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12-19-2017, 08:16 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 8,689
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Quote:
Originally Posted by cdeerinck
The easiest solution is to just keep your required documents in a zip-loc bag, and keep that in a pocket in the plane. It protects them and leaves them easily accessible for inspection. Airworthiness, registration, and any not often used cheat sheets for avionics are in mine.
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Well, strictly speaking, I think the A/W certificate is supposed to be visible. |
12-19-2017, 08:40 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 10,087
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Quote:
Originally Posted by BobTurner
Well, strictly speaking, I think the A/W certificate is supposed to be visible.
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Correct
That one document must be viewable at the entrance of the aircraft. The rest can be tucked away somewhere safe.
__________________
Opinions, information, and comments, are my own unless stated otherwise.
You are personally responsible for determining the suitability of any tips,
ideas, etc. obtained from any post I have made in this forum.
Scott McDaniels
Hubbard, Oregon
Formerly of Van's Aircraft Engineering Prototype Shop
FAA/DAR, EAA Technical Councelor
RV-6A (aka "Junkyard Special ")
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12-19-2017, 08:43 PM
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Join Date: Apr 2012
Location: West Fargo, ND
Posts: 1,076
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Quote:
Originally Posted by Mel
Yep! Just follow you operating limitations. You must place the aircraft back into phase I for testing if the replacement is not the same make and model as the one removed.
And submit a new 8130-6 to FAA if changing of a fixed pitch from or to a controllable propeller.
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8130-6.... would that apply to going from a Ground adjustable whirlwind to a Catto?
__________________
Derek Hoeschen
EAA Tech Counselor
RV-9A #92103 - N803DK
G3X, Superior XO-320, Dual Pmags, Catto 3B
www.mykitlog.com/dbro172/
1974 Bellanca Super Viking - N16AW - Flying
RV-8 #83565 - N184DK - building
1968 Mooney M20C - N6801N - Sold
1956 C-182 - N744W - Sold
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12-20-2017, 06:28 AM
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Join Date: Oct 2005
Location: 08A
Posts: 11,229
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Quote:
Originally Posted by Mel
Yep! Just follow you operating limitations. You must place the aircraft back into phase I for testing if the replacement is not the same make and model as the one removed.
And submit a new 8130-6 to FAA if changing of a fixed pitch from or to a controllable propeller.
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Wee detail (of which I'm sure Mel is aware); Many of the older operating limitations out there (like those issued in the 90's for example) included a requirement to inform the FAA and receive a response prior to resuming flight after a "major change". Most assumed it meant a letter to your local FSDO (and a wait for a written response), but there was confusion/variation all around. The provision was removed from later wording, but if it is in yours, well, as Mel said....just follow your operating limitations.
__________________
Dan Horton
RV-8 SS
Barrett IO-390
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12-20-2017, 07:36 AM
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Join Date: Mar 2005
Location: Dallas area
Posts: 11,643
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Exactly....
Quote:
Originally Posted by DanH
Wee detail (of which I'm sure Mel is aware); Many of the older operating limitations out there (like those issued in the 90's for example) included a requirement to inform the FAA and receive a response prior to resuming flight after a "major change". Most assumed it meant a letter to your local FSDO (and a wait for a written response), but there was confusion/variation all around. The provision was removed from later wording, but if it is in yours, well, as Mel said....just follow your operating limitations.
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As Dan says, op lims have changed over time. Regardless of when yours were issued, they are the controlling document. If you prefer a later version, then you must have yours amended. Until that time, you are bound to the op lims issued to your aircraft.
Is that confusing enough?
__________________
Mel Asberry, DAR since the last century. Over 1,000 certifications accomplished. Discount for Veterans, Law Enforcement, Fire Fighters.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1, Lifetime EAA.
Recipient of EAA Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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12-20-2017, 07:54 AM
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Join Date: Nov 2016
Location: Navarre, FL
Posts: 385
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My original ops limits didn?t provide the ability to fly IFR. Called up the FSDO, sent in the paperwork and had new docs in 2 weeks. Painless process for anyone else interested in updating theirs.
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Shane
RV-6 IO-360 Angle valve, G3X touch
Murphy Moose M14P flying
Aero Engineer, A&P
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12-20-2017, 09:07 AM
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Join Date: Mar 2005
Location: Dallas area
Posts: 11,643
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Quote:
Originally Posted by Dbro172
8130-6.... would that apply to going from a Ground adjustable whirlwind to a Catto?
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No! Ground adjustable and fixed pitch are regarded as the same in this instance.
Only when changing to or from an in-flight controllable propeller do you need to submit a new 8130-6.
__________________
Mel Asberry, DAR since the last century. Over 1,000 certifications accomplished. Discount for Veterans, Law Enforcement, Fire Fighters.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1, Lifetime EAA.
Recipient of EAA Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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04-21-2022, 06:39 PM
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Join Date: Feb 2021
Location: Northern Virginia
Posts: 28
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What changed?
Quote:
Originally Posted by Timberwolf
My original ops limits didn?t provide the ability to fly IFR. Called up the FSDO, sent in the paperwork and had new docs in 2 weeks. Painless process for anyone else interested in updating theirs.
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Did you add any equipment to make it IFR capable and then wanted the ops limits changed or was it always IFR capable but just limited on the paperwork? |
04-21-2022, 07:09 PM
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Join Date: Aug 2020
Location: central Minnesota
Posts: 1,475
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50+ years...never been ramp checked, although I did have a buddy several years ago who was an FAA safety inspector.
Do those guys have to provide credentials? I'd be pretty reluctant to let someone go through my paperwork unless I was certain of their bona fides....
__________________
RV-9A, 2011, bought flying
IO-320D1A (factory new), C/S
Dual Pmags
IFR equipped
AFS 5400/3500, G5, IFD440 navigator,
bunch of other stuff
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04-21-2022, 07:13 PM
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Join Date: Mar 2005
Location: Dallas area
Posts: 11,643
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Quote:
Originally Posted by MacCool
50+ years...never been ramp checked, although I did have a buddy several years ago who was an FAA safety inspector.
Do those guys have to provide credentials? I'd be pretty reluctant to let someone go through my paperwork unless I was certain of their bona fides....
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Yes They DO!
Only time I've been ramp checked is when I was flying under a waiver at an airshow.
__________________
Mel Asberry, DAR since the last century. Over 1,000 certifications accomplished. Discount for Veterans, Law Enforcement, Fire Fighters.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1, Lifetime EAA.
Recipient of EAA Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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