Yeah - what he said!

When I went to the FSDO to get the local area restriction removed from my
Experimental Glasflugel Mosquito (back in the 80s), the young guy said,
"No!". The older guy pulled out the SSA glider directory, looked up the
Mosquito, and removed all restrictions.

So, if you really don't want to pay for three flights and an hour of review,
write another letter to a different FSDO. You might get the reply you're
looking for. Then again, you might not.

Same story with removing the center-line restriction from my license. When
I checked out in the Rockwell Sabreliner in St. Louis, MO, it was considered
a center line thrust airplane. When I returned to my duty station in
Florida, it was not. The local FSDO removed the restriction.


wrote in message
...
On Wednesday, September 11, 2013 12:56:38 PM UTC-5, C-FFKQ (42) wrote:
I'm a Canadian glider pilot and hold a reciprocal FAA PGL based on keeping
my Cdn licence in good standing.



Every Spring, we complete a flight review for insurance purposes and
currency, and the instructor puts a stamp in our logbooks that we have
performed to appropriate standards.



So, does this take the place of needing a BFR? If I go to the U.S. and
fly a N- aircraft, would I have to go through the time and expense of the
BFR?



Since my FAA PGL is based on my valid, reviewed and current TC GPL, I
would think my annual approval to be sufficient.



Anyone know the FARs well enough to inform me?



Thanks.

Just a side note to this discussion; Everyone should be aware that the
phrase "the FAA" does not precisely exist at the local level. The FAA is not
a single entity with a homogeneous interpretation of all FAR's. It is made
up of sometimes partly informed individuals and there can be many
interpretations from various Operations and Maintenance inspectors. Whomever
gets the call or has a question land on their desk answers it to the best of
their ability and is married to that opinion and that issue until it's
finally put to bed, sometimes years later. Even the most prudent inspector
who bounces the question around the office and gets a consensus may be
wrong. The final and correct answer is written by FAA Legal, who may
contradict individual inspectors and individual FSDO's. I've had one glider
related question reversed in my favor by FAA Legal when two FSDO's gave an
FAR interpretation that seemed incorrect to me. This was as simple as
writing a letter and asking for a clarification.
Most interpretations are sensibly resolved by a FSDO. But if you must,
you can go higher up the chain with occasional surprising results.
Chad Wille