EXP documents

[Anymouse]

Q1
Let's say an exp is for sale and the seller cannot come up with an OpsLim.
Can it be reproduced or replaced (does the FAA have them on file)?
If not, what is the recourse?

Q2
What about an exp that is for sale, and the test flights have not been completed.

A1: The FAA should have a copy you can get. It will probably be included with all the other paperwork you can get from them on CD.

A2: You continue the Phase I. If you can't, or don't want to do that in the area that's provided in the oplims, you can see if the FAA will allow you to transport it someplace that's a bit more convenient to you.

 

[Ravioli]

Q1: If the seller cannot come up with them, run, since it is the same as not having the AWC.

Q2: you can buy an EXP that is in Phase I, subject to completing the phase I in the test are specified.

I suppose if you trailer the plane home and get fresh OpLims you could fly off the rest of Phase I, but that's probably much more effort than a flycation to finish it off where it sits.

 

[Tom-D]

I'll ask, is the letter of limitations included in the aircraft history files at OKC.

the bill of sale is, but what other stuff goes into the history files of an EXP aircraft?

 

[Let'sgoflying!]

So I am thinking now that neither are a deal-killer. Not even a huge concern. Thanks.

 

[SkyDog58]

I'll ask, is the letter of limitations included in the aircraft history files at OKC.

the bill of sale is, but what other stuff goes into the history files of an EXP aircraft?

Just look at Appendix B of 8130.2J for what the FSDO is supposed to send in to OKC.

 

[Ravioli]

So I am thinking now that neither are a deal-killer. Not even a huge concern. Thanks.

How you planning to test fly an airplane without proper documentation? It's a pretty good sized deal.

 

[Let'sgoflying!]

How you planning to test fly an airplane without proper documentation? It's a pretty good sized deal.

Was it not just said that the missing OpsLim can be obtained? And that if the flight testing is not completed, it can be?

 

[Stewartb]

You know the FAA has ACs with info to answer your questions, right? Much of what you hear on the internet is incorrect. Go to the source.

 

[SkyDog58]

Here's a Thatcher CX-4 for sale. Read the ad and tell me if you see anything odd. This is what can happen in the experimental amateur built world.

 

[Isosceles]

I'll ask, is the letter of limitations included in the aircraft history files at OKC.

I've looked through the FAA CDs of 2 or 3 EABs and all of them contained images of the op-limitations letters. both phase 1 and phase 2

 

[Ravioli]

Was it not just said that the missing OpsLim can be obtained? And that if the flight testing is not completed, it can be?

It was just said that the OpLims are an included part of the AWC. So the plane cannot be flown without them.

Also, if it is in Phase I there can be only one occupant.

You gonna buy something without even a test flight?

 

[Tom-D]

I've looked through the FAA CDs of 2 or 3 EABs and all of them contained images of the op-limitations letters. both phase 1 and phase 2

Well then, why worry about getting a copy? just time.

 

[Let'sgoflying!]

Here ya go.

Thanks a bunch, Todd.
Do I read it right; 40hrs phase I then 5hrs phase II, then you are freed of all flight limitations?

 

[nauga]

Thanks a bunch, Todd.
Do I read it right; 40hrs phase I then 5hrs phase II, then you are freed of all flight limitations?

Not quite. 40 hours (or whatever you are assigned) minimum for phase I, then you are bound by phase II for the life of the airplane (or certificate, to split hairs). If you make a major change to the airplane while under part II you have a minimum requirement of 5 hours in a defined test area before reverting back to phase II limits.

Nauga,
phased

 

[SkyDog58]

Thanks a bunch, Todd.
Do I read it right; 40hrs phase I then 5hrs phase II, then you are freed of all flight limitations?

The 5 hours mentioned in the Phase II limitations are only if you make a major change after completing Phase I that requires further testing. You then basically reenter Phase I for those 5 hours (more if FSDO says to) to properly evaluate how the aircraft performs after the major change. This requires a test area just as in the initial Phase I. It could be the exact same test area used in Phase I or a completely different one, however the FSDO must buy off on it. But basically, if there are no major changes to the aircraft after Phase I is complete, you are free of Phase I limitations but still bound to observe any other limitation listed in the oplims.