman.)

I called them. She was seething. Her husband, who was also on the phone, was just annoyed. I got the story I recounted above.

In an effort to make them feel better, I told them about the guy who’d backed out of one of my flights two days before the departure date. I obviously hadn’t been able to fill his spot for the 12-hour flight on such short notice. “So you see,” I told them, “I’ve been screwed over, too. But you got screwed over in slow motion.”

An hour later, the helicopter was in the air, northbound, with the CFII who’d been scheduled to come along with another of the school’s employees. (At least he’d get a chance to build some time.) It would arrive in Wenatchee around 5 PM Sunday evening.

The Fallout

There’s a lot of fallout from this pilot jerking around my friends over the course of three days last week.

First, this pilot has been removed from my list. She’ll never get any notifications from me again, period. I’m not going to set myself up as the victim for another flake out performance.

Second, the word is out about this pilot. My LA friend and his friend already knew about her and will never work with her again. Now my friends and I know about her, too. If she ever approaches any of us for work or anything else, if she’s lucky we’ll just say no and send her on her way. If anyone asks any of us about her — for example, a potential employer or someone else looking to fill a seat with a paying pilot — we’ll be sure to tell this story. And, as word spreads, she’ll find that it’s more and more difficult to get opportunities of any kind — including job opportunities — as a helicopter pilot. There may not be a formal blacklist, but the informal graylist exists and is very effective. I alluded to this in the previous post of this series, which was about networking.

Third, my friends’ helicopter arrived in Wenatchee a day later than it was supposed to. Although that didn’t turn out to be a problem in the grand scheme of things, it did cause minor issues with various reservations that had to be changed.

Fourth, my friends were unable to get any revenue at all for the flight. That added significantly to the cost of the job they have to do in Wenatchee, thus cutting deeply into their bottom line.

Fifth, I will now require a non-refundable deposit for any time-building flights in my helicopter. I did this for a while after I was screwed over by an inconsiderate pilot years ago, but dropped the requirement when all subsequent pilots honored their part of the deal. Now it goes into full force again. I refuse to let someone break a promise to me that’ll cost me hundreds, if not thousands, of dollars.

Yes, it’s another example of one person ruining it for the rest of us.

What’s Even Worse

What pisses me off to no end about this is that the pilot who screwed over my friends is a woman. And if there’s one thing female pilots don’t need is other female pilots who “flake out” and otherwise act irresponsibly.

Female pilots are already under a microscope. We’re already dealing with sexist crap from various employers or coworkers or clients. They treat us differently because they see us differently. And that doesn’t help any of us

Other responsible female pilots — including me! — work hard to prove that we’re just as good as the men in our jobs. And then a dimwit like this comes along and flakes out with a proven pattern of unreliable behavior and bullshit excuses. She makes all of us look bad. She brings all of us down a notch. She makes it just a little bit harder for the rest of us to be taken seriously.

Maybe that’s why my friend’s text was so angry. Maybe she saw as well as I did how this dingbat made the rest of us look in this male dominated industry.

The Takeaway

Once again, I’ve managed to tell a long story to make a point. Did the point get lost somewhere? Sometimes it does.

The point is this: when someone in the industry is doing you a favor, treat them with the respect they deserve. If you cross them, remember that the helicopter pilot community is very small and word travels very fast.