AFS‐14‐193‐E

    July 10, 2014 

Exemption No. 6802L 

Regulatory Docket No. FAA-2002-11285

Mr. Robert A. Stenevik 

Commemorative Air Force, Inc. 

109 San Medina Lane 

Joshua, TX 76058 

Dear Mr. Stenevik: 

This letter is to inform you that we have granted your petition to amend Exemption No. 6802, as 

amended. It explains the basis for our decision and describes its effect. 

Basis for Our Decision 

By submission received March 12 and April 11, 2014, you petitioned the Federal Aviation Administration 

(FAA) on behalf of Commemorative Air Force, Inc. (CAF), for an amendment of Exemption 

No. 6802K. That exemption from §§ 91.315, 91.319(a), 119.5(g), and 119.21(a) of Title 14, 

Code of Federal Regulations (14 CFR) allows CAF) to operate certain aircraft for the purpose of 

carrying passengers for compensation or hire for living history flight experiences (LHFE). 

In your recent submission you requested amendments that would correct an error in a registration 

number and remove two aircraft from the exemption that have been recertified in the standard 

category. The FAA has determined that good cause exists for not publishing a summary of the 

petition in the Federal Register because the requested amendment would not set a precedent, and 

any delay in acting on this petition would be detrimental to CAF. 

Our Decision 

As part of the FAA’s review and analysis of this petition, we have made a number of changes to 

the conditions and limitations in addition to the amendments you requested. 

In condition 1(j) we corrected the registration number for the Grumman TBM to read Grumman 

TBM, N5264V. In addition, we have removed Grumman TBM, N53503, since the aircraft 

suffered an accident and will be under extensive repairs for a period of time. We will consider reinstating N53503, if requested, when repairs are completed and have been validated by the Flight 

Standards District Office. Further, as a result of the sale of the Fairchild PT-26, N46693, and the 

decision to recertify the SNJ-5, N103LT, we have removed these aircraft from the exemption. 
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We have revised limitation 2(c) and 3(c) to include more detailed references to the applicable 

civil and military operational, maintenance, and inspection guidance applicable to the aircraft 

listed in this exemption. 

We have added a “Note” to limitations 9 through 14 to provide for a process should any conflict 

arise between the limitations in the applicable technical guidance and the FAA-issued operating 

limitations. 

We have determined that limitations 11, 12 and 13, Training Tasks Tables, specifically, tasks 

(c)(ii) and (d)(iii) were inaccurate or could lead the reader to the incorrect impression that an 

actual shutdown of a powerplant was required. We have clarified these limitations since the term 

“simulated powerplant failure” was used in task (e)(ii) Landings and Approaches to Landings; 

however, tasks (c)(ii) and (d)(iii) did not use the word “simulated.” The wording has been revised 

to clarify that the actual shutdown (and re-start) of a powerplant should only be demonstrated in 

task (d)(iii) Inflight Maneuvers, as specified. The revision also stipulates that an actual shutdown 

and re-start of a powerplant is only required for initial pilot in command (PIC) qualification in the 

case involving multi-engine types. 

We have added a limitation 35 to make clear the applicability of this exemption is not valid for 

operations outside of the United States. 

Please note that the conditions and limitations included with an exemption may not be based on 

specific regulations, but are the FAA’s means to ensuring an equivalent level of safety. This may 

necessitate limitations that go beyond the established regulations because the proposed operation 

is, by its need for an exemption, outside the normal regulatory structure. In addition, the FAA 

may, when necessary, revise the conditions and limitations or require corrective action in order to 

adequately mitigate safety concerns and risk factors as they become known. 

The FAA has also amended the exemption to add a regulation that was inadvertently omitted 

from the list of applicable regulations subject to relief provided by this exemption. Although CAF 

has requested relief from 14 CFR §§ 91.315, 91.319(a), 119.5(g) and 119.21(a) to operate certain 

aircraft for the purpose of carrying passengers for compensation or hire on Living History Flight 

Experience (LHFE) flights, we have determined that certain conditions and limitations may 

preclude CAF from conducting operations pursuant to this exemption. Those conditions and 

limitations are prescribed as part of the special airworthiness certificate issued for experimental or 

limited category aircraft. Adherence to those conditions and limitations is required by pertinent 

parts of § 91.9(a) which prescribe that: 

“No person may operate a civil aircraft without complying with the operating limitations 

specified in the approved Airplane or Rotorcraft Flight Manual, markings and placards, or 

as otherwise prescribed by the certificating authority of the country of registry.” 

Generally, the FAA issues a limitation that states that no person may operate the aircraft carrying 

persons or property for compensation or hire (see aircraft-specific operating limitations). This 

one limitation issued with the airworthiness certificate is the only limitation that the exemption 

from § 91.9 is applied to. Therefore, the FAA finds that it is appropriate to exempt CAF from 
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§ 91.9 to the extent necessary to conduct operations pursuant to this exemption. 

The FAA has determined that the justification for the issuance of Exemption No. 6802, as 

amended, remains valid with respect to this amendment and is in the public interest. Therefore, 

under the authority provided by 49 U.S.C. 106(g), 40113, and 44701, which the FAA 

Administrator has delegated to me, CAF is granted relief from §§ 91.9(a), 91.315, 91.319(a), 

119.5(g), and 119.21(a) of Title 14 Code of Federal Regulations to the extent that allows CAF to 

operate certain aircraft for the purpose of carrying passengers for compensation or hire for living 

history flight experiences. 

Conditions and Limitations

1. This exemption applies only to the aircraft listed below: 

a. Beech C-45, N4207; 

b. Boeing B-29, N529B; 

c. Boeing B-17, N9323Z and N7227C; 

d. Boeing PT-17, N1387V; 

e. Consolidated B-24, N24927; 

f. Curtiss SB2C, N92879; 

g. Curtis C-46, N53594; 

h. Douglas A-26, N626SH, N9682C, and N240P; 

i. Douglas SBD, N82GA; 

j. Grumman TBM, N5264V; 

k. North American B-25, N9643C, N27493, N345TH, N5865V, N25YR, and N125AZ; 

l. North American P-51, N5428V, N10601, N61429, and N44727; and 

m. North American T-28, N70743. 

2. CAF must maintain its limited category aircraft in accordance with the: 

a. Maintenance requirements as specified in the aircraft type specification sheet, 

as amended; 

b. FAA-approved maintenance inspection program that meets the requirements of 

§ 91.409(a) and (b) or § 91.409(e), (f) (4), and (g), as appropriate; and 

c. Most current technical manuals for airframe, powerplant, and systems used 

operationally by the US military or the technical guidance provided under the 

Military Assistance Program (MAP), thereafter. 

3. CAF must maintain its experimental aircraft in accordance with the: 

a. Maintenance requirements as specified in the aircraft’s FAA-issued operating 

limitations, as amended; 
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b. When applicable, maintenance requirements as specified in the aircraft type 

specification sheet, as amended, when a limited category version of the aircraft 

exists; 

c. FAA-approved maintenance inspection program that meets the scope and 

content of § 91.409(a) and (b); and 

d. Most current technical manuals for airframe, powerplant, and systems used 

operationally by the US military or the technical guidance provided under the 

Military Assistance Program (MAP), thereafter. 

4. The pilot in command (PIC) for the B-17, B-25, and A-26 must: 

a. Hold at least an unrestricted commercial pilot certificate with an aircraft 

multiengine land rating, an airplane instrument rating, and the appropriate 

unrestricted type rating; 

b. Have completed within the previous 12 calendar months, CAF’s PIC 

qualification and recurrent flight and ground training program in each aircraft 

for which PIC privileges are sought; 

c. Have completed within the previous 12 calendar months, CAF’s PIC 

proficiency check in each aircraft for which PIC privileges are sought; 

d. Have at least a total of 2,500 hours of aeronautical flight experience, 

1,000 hours of aeronautical flight experience in multiengine land airplanes, and 

25 hours in the specific aircraft; or have at least a total of 1,000 hours of 

aeronautical flight experience, 200 hours of aeronautical flight experience in a 

multiengine land airplane, and 100 hours and 50 takeoffs and 50 landings in the 

specific aircraft; and 

e. Have accomplished within the previous 90 days, three takeoffs and three landings 

to a full stop in each aircraft for which PIC privileges are sought. For initial PIC 

qualification in the specific aircraft or if the pilot has allowed 

his/her takeoff and landing currency to lapse in the specific aircraft, the takeoff 

and landing currency may not be accomplished during passenger-carrying 

operations. 

5. The PIC for the B-29 and B-24 must: 

a. Hold at least an unrestricted commercial pilot certificate with an airplane 

multiengine land rating, an airplane instrument rating, and the appropriate 

unrestricted experimental aircraft authorization; 

b. Have completed within the previous 12 calendar months, CAF’s PIC 

qualification and recurrent flight and ground training program in each aircraft 

for which PIC privileges are sought; 

c. Have completed within the previous 12 calendar months, CAF’s PIC 

proficiency check in each aircraft for which PIC privileges are sought; 

d. Have at least a total of 2,500 hours of aeronautical flight experience, 

1,000 hours of aeronautical flight experience in multiengine land airplane, and 
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25 hours in the specific aircraft; or have at least a total of 1,000 hours of 

aeronautical flight experience, 200 hours of aeronautical flight experience in a 

multiengine land airplane, and 100 hours and 50 takeoffs and 50 landings in the 

specific aircraft; and 

e. Have accomplished within the previous 90 days, three takeoffs and three 

landings in each aircraft for which PIC privileges are sought. For initial PIC 

qualification in the specific aircraft or if the pilot has allowed his/her takeoff 

and landing currency to lapse in the specific aircraft, the takeoff and landing 

currency may not be accomplished during passenger-carrying operations. 

6. The PIC for the Grumman-TBM (G-TBM) must: 

a. Hold at least an unrestricted commercial pilot certificate with an aircraft singleengine land rating, an airplane instrument rating, and an unrestricted G-TBM type 

rating; 

b. Have completed within the previous 12 calendar months, CAF’s PIC 

qualification and recurrent flight and ground training program in the G-TBM; 

c. Have completed within the previous 12 calendar months, CAF’s PIC 

proficiency check in the G-TBM; 

d. Have at least a total of 2,500 hours of aeronautical flight experience, 

1,000 hours of aeronautical flight experience in single-engine land airplanes, and 

25 hours in the G-TBM; or have at least a total of 1,000 hours of aeronautical 

flight experience, 200 hours of aeronautical flight experience in a single-engine 

land airplane, and 100 hours and 50 takeoffs and 50 landings in the G-TBM; and 

e. Have accomplished within the previous 90 days, three takeoffs and three 

landings to a full stop in the G-TBM. For initial PIC qualification in the 

G-TBM or if the pilot has allowed his/her takeoff and landing currency to lapse in 

the G-TBM, the takeoff and landing currency may not be accomplished during 

passenger-carrying operations. 

7. The PIC for all other aircraft must: 

a. Hold at least an unrestricted commercial pilot certificate with an appropriate 

category and class rating; an aircraft instrument rating; and the appropriate 

unrestricted experimental aircraft authorization if required by the FAA-issued 

operating limitations; 

b. Have completed within the previous 12 calendar months, CAF’s PIC 

qualification and recurrent flight and ground training program in the specific 

aircraft; 

c. Have completed within the previous 12 calendar months, CAF’s PIC 

proficiency check in the specific aircraft; 

d. Have at least a total of 2,500 hours of aeronautical flight experience, 

1,000 hours of aeronautical flight experience in single-engine land airplanes, and 

25 hours in the specific aircraft; or have at least a total of 1,000 hours of 
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aeronautical flight experience, 200 hours of aeronautical flight experience in a 

single-engine land airplane, and 100 hours and 50 takeoffs and 50 landings in the 

specific aircraft; and 

e. Have accomplished within the previous 90 days, three takeoffs and three 

landings to a full stop in the specific aircraft. For initial PIC qualification in the 

specific aircraft or if the pilot has allowed his/her takeoff and landing currency to 

lapse in the specific aircraft, the takeoff and landing currency may not be 

accomplished during passenger-carrying operations. 

8. The second in command (SIC) for the B-17, B-24, or B-25, A-26, and B-29 must: 

a. Hold at least an unrestricted commercial pilot certificate with an airplane 

multiengine land rating and an airplane instrument rating; 

b. Have completed within the previous 12 calendar months, CAF’s SIC qualification 

and recurrent flight and ground training program in the aircraft for which SIC 

privileges are sought; 

c. Have completed within the previous 12 calendar months, CAF’s SIC 

proficiency check in each aircraft for which SIC privileges are sought; 

d. Have at least a total of 1,500 hours of aeronautical flight experience, 250 hours of 

aeronautical flight experience in a multiengine land airplanes; or have at least a total 

of 500 hours of aeronautical flight experience, 100 hours of 

aeronautical flight experience in a multiengine land airplanes, and 25 hours and 

10 takeoffs and 10 landings in each aircraft for which SIC privileges are sought; and 

e. Have accomplished within the previous 90 days, three takeoffs and three landings to 

a full stop in the aircraft for which SIC privileges are sought. For initial SIC 

qualification in the specific aircraft or if the pilot has allowed 

his/her takeoff and landing currency to lapse in the specific aircraft, the takeoff and 

landing currency may not be accomplished during passenger-carrying operations. 

9. CAF must develop and maintain written multiengine airplane specific qualification and 

recurrent ground training programs for its PICs and SICs in each specific airplane that 

cover the training subjects listed below. Each PIC and SIC must receive the following 

training within the previous 12 calendar months and be found to be competent and 

proficient in these areas prior to serving in a PIC or SIC position in the specific 

multiengine aircraft: 

Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

10. CAF must develop and maintain a written single-engine airplane qualification and 

recurrent ground training program for its PICs in each single-engine airplane that 

covers the training subjects listed below. Each PIC must receive the following 

training within the previous 12 calendar months and be found to be competent and 
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proficient in these areas prior to serving in a PIC position in the specific singleengine airplane: 

REQUIRED TRAINING TASKS 

a. General information and description of the aircraft; 

b. Aircraft limitations; 

c. Aircraft servicing; 

d. Airspeeds; 

e. Fuel system; 

f. Electrical system; 

g. Hydraulic system; 

h. Engines; 

i. Instruments and avionics; 

j. Landing gear, brakes, controls, and flaps systems; 

k. Propeller; 

l. Emergency procedures, including— 

(i) Instruction in emergency assignments and procedures, including 

coordination among ground and flight crewmembers; 

(ii) Individual instruction in the location, function, and operation of 

emergency equipment, including— 

A. First aid equipment and its proper use; and 

B. Portable fire extinguishers, with emphasis on the type of 

extinguisher to be used on different classes of fires; 

(iii) Instruction in the handling of emergency situations, including— 

A. Fire in flight or on the surface and smoke control procedures with 

emphasis on electrical equipment and related circuit breakers found 

in cabin areas; and 

B. Illness, injury, or other abnormal situations involving passengers 

or crewmembers; 

m. Weight and balance; 

n. Performance planning; and 

o. Aircraft’s checklist. 

Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

 
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11. CAF must develop and maintain written multiengine airplane qualification and recurrent 

flight training programs for its PICs in the specific airplane that cover the areas of 

operations and tasks, as listed in the following below. Each PIC in multiengine airplanes 

must successfully accomplish this training before being assigned PIC responsibilities and 

duties. Each PIC in multiengine airplanes must receive and successfully accomplish the 

following training within the previous 12 calendar months and be found to be competent 

and proficient in these areas prior to serving in a PIC position in each specific 

multiengine airplane for CAF: 

 

REQUIRED TRAINING TASKS 

a. Preflight Preparation, including— 

(i) Airplane exam (oral or written); and 

(ii) Airplane performance & limitations (oral or written); 

b. Ground Operations, including— 

 (i) Preflight inspection; 

(ii) Cockpit resource management; 

(iii) Powerplant start procedures; 

(iv) Taxiing; and 

(v) Pre-takeoff checks;

c. Takeoffs & Departures, including— (i)

 Normal & crosswind takeoffs; 

(ii) Simulated powerplant failure; and 

(iii) Rejected takeoffs; 

d. In-flight Maneuvers, 

including— 

 (i) Steep turns; 

(ii) Approach to stalls; 

(iii) Simulated powerplant failure (actual shutdown and re-start procedure for initial PIC

qualification, all other powerplant failure training may be simulated); and 

(iv) Specific flight characteristics; 

e. Landings & Approaches to Landing, including— 

(i) Normal & crosswind approaches & landing; 

(ii) Maneuvering to a landing with a simulated powerplant 

failure; 

(iii) Rejected landing; and 

(iv) Landing from a no flap or a nonstandard flap approach; 
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f. Normal & Abnormal Procedures, 

including— 

 (i) Powerplant; 

(ii) Fuel system; 

(iii) Electrical system; 

(iv) Hydraulic system; 

(v) Environmental & pressurization system (as appropriate and if equipped); 

(vi) Fire detection & extinguishing system; 

(vii) Navigation & avionics system; 

(viii) Automatic flight control system, electronic flight instrument system, and 

related systems (as appropriate and if equipped); 

(ix) Flight control system; 

(x) Anti-ice & deice system; and 

(xi) Airplane & personal emergency equipment;

 g. Emergency Procedures, 

including— 

(i) In-flight fire & smoke removal; 

(ii) Rapid decompression (as appropriate and if equipped with a pressurization 

system); (iii) Emergency descent; 

(iv) Ditching; and 

(v) Emergency evacuation; 

h. Post flight Procedures, including— 

(i) After landing procedures; and 

(ii) Parking and securing airplane. 

Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

12. CAF must develop and maintain a written G-TBM qualification and recurrent flight 

training program for its PICs in the G-TBM that covers the areas of operations and tasks, 

as listed in the following table of training tasks. Each PIC in the G-TBM must 

successfully accomplish this training before being assigned PIC responsibilities and duties. 

Each PIC in the G-TBM must receive and successfully accomplish the following training 

within the previous 12 calendar months and be found to be competent and proficient in 

these areas prior to serving in a PIC position in the G-TBM: 

REQUIRED TRAINING TASKS 

a. Preflight Preparation, including— 

(i) Aircraft exam (oral or written); and 

(ii) Aircraft performance & limitations (oral or written); 
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b. Ground Operations, including— 

 (i) Preflight inspection; 

(ii) Cockpit resource management; 

(iii) Powerplant start procedures; (iv)

 Taxiing; and 

(v) Pretakeoff checks 

c. Takeoffs & Departures, including— 

(i) Normal & crosswind takeoffs; 

(ii) Simulated powerplant failure; and 

 (iii) Rejected takeoffs; 

d. In-flight Maneuvers, 

including— 

 (i) Steep turns; 

(ii) Approach to stalls; 

(iii) Simulated powerplant failure; and 

(iv) Specific flight characteristics; 

e. Landings & Approaches to Landing, including— 

(i) Normal & crosswind approaches & landing; 

(ii) Maneuvering to a landing with a simulated powerplant failure; 

(iii) Rejected landing; and 

(iv) Landing from a no flap or a nonstandard flap approach; 

f. Normal & Abnormal Procedures, 

including— 

 (i) Powerplant; 

(ii) Fuel system; 

(iii) Electrical system; 

(iv) Hydraulic system; 

(v) Environmental system (as appropriate and if equipped); 

(vi) Fire detection & extinguishing system; 

(vii) Navigation & avionics system; 

(viii) Automatic flight control system, electronic flight instrument system, & related 

systems (as appropriate and if equipped); 

(ix) Flight control system; 

(x) Anti-ice & deice system; and 

(xi) Aircraft & personal emergency equipment; 

g. Emergency Procedures, including— 

(i) In-flight fire & smoke removal; 

(ii) Emergency descent; 

(iii) Ditching; and 

(iv) Emergency evacuation; 

h. Postflight Procedures, including— 

(i) After landing procedures; and 

(ii) Parking and securing aircraft.
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Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

13. CAF must develop and maintain a written single-engine airplane qualification and 

recurrent flight training program for its PICs in each single-engine airplane that covers 

the areas of operations and tasks, as listed in the following table of training tasks. Each 

PIC in single-engine airplanes must successfully accomplish this training before being 

assigned PIC responsibilities and duties. Each PIC in the single-engine airplanes must 

receive and successfully accomplish the following training within the previous 12 

calendar months and be found to be competent and proficient in these areas prior to 

serving in a PIC position in the single-engine airplane: 

REQUIRED TRAINING TASKS 

a. Preflight Preparation, including— 

(i) Aircraft exam (oral or written); and 

(ii) Aircraft performance & limitations (oral or written); 

b. Ground Operations, including— 

(i) Preflight inspection; 

(ii) Cockpit resource management; 

(iii) Powerplant start procedures; 

(iv) Taxiing; and 

(v) Pretakeoff checks; 

c. Takeoffs & Departures, including— 

 (i) Normal & crosswind takeoffs; 

 (ii) Simulated powerplant failure; and 

(iii) Rejected takeoffs; 

d. In-flight Maneuvers, including— 

(i) Steep turns; 

(ii) Approach to stalls; 

(iii) Simulated powerplant failure; and 

(iv) Specific flight characteristics; 

e. Landings & Approaches to Landing, including— 

(i) Normal & crosswind approaches & landing; 

(ii) Maneuvering to a landing with a simulated powerplant failure; 

(iii) Rejected landing; and 

(iv) Landing from a no flap or a nonstandard flap approach; 
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f. Normal & Abnormal Procedures, including— 

 (i) Powerplant; 

(ii) Fuel system; 

(iii) Electrical system; 

(iv) Hydraulic system; 

(v) Environmental system (as appropriate and if equipped); 

(vi) Fire detection & extinguishing system; 

(vii) Navigation & avionics system; 

(viii) Automatic flight control system, electronic flight instrument 

system, & related systems (as appropriate and if equipped); 

(ix) Flight control system; 

(x) Anti-ice & deice system; and 

(xi) Aircraft & personal emergency equipment; 

g. Emergency Procedures, including— 

(i) In-flight fire & smoke removal; 

(ii) Emergency descent; 

(iii) Ditching; and 

(iv) Emergency evacuation; 

h. Postflight Procedures, including— 

(i) After landing procedures; and 

(ii) Parking and securing aircraft. 

Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

14. CAF must develop and maintain written qualification and recurrent flight training 

programs for its SICs in the airplanes requiring SIC by type certificate or operating rule 

that cover the areas of operations and tasks, as listed in the following table of training 

tasks. Each SIC must successfully accomplish this training before being assigned SIC 

responsibilities and duties. Each SIC must receive and successfully accomplish the 

following training within the previous 12 calendar months and be found to be competent 

and proficient in these areas prior to serving in an SIC position for CAF: 

REQUIRED TRAINING TASKS 

a. Operational procedures applicable to the powerplant, equipment, and systems; 

b. Performance specifications and limitations; 

c. Normal, abnormal, and emergency operating procedures; 

d. Three takeoffs and three landings to a full stop as the sole manipulator of the 

flight controls; 

e. Powerplant failure procedures and maneuvering with a simulated powerplant 

failure while executing the duties of PIC; 

f. Crew resource management training; and 

g. Familiarization with the aircraft flight manual, placards, and markings. 
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Note: All limitations in the applicable technical guidance (i.e., FAA flight manual 

limitations), must be adhered to. If any conflict arises between the limitations in the 

applicable technical guidance and the FAA-issued operating limitations, the FSDO 

must be contacted for additional guidance. 

15. CAF may not use a pilot nor may any pilot serve as a pilot in any aircraft unless, since 

the beginning of the 12th calendar month before that service, that pilot has passed a 

competency check given by the FAA or an authorized check pilot in that aircraft to 

determine the pilot’s competence in practical skills and techniques in the appropriate 

aircraft. The competency check will consist of the appropriate maneuvers and 

procedures currently required for the original issuance of the commercial pilot 

certificate. The FAA’s Lubbock, Texas, Flight Standards District Office (FSDO) will 

determine what maneuvers and procedures are critical, such as preflight preparation, 

ground operations, takeoffs and departures, and normal procedures, etc., and maneuvers 

and procedures that may be unsafe for a particular aircraft. 

16. Recurrent flight training for pilots must include, at least, flight training in the maneuvers 

and procedures in this exemption. However, satisfactory completion of the check 

required by this exemption within the preceding 12 calendar months may be substituted 

for recurrent flight training. 

17. CAF must notify the Lubbock FSDO at least 5 working days (Mondays through 

Fridays) before conducting any PIC or SIC initial or recurrent qualification training 

and any PIC or SIC initial or recurrent proficiency checks required to be conducted 

under the terms of this grant of exemption. 

18. CAF must document and record all ground and flight training and/or testing required by 

this grant of exemption in a manner acceptable to the FAA’s Lubbock FSDO. That 

documentation and records must contain the following information: 

a. Date of each training session; 

b. Date of each testing session; 

c. Amount of time of each session of ground and flight training given; 

d. Amount of time of each session of ground and flight testing given; 

e. Results of each session of ground and flight testing given; 

f. Location where each session of ground and flight training was given; 

g. Location where each session of ground and flight testing was given; 

h. Aircraft identification number in which each flight training session was 

received; 

i. Aircraft identification number in which each flight testing session was 

received; 

j. Name and certificate number of the pilot who provided each session of 

training; 
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k. Name and certificate number of the pilot who provided each session of 

testing;

l. Signature and printed name of the pilot who received the training. That 

pilot’s signature will serve as a verification of having received each 

session of training; and 

m. Signature and printed name of the pilot who received the testing. That 

pilot’s signature will serve as a verification of having received each 

session of testing. 

19. When requested, CAF pilot qualification and recurrent ground and flight training programs 

and/or records listed under the conditions of this exemption must be made available to the 

Lubbock FSDO. 

20. CAF must have the services of an FAA-certificated airframe and powerplant mechanic or an 

appropriately rated repair station available at all stopovers to perform all required 

maintenance inspections and repairs. 

21. CAF will maintain the following information and records and will make those records 

available for review to the FAA when requested: 

a. The name of each pilot crewmember CAF authorizes to conduct flight operations in 

its aircraft under the terms of this exemption; 

b. Copies of each PIC’s and SIC’s pilot certificate, medical certificate, qualifications, 

and initial and recurrent training and testing documentation; and 

c. Records of maintenance performed and maintenance inspection records as 

appropriate. Maintenance and inspection records must meet the requirements of 

§§ 43.9, 43.11, 91.405. 

22. Before permitting a person to be carried on board its aircraft for the purposes authorized 

under this exemption, CAF will inform that person that its aircraft hold only a limited or 

experimental airworthiness certificate; the significance of the airworthiness certificate as 

compared to a standard airworthiness certificate; and that the FAA has authorized this flight 

under a grant of exemption from the requirements of §§ 91.9 (a) 91.315, 91.319, 119.5(g), 

and 119.21(a). The explanation of the significance of a limited airworthiness certificate, or 

experimental airworthiness certificate, compared to a standard airworthiness certificate must 

include at least the following information: 

a. The FAA has not established nor has it approved limited category airworthiness 

certificated aircraft manufacturing standards. The FAA has not established nor has 

it approved experimental category airworthiness certificated aircraft manufacturing 

standards. In contrast, standard category airworthiness certificated aircraft are 

manufactured to FAA-approved standards, including standards addressing the design 

of the aircraft and life- limited parts; 

b. Limited category airworthiness certificated aircraft are issued when the FAA 

finds the aircraft— 
15

i. Has been previously issued a limited category type certificate and the aircraft 

conforms to that type certificate; and 

ii. To be in a good state of preservation and repair and is in a safe operating 

condition; 

c. An aircraft may be issued an experimental airworthiness certificate for the purpose 

of exhibition when the aircraft is intended only for exhibition of the aircraft’s flight 

capabilities, performance, or unusual characteristics at airshows, motion picture, 

television, and similar productions and the maintenance of exhibition flight 

proficiency, including (for persons exhibiting the aircraft) flying to and from such 

airshows and productions; 

d. Standard category airworthiness certificates are issued for an aircraft when the 

FAA finds the— 

i. Aircraft has been built and maintained in accordance with that aircraft’s 

type certification standards as established by the FAA; and 

ii. Aircraft’s inspection and maintenance requirements are in compliance 

with the applicable Federal Aviation Regulations. 

23. CAF must notify the FSDO with oversight of the specific aircraft within 24 hours of 

any of the occurrences listed below by written report, electronic mail, or facsimile. 

For the purpose of this section, “during flight” or “in-flight” means the period from the 

moment the aircraft leaves the surface of the earth on takeoff until it touches down on 

landing. 

a. Any of the following in-flight occurrences: 

i. Each in-flight fire in any system or area that requires activation of any 

fire suppression system or discharge of a portable fire extinguisher; 

ii. Each aircraft component or system that causes, during flight, 

accumulation or circulation of noxious fumes, smoke, or vapor in any 

portion of the cabin or crew area; 

iii. Except for training, each occurrence of in-flight engine shutdown or 

propeller feathering, and the reason for such shutdown or feathering; 

iv. Any landing gear system or component failures or malfunctions, which 

require use of emergency or standby extension systems; and 

v. Each malfunction, failure, or defect in any system or component that 

requires taking emergency action of any type during the course of any 

flight; 

b. Any of the following in-flight and/or ground occurrences: 

i. Each exhaust system component failure, including the turbocharger 

(supercharger) components, that causes damage to any engine, 

structure, cowling, or components; 
16

ii. Each failure of the propeller governing systems or feathering systems; and 

iii. Each failure or malfunction of the fuel system, tanks, pumps, or valves; 

c. Each failure or malfunction of the wheel brake system that causes loss of brake 

control on the ground; and 

d. Each aircraft structure that requires major repair due to damage, deformation, or 

corrosion and the method of repair. 

24. All flight operations must be conducted: 

a. At a minimum operating altitude of not less than 1,000 feet above ground level 

(AGL); 

b. Between the hours of official sunrise and sunset, as established in the 

American Air Almanac, as converted to local time; 

c. Within a 25-statute-mile radius of the departure airport with landings only 

permitted at the departure airport; 

d. With a minimum flight visibility of not less than 3 statute miles and a minimum 

ceiling of not less than 1,500 feet AGL; 

e. Passenger-carrying operations for compensation may be conducted at distances 

greater than 25 statute miles of the departure airport up to 50 statute miles with 

concurrence of the FAA FSDO having geographic responsibility for the aviation 

event. For such flights, landings are only permitted at the departure airport. The 

operator must provide information pertaining to the proposed route of flight, which 

must avoid densely populated areas or congested airways in accordance with 

§ 91.319(c) for aircraft certificated in the experimental category. Those operators 

utilizing aircraft certificated in the limited category are not bound by the restriction 

regarding the avoidance of densely populated areas or congested airways; 

f. For passenger-carrying flights greater than 25 statute miles from the departure 

airport and up to 50 statute miles, the PIC must obtain weather reports and forecasts 

prior to flight and valid for the duration of the proposed operation that indicate that 

the weather would be no less than 5 statute miles visibility and cloud ceilings no 

less than 1,000 feet AGL. Passenger-carrying operations shall be terminated if 

ceiling and visibility become less than the minimum required by these conditions 

and limitations. Weather forecasts listing discriminators such as probability 

(PROB), becoming (BECOMG), or temporarily (TEMPO) shall be limiting; and 

g. The aircraft may only be operated from an airport that has a fire station or firefighting services available or within close proximity of the airport. 

25. The PIC is prohibited from performing aerobatic flight while passengers are onboard the 

aircraft. 

26. For all aircraft subject to this exemption, flight within 500 feet of another aircraft 

(i.e., formation flying) is prohibited. 
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27. Prior to flight, the PIC must ensure that a passenger briefing meeting the scope and content 

of § 135.117 has been provided to the passenger(s). 

28. No persons other than the assigned flight crewmembers may be permitted on the pilot 

station of the aircraft during flight operations. 

29. No persons other than the assigned flight crewmembers may be permitted to manipulate the 

flight controls during flight operations. 

30. All flight operations must carry no more than the maximum number of passengers 

permitted by the aircraft’s weight and balance limitations and number of approved seats in 

the aircraft. 

31. All aircraft must have the equipment listed in §§ 91.205(b) and 91.207 and that equipment 

must be in an operable condition during the flight. 

32. CAF must hold and continue to hold a determination from the U.S. Internal Revenue 

Service that it is a § 501(c)(3) nonprofit, tax-exempt, charitable organization under 

§§ 509(a)(1) and 170(b)(1)(A)(vi) of the Internal Revenue Code. 

33. No later than 72 hours prior to commencing flight operations under the terms of this 

grant of exemption, CAF must notify the jurisdictional FAA FSDO where it intends to 

conduct the flight operations and shall provide a copy of this exemption to that 

jurisdictional FAA FSDO. 

34. CAF must develop a continuous analysis and management program for all aircraft subject 

to this exemption that ensures compliance with its inspection program, training program, 

and conditions and limitations of this exemption. 

35. This exemption is not valid for operations outside of the United States. 

Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or revocation of Exemption No. 6802, as amended. 

The Effect of Our Decision

Our decision to amend keeps the termination date of Exemption No. 6802, as amended, to 

November 30, 2015, unless sooner superseded or rescinded. 

Sincerely, 

/s/ 

John S. Duncan 

Director, Flight Standards Service