1. How are RVSM, MEL and International Operations payments handled?
Usually by credit card, but this can also be by check, wire transfer (especially Middle East customers) or other means. If not using a credit card it is best to give us a call at 303-925-1491 to see what works best for you.
Credit card payments are made at the checkout for the entire amount and will process on your card within days. However, if you have not returned the worksheets within two weeks we will charge back the amount to your card and you will need to start over. If you expect a delay let us know so you have less card card hassles.
2. What about payments on larger actions, such as a Part 125 or 135 certification?
On larger certification jobs we collect 75% up front and the balance is due when the manuals are ready to go to the aviation authority. We cannot wait until the end of the certification as we do not know when that might be.
3. Is the work guaranteed to be approved?
Yes, but lets be sure you understand that these manuals, regardless of how many in the same FSDO, may come back once or more for changes, even as we have many already approved in that office. So you must work with us on inspector requested changes. Sometimes this takes days, weeks, or in the case of certifications, months of changes.
Unfortunately, sometimes the delays are caused by the FAA having dislike for the operator from some past events. It should not be like that, but it happens, so if you have some "history" with the FAA, let us know so we can work around it.
4. Is there more help available or more details?
Yes, on the left side bar of our store pages is a "Questions" that links to a huge help site we maintain that has hundreds and hundreds of issues. Maybe more than you need, but it is worth the time to browse there for more details and expert help.
5. Can we get the final software?
In PDF format and in some cases we do, especially in certifications, allow for you to edit the software, make changes and even make your own local prints, but you must understand that with decades of development work on this intellectual property that migrating it to others to resell would not allow us to remain in business. Unfortunately we have had a number of cases of our intellectual property going out of the office and twice this was by former employees.
So, we can migrate out the software so you can edit, change, make your own updates, but not save locally and then just have us do prints. That works for all of us. Mostly we use either our SharePoint servers, if you know what that is, or we use Microsoft Word's Information Rights Management (IRM) process to get you to the editing point with the least of hassles.
6. If we come to Denver, where can we meet?
If you come to SE Denver, then we can meet at the Jet Center at Centennial Airport (KAPA) or we can meet at Jefferson County airport if you arrive in the northwest of the city.
7. Will GLN come onsite?
Generally we only go onsite for Part 125 certification work and that is before we agree to do the job. We need to meet the people, check out the operation and be sure everyone is on board.
8. Why is a Part 135 using a Challenger easier than using a twin Cessna?
The bigger the aircraft the more likely we are to get more experienced FAA inspectors that know what is going on. Our most troubling certifications deal with smaller piston aircraft and thus fairly new inspectors that may have some lingering personal perspectives, while the more experienced inspectors will allow the operator to stay on track with the FARs and FAA handbook issues.
