Builder Operator Certification: Fill & Download for Free

You can go for Heavy Equipment Operator Certificate Program.The Heavy Equipment Operator Certificate Program includes the Road Builder & Heavy Construction Foundation (4 weeks), the Heavy Equipment Operator Technician (5 weeks), and Machine Operator Training (1-8 weeks, machine dependent) for a total of 10 to 17 weeks of instruction. Students will be granted a Foundation and Technician Certificate as well as a machine(s) specialty certificate(s). Graduates will gain knowledge and skills in both a classroom and hands-on setting that will help them to be successful as they continue within the industry. They will also participate in a four week work experience segment gaining meaningful industry experience.

Installing it is the easy part. Getting it past the FAA would be a nightmare.In the U.S., pretty much everything that goes on an aircraft has to be tested and certified—it’s the process that adds the extra zero to the cost any aircraft part, even if it’s identical to one you’d use on a car.Adding equipment to an aircraft that isn’t already certified would require a visit to (or from) a field standards district office (FSDO) and a stack of paperwork that would fill a hangar to bursting. If you wanted to do the world a favor, you could get bike racks listed as a Supplemental Type Certificate (STC)—basically, an approved mod that can be done to any 172. Otherwise, you’d need to file a form 337 to modify a single specified aircraft, and prove that the modification was safe and done properly.. . . good luck with that!Your best bet for doing this would be one of these options:Move to Alaska. People do things with aircraft there that would give anyone else a heart attack.Move to New Zealand, where the above photo was taken. (Photo: Adventure Flights Golden Bay)Get a plane that already comes with bike racks as a standard option: Murphy Radical Adds Bike RacksGet your aircraft de-certified to “Experimental.” Don’t do this lightly—it’s no easy task to get it re-certified. This lets you do a lot of what you want to your own aircraft. It’s how most home-builders operate. Catch: you won’t be able to use the aircraft commercially.Get an aircraft that’s already certified Experimental for purposes of research and development.In the U.S., your chances of taking a standard Cessna 172 and legally adding bike racks are pretty slim.Addendum: Andrew McGregor , in the comments, adds this intriguing bit of information:Actually… the US is an ICAO signatory state, and the New Zealand Cessna above with the bike racks (which is a taildragger and therefore not a 172) certainly has an NZ STC. NZ is also an ICAO signatory state, so you can very likely get the NZ STC recognised for a US-registered airplane without too much hassle; way less paperwork than you might expect. But… you’re going to have to find the engineers that did the conversion in NZ and get them to make you another one. I’m sure they’d be glad to do it, and won’t cost that much, NZ aviation engineers being pretty cheap by comparison to the US. Someone stateside can do the installation, you don’t have to fly people from NZ or the plane over there.

The DGCA has an entire rule booklet concerning experimental, and- as your case- amateur aircraft.http://dgca.nic.in/ftppub/D2F-F18.htmlFrom DGCA itself:Development of experimental/amateur built light aircraft in   India, is an activity which needs to be encouraged. In most   developed countries, many new ideas and concepts originate   with small aircraft which are often built by the non-  professional designer and/or the flyer. This activity can   easily be destroyed by over regulation. At the same time   certifying authority like the DGCA cannot allow complete   freedom to individuals or groups to jeopardize the safety   and well-being of the community. Hence the basic philosophy   in certification of an aircraft in the Experimental category   needs to be recognized and responsibilities must be clearly   delineated.  i) The responsibility for the airworthiness of the   aircraft rests solely with the builder/operator/owner.   ii) The requirements for certification should not be   restrictive. Apart from ensuring that reasonably good   engineering practices have been followed by the   designer and fabricator, he will also be responsible   for the safety of the aircraft.   iii) It must be ensured that any person flying in an   experimental/amateur-built aircraft must be fully aware    of the risks involved.   iv) Restriction should be placed on the operation of the   aircraft, at least initially, to safeguard that the   aircraft can be flown safely. Broad Classification:   Aircraft certified in the experimental or amateur category,   fall under two broad classifications as indicated below:-   a) Aircraft built for development or research.    b) Aircraft built purely for sport, education or   recreation.    Prototype light aircraft would fall under the first   category. Aircraft fabricated for special research goals can   also come under this category. Amateur-built aircraft which   are built from plans or kits, or individually designed   usually for sport or hobby flying, fall under the second   category.  In your case, we can safely say we are looking at Point (b).Some other rules are:5. Design and Construction     5.1 The construction of an experimental/amateur built aircraft   is entirely the responsibility of the builder. However, the   design of each aircraft must be given separate and undivided   evaluation. It is recommended that counsel from design   engineers may be sought on structural and flight   characteristics of the aircraft.  5.2 Materials tested for their strength and quality may only be   used in the construction of an experimental/ amateur-built   aircraft, but established aircraft materials are   recommended. Any deviation from laid down standards and   practices should be adequately substantiated by engineering   analysis and/or actual testing.   5.3 It is strongly recommended that in the process of building   an aircraft of original design the amateur-builders use the   expertise and knowledge of a qualified/experienced   individual such as aeronautical ( design ) engineer to   confirm design and construction techniques.  5.4 Any choice of good quality engines, propellers, wheels and   other components and any choice of good quality materials   may be used in the construction of an amateur-built   experimental aircraft  5.5 The design of the aircraft should avoid, or provide for   padding on sharp corners or edges, protrusions, knobs and   similar objects which may cause injury to the pilot or   passengers in the event of an accident.  5.6 An engine installation should be such that adequate fuel   is supplied to the engine in all anticipated flight   attitudes. A suitable means consistent with the size and   complexity of the aircraft should be provided to reduce fire   hazard wherever possible including a firewall between the   engine compartment and the fuselage. When applicable, a   system providing for carburetor heat should also be   provided.  And the main thing we are concerned with; certification and airworthiness :6.Registration of Experimental /Amateur built Aircraft:-  6.1 (a) All experimental/amateur-built aircraft in India shall   be registered in the National Aircraft Register in   accordance with the Indian Aircraft Rules and Civil   Airworthiness Requirement Series 'F' Part I.   (b) Upon receiving application on form CA-28 (Appendix `A')   an experimental/amateur-built aircraft will be   registered in the name of the applicant.   (c) The application should be made on the prescribed   performa and should include the prescribed registration   fee as per Rule 35 (Rs. 100 in IPO/Bank Draft).   (d) The owner of an amateur-built aircraft must describe   the aircraft by class (airplane, rotorcraft, glider, or   balloon). Serial number, type of engines installed (and   make, model, and serial number of each engine   installed) and must state whether the aircraft is built   for land and/or water operations.   (e) Also the owner must submit the drawings and designs of   the aircraft alongwith the application.   (f) If the aircraft is built from a kit, the builder must    submit a statement to this effect and state name   and address of the manufacturer of the kit.  6.2 (a) The Certificate of Registration, when issued by the   DGCA, shall include information on nationality,   registration markings, usual station of the aircraft   and the number and date of registration.   (b) The registration marking etc., will consist of number   allotted on C of R to be painted in accordance with CAR   Series 'X' Part I.   (c) Every experimental/amateur-built aircraft should be   identified by means of a fireproof stainless steel   identification plate showing the registration markings,   constructor's name, model designation of aircraft,   serial number and the name and address of the owner.   Such plate should be affixed at a convenient place on   the structure to permit readability when the aircraft   is stationary.   (d) Upon issuance of Certificate of Registration and prior   to carrying out of test flight, the owner must obtain   Aeromobile Station licence for the radio equipment   installed on aircraft from Ministry of Communication.   For this purpose he should apply to DGCA on prescribed   form alongwith fees, the details of which are spelt   out in CAR Series 'R' Part II. Further the person   operating the radio equipment should possess a current   and valid Radio Telephone Restricted (Aero)   Certificate.  Next up is a list of components you need, but you need not pay attention to it if your plane is not powered.If your vehicle is something like a Balsa airplane, The rules will be much relaxed, but I think if it is beyond a certain size and goes above a certain altitude, you will still need some form of DGCA certification.I would advise you to read the entire document, as it is quite long- 19 pages. But is is quite clear and understandable. What you need to be clear is on that -what is the classification of your aircraft, and how high can it go.