FAA Operating Limitations

On Jan 26, 3:16*pm, jcarlyle wrote:
You'd lose that bet, Tony - I'm another glider guy who called his FSDO
asking them to give him new operating limits. My op limits were dated
June 2002, and specified a home base airport. Had I stuck with these
op limits, I would have had a 3,000 mile (one way) drive to fly my
glider for proficiency!

Surprisingly, the new op limits are more permissive than the old op
limits. If I wanted, I could install appropriate instruments and fly
IFR now, whereas the old limits were for VFR flight only. I am also
now allowed to carry passengers, as long as it's not for hire. Neither
are of interest (or practical, for that matter), but it just goes to
show that new op limits are not always bad.

-John



Tony wrote:
true in most cases, especially with non amatuer built gliders that
require a program letter and stuff. however on my experimental-amatuer
built Cherokee II I was actually able to gain more flexibilty in terms
of required instrumentation by getting new operating limitations
issued last spring. *everything else was the same except the very
friendly folks at the Wichita FSDO issued them using the standard
wording that all experimental amatuer built aircraft should get, that
is there are no instrument requirements as long as you are flying Day
VFR. *The last guy had given it operating limitations which restrained
it to the 91.209 (I think) AIRPLANE instrument requirements.

But based on what I've seen on RAS and what I've heard I bet I'm about
the only glider guy in the country who has called the FSDO asking them
to give me new operating limitations.- Hide quoted text -

- Show quoted text -

was that 'home base' for any flight or just Phase I flight testing?

Both Phase I flight testing and all subsequent proficiency flights had
to be within 300 nm of the home base airport. You could fly without
geographic restriction at specific events, provided you identified
where and when in the annual program letter or in a fax to the FSDO.

-John

Tony wrote:
was that 'home base' for any flight or just Phase I flight testing?

A lot of the Ops Limits issued since that magical date that required annual
program letters also had geographical limitations.
So if you bought such a glider and moved it across the country, a new Ops
Limitation letter would be requried.
BT

"jcarlyle" wrote in message
...
Both Phase I flight testing and all subsequent proficiency flights had
to be within 300 nm of the home base airport. You could fly without
geographic restriction at specific events, provided you identified
where and when in the annual program letter or in a fax to the FSDO.

-John

Tony wrote:
was that 'home base' for any flight or just Phase I flight testing?

Ray,

My Operating Limitations were also published in 1980. It has no
reference at all to weight or speed limits. Although it does say "this
aircraft shall not be operated for glider towing or parachute jumping
operations". I don't mind giving up the parachute jumping part. )


Dave


On Jan 26, 7:35*am, rlovinggood wrote:
My glider has an old Experimental Operating Limitations letter from
the FAA, dated 16 APR 1980. *Among other things, it states:

"No person may exceed the designer's or builder's recommended limits
as follows: *Maximum gross weight 1,100 lbs..."

Eleven Hundred Pounds? *Where did that come from??? *My aircraft
manual states the maximum weight of 752 lbs for my LS1-d. *NOT ELEVEN
HUNDRED POUNDS!

The Operating Limitations continue,
"...And maximum airspeed in smooth air 121 knots..."

Back to the aircraft manual, the limit is 130 knots.

Why would the FAA, back in 1980, have different limits than the
manufacturer? *How could they come up with a weight that is almost 1.5
times greater than what LS said? *At 752 lbs, my wing loading (using
9.75 sq meters = 104.95 sq. ft) is 7.2 lbs/sq.ft. and at 1,100 lbs,
the loading is 10.5 lbs/sq. ft.

Don't worry, I don't fly with water and I'm not going over 752 lbs.
Just wondering if anyone might know where the FAA found their numbers.

Thanks,
Ray Lovinggood
Carrboro, North Carolina, USA

So if you bail out will the FAA violate you for violating your
Operating Limitations???? :-)

Pete

On Jan 27, 1:01*pm, Westbender wrote:
Ray,

My Operating Limitations were also published in 1980. It has no
reference at all to weight or speed limits. Although it does say "this
aircraft shall not be operated for glider towing or parachute jumping
operations". I don't mind giving up the parachute jumping part. *)

Dave

On Jan 26, 7:35*am, rlovinggood wrote:



My glider has an old Experimental Operating Limitations letter from
the FAA, dated 16 APR 1980. *Among other things, it states:

"No person may exceed the designer's or builder's recommended limits
as follows: *Maximum gross weight 1,100 lbs..."

Eleven Hundred Pounds? *Where did that come from??? *My aircraft
manual states the maximum weight of 752 lbs for my LS1-d. *NOT ELEVEN
HUNDRED POUNDS!

The Operating Limitations continue,
"...And maximum airspeed in smooth air 121 knots..."

Back to the aircraft manual, the limit is 130 knots.

Why would the FAA, back in 1980, have different limits than the
manufacturer? *How could they come up with a weight that is almost 1.5
times greater than what LS said? *At 752 lbs, my wing loading (using
9.75 sq meters = 104.95 sq. ft) is 7.2 lbs/sq.ft. and at 1,100 lbs,
the loading is 10.5 lbs/sq. ft.

Don't worry, I don't fly with water and I'm not going over 752 lbs.
Just wondering if anyone might know where the FAA found their numbers.

Thanks,
Ray Lovinggood
Carrboro, North Carolina, USA- Hide quoted text -

- Show quoted text -

Yes, apparently I have to go down with the ship....


On Jan 27, 1:26*pm, vontresc wrote:
So if you bail out will the FAA violate you for violating your
Operating Limitations???? :-)

Pete

On Jan 27, 1:01*pm, Westbender wrote:



Ray,

My Operating Limitations were also published in 1980. It has no
reference at all to weight or speed limits. Although it does say "this
aircraft shall not be operated for glider towing or parachute jumping
operations". I don't mind giving up the parachute jumping part. *)

Dave

On Jan 26, 7:35*am, rlovinggood wrote:

My glider has an old Experimental Operating Limitations letter from
the FAA, dated 16 APR 1980. *Among other things, it states:

"No person may exceed the designer's or builder's recommended limits
as follows: *Maximum gross weight 1,100 lbs..."

Eleven Hundred Pounds? *Where did that come from??? *My aircraft
manual states the maximum weight of 752 lbs for my LS1-d. *NOT ELEVEN
HUNDRED POUNDS!

The Operating Limitations continue,
"...And maximum airspeed in smooth air 121 knots..."

Back to the aircraft manual, the limit is 130 knots.

Why would the FAA, back in 1980, have different limits than the
manufacturer? *How could they come up with a weight that is almost 1.5
times greater than what LS said? *At 752 lbs, my wing loading (using
9.75 sq meters = 104.95 sq. ft) is 7.2 lbs/sq.ft. and at 1,100 lbs,
the loading is 10.5 lbs/sq. ft.

Don't worry, I don't fly with water and I'm not going over 752 lbs.
Just wondering if anyone might know where the FAA found their numbers..

Thanks,
Ray Lovinggood
Carrboro, North Carolina, USA- Hide quoted text -

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