The DAR list is here and I see him on there, in France this time. Lloyd Nelson. If he doesn't respond then drop me an email as I may have more recent contact details.
Pilot_DAR wrote: 600 meter runway length has been fine for me in a C310, C337, Islander, and Twin Otter. but I defer, to Pilot Dar – but I suspect a very experienced pilot, I wonder if you feel Pilot Dar this is on the margin for most?
hypoxiacub wrote: I really would prefer the N register, but getting a DAR to even call back or reply to an email has proven to be a futile exercise I have used a good DAR in the last 2 years, I am sure he would work with you.
What does an Export CofA involve? Going from N-reg, who do you need? Do you need a DAR? You won’t find one under a few k these days. STCs are not a problem; the Export CofA certifies the aircraft as ICAO compliant. More here and here. The accepting CAA can object to what it likes, however.
My next step will be to phone up some folks in the US to make sure that a DAR in the US can sign off on an airplane anywhere, A USA based DAR is not going to pencil whip an import onto the N register. @Bosco is right there are a couple of DARs in Germany who may be able to do it, suggest you speak to his club. A DAR on a European bus person’s holiday sounds potentially a recipe for...
I really don’t think most DARs would deny an airworthiness certificate for this DAR scope is much more basic and they don’t delve into anything at this level. Their inspection is more on the level of making sure nuts are lock wired and so on, plus completing paperwork to define operating limitations and test program. A DAR will be aware of this issue, as will the builder, and that engineering...
DAR has already stated mine - there is no such thing as stall speed. Stall angle, yes, and for a given wing configuration it never varies. But that same wing will stall at all sorts of speeds!
Pilot DAR, your pictures and descriptions pretty much make me want to move there. Does anyone have a link with details for licence conversion when visiting Canada with a European license?
I really like the fact that there are EuroGA regulars with such diverse skills. Water operations are rather rare in England, so to hear the snippets from people like Pilot DAR operating in Canada is interesting.
So that expired-N-reg Experimental plane could be basically worthless (depending on required corrective actions)? However, what would be the DAR’s terms of reference for an Experimental ?
Pilot DAR: Is that the 182 on floats? I have seen videos but couldn’t find any further info on line. Do you have any links to its design, certification?