AFS-10-398-E 

Oct 26 2010 

 Exemption No. 6540L 

 Regulatory Docket No. FAA-2001-11089 

Mr. Robert F. Collings, Jr. 

Executive Director 

The Collings Foundation 

P.O. Box 248 

Stow, MA 01775 

Dear Mr. Collings: 

This letter is to inform you that we have amended Exemption No. 6540K, as amended. It 

transmits our decision, explains its basis, and gives you the conditions and limitations of the 

exemption, including the date it ends. 

The Basis for Our Decision 

On June 16, 2010 the Federal Aviation Administration (FAA) issued Exemption No. 6540K, a 

Partial Grant of Petition for Reconsideration to the Collings Foundation (Collings). 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 Collings to operate its Boeing B-17 (B-17), Consolidated 

B-24 (B-24), North American B-25 (B-25), McDonnell Douglas F-4 Phantom (F-4), McDonnell 

Douglas TA-4J Skyhawk (A-4), Grumman TBM (G-TBM), Fieseler Co. Fi-156 Storch (Storch), 

and Bell UH-1 (UH-1) for the purpose of carrying passengers for compensation or hire on local 

flights for educational and historical purposes. 

Our Decision 

The FAA has modified the conditions and limitations of Exemption No. 6540K to address 

several issues raised by Collings in its June 16, 2010 letter to the docket and to clarify original 

content and further define the intent of safety-related aspects of the conditions and limitations. 

Please note the conditions and limitations included in an exemption are the FAA’s means of 

ensuring an equivalent level of safety. This may necessitate limitations that go beyond 
2

established regulations due to the fact that the proposed operation is, by its need for an 

exemption, outside the normal regulatory structure. 

On June 16, 2010 Exemption No. 6540K was issued. Also on June 16 Collings posted a letter to 

the docket. Due to Exemption No. 6540K being issued the same day, the numbering of the 

conditions and limitations of this exemption will not specifically match the Collings’ June 16 

letter. However, the comments provided by Collings are all addressed in Exemption No. 6540K 

and this technical amendment. 

While the regulations require full stop landings for 14 CFR part 61 currency only in the case of 

tailwheel aircraft [§ 61.57(a)] and for operations in accordance with § 61.57(b), Exemption 

No. 6540K specifically listed full stop landings for currency to act as pilot in command (PIC) for 

exemption operations. As noted above, the conditions and limitations in some cases must be 

greater than the regulatory requirement since the aircraft in question are not standard category 

aircraft. However, since the F-4 and the A-4 both are equipped with nose wheel steering, we 

have revised condition and limitation No. 11(e) to remove the requirement that the landings be 

“to a full stop” as addressed by Collings in its letter. 

The requirement that the Storch training be available to the Houston Flight Standard District 

Office (FSDO) has been changed to the North Florida FSDO as addressed by Collings in its 

letter. 

The FAA has determined that given the lack of civil operating experience and the high energy of 

the F-4 and A-4 aircraft, the requirement for operations only at airports with operational 

arresting gear will remain as a condition and limitation to help ensure an equivalent level of 

safety. 

Passengers wishing to experience aerobatics can obtain rides in aircraft type certificated for 

aerobatics. The living historical flight experiences (LHFE) are designed to provide for 

experiences not otherwise available to the public. Therefore, the conditions and limitations 

regarding aerobatic flight will remain in effect. These limitations will be added to all LHFE 

exemptions in order to clarify the intent of the exemptions. 

Condition and limitation No. 38 has been revised to permit other than the PIC to provide the 

necessary preflight briefing; however, Collings is reminded that in accordance with 

§ 91.107(a)(2), the briefing remains a PIC responsibility. 

The LHFE exemptions have never permitted the passengers to manipulate the flight controls. 

Only trained crewmembers may manipulate the flight controls. Collings indicates that this 

would affect programs such as the Young Eagles program. Since programs such as the Young 

Eagles are not operated under an LHFE exemption, it will have no effect. This clarification is 

also being added to all LHFE exemptions. 

In Exemption No. 6540J issued May 7, 2010 the FAA wrote “In order to facilitate the timely 

issuance of the exemption for the F-4, A-4, and the Fiesler Storch, the FAA has determined that 
3

it is necessary to separate the ME-262 and address the ME-262 as a separate issue due to the 

need for additional information concerning the ME-262. The FAA is currently researching the 

construction, maintenance, and operational history of the Collings ME-262 replica. Upon receipt 

of this additional information from Collings, the FAA will review the exemption request for the 

ME-262.” The FAA has determined that it is in the petitioner’s best interest to close the ME-262 

petition until such time that the testing and data collection are complete. Consequently, the 

petition to include the ME-262 is closed. When Collings believes that all the safety issues have 

been addressed, it may petition for an amendment to add the ME-262 to this exemption. 

Conditions and Limitations 

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

a. Boeing B-17, N93012; 

b. Consolidated B-24, N224J; 

c. North American B-25, N3479G; 

d. McDonnell Douglas F-4 Phantom, N749CF; 

e. McDonnell Douglas TA-4J Skyhawk, N524CF; 

f. Grumman TBM, N9590Z; 

g. Fieseler Storch, N156FC; and 

h. Bell UH-1, N911KK. 

2. Collings must maintain its B-17 in accordance with the:

a. Maintenance requirements as specified in the B-17 type specification sheet, as 

amended; 

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

§ 91.409(e), (f)(4), and (g); and 

c. B-17 military technical manuals. 

3. Collings must maintain its B-24 in accordance with the:

a. Maintenance requirements as specified in its B-24 operating limitations, as 

amended;

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

of § 91.409(a) and (b); and

c. B-24 military technical manuals.

4. Collings must maintain its B-25 in accordance with the:

a. Maintenance requirements as specified in the B-25 type specification sheet, as 

amended;
4

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

§ 91.409(e), (f)(4), and (g); and

c. B-25 military technical manuals.

5. Collings must maintain its F-4 in accordance with the:

a. Maintenance requirements as specified in its F-4 operating limitations, as 

amended;

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

§ 91.409(e), (f)(4), and (g);

c. F-4 military technical manuals; and

d. Manufacturers and U.S. Government inspection, maintenance, overhaul, and life 

limits of all aircraft systems and components.

6. Collings must maintain its A-4 in accordance with the:

a. Maintenance requirements as specified in its A-4 operating limitations, as 

amended;

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

§ 91.409(e), (f)(4), and (g);

c. A-4 military technical manuals; and

d. Manufacturers and U.S. Government inspection, maintenance, overhaul, and life 

limits of all aircraft systems and components.

7. Collings must maintain its G-TBM in accordance with the: 

a. Maintenance requirements as specified in its G-TBM operating limitations, as 

amended; 

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

§ 91.409(a) and (b); and 

c. G-TBM military technical manuals. 

8. Collings must maintain its Storch in accordance with the: 

a. Maintenance requirements as specified in its Storch operating limitations, as 

amended; 

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

of § 91.409(a) and (b); 

c. Storch technical manuals; and 

d. Manufacturers and U.S. Government inspection, maintenance, overhaul, and life 

limits of all aircraft systems and components. 

9. Collings must maintain its UH-1 in accordance with the: 
5

a. Maintenance requirements as specified in its UH-1 operating limitations, as 

amended; 

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

§ 91.409(f) (4) and (g); and 

c. UH-1 military technical manuals. 

10. The PIC for the B-17, B-24, and B-25 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, Collings’ 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, Collings’ 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. 

11. The PIC for the F-4 and A-4 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, Collings’ 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, Collings’ 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 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 
6

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. 

12. The PIC for the 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, Collings’ PIC 

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

c. Have completed within the previous 12 calendar months, Collings’ 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. 

13. The PIC for the Storch must: 

a. Hold at least an unrestricted commercial pilot certificate with an airplane singleengine land rating and an aircraft instrument rating; 

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

qualification and recurrent flight and ground training program in the Storch; 

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

proficiency check in the Storch; 

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 Storch; 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 Storch; and 
7

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

to a full stop in the Storch. For initial PIC qualification in the Storch or if the 

pilot has allowed his/her takeoff and landing currency to lapse in the Storch, the 

takeoff and landing currency may not be accomplished during passenger-carrying 

operations. 

14. The PIC for the UH-1 must: 

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

helicopter rating; 

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

qualification and recurrent flight and ground training program in the UH-1; 

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

proficiency check in the UH-1; 

d. Have at least a total of 2,500 hours of aeronautical flight experience, 1,000 hours 

of aeronautical flight experience in helicopters, and 25 hours in the UH-1; or at 

least a total of 1,000 hours of aeronautical flight experience, 200 hours of 

aeronautical flight experience in helicopters, and 100 hours and 50 takeoffs and 

50 landings in the UH-1; and 

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

to a full stop in the UH-1. For initial PIC qualification in the UH-1 or if the pilot 

has allowed his/her takeoff and landing currency to lapse in the UH-1, the takeoff 

and landing currency may not be accomplished during passenger-carrying 

operations. 

15. The second in command (SIC) for the B-17, B-24, or B-25 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, Collings’ 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, Collings’ 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 
8

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

may not be accomplished during passenger-carrying operations. 

16. Collings must develop and maintain written B-17, B-24, and B-25 qualification and 

recurrent ground training programs for its PICs and SICs in the B-17, B-24, and B-25 

that cover the training subjects listed below. Each PIC and SIC in the B-17, B-24, and B25 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 B-17, B-24, and B-25: 

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; 
9

n. Performance planning; 

o. Aircraft’s checklist; and 

p. Differences in type. 

17. Collings must develop and maintain written F-4 and A-4 qualification and recurrent 

ground training programs for its PICs in the F-4 and A-4 that cover the training subjects 

listed below. Each PIC in the F-4 and A-4 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 position in the F-4 and A-4: 

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. 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; 

l. Weight and balance; 
10

m. Performance planning; 

n. Aircraft’s checklist; 

o. Differences in type; and 

p. Ejection seat characteristics, hazards, and safety precautions. 

18. Collings must develop and maintain a written G-TBM qualification and recurrent ground 

training program for its PICs in the G-TBM that covers the training subjects listed below. 

Each PIC in the G-TBM 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 position in the G-TBM: 

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 
11

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

crewmembers; 

m. Weight and balance; 

n. Performance planning; and 

o. Aircraft’s checklist. 

19. Collings must develop and maintain a written Storch qualification and recurrent ground 

training program for its PICs in the Storch that covers the training subjects listed below. 

Each PIC in the Storch 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 position in the Storch: 

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 
12

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

crewmembers; 

m. Weight and balance; 

n. Performance planning; and 

o. Aircraft’s checklist. 

20. Collings must develop and maintain a written UH-1 qualification and recurrent ground 

training program for its PICs in the UH-1 that covers the training subjects listed below. 

Each PIC in the UH-1 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 position in the UH-1: 

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. Flight control system; 

k. Rotors; 

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 
13

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

crewmembers; 

m. Weight and balance; 

n. Performance planning; 

o. Aircraft’s checklist; and 

p. Differences in each model. 

21. Collings must develop and maintain written B-17, B-24, and B-25 qualification and 

recurrent flight training programs for its PICs in the B-17, B-24, and B-25 that cover the 

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

in the B-17, B-24, and B-25 must successfully accomplish this training before being 

assigned PIC responsibilities and duties. Each PIC in the B-17, B-24, and B-25 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 B-17, B-24, and B-25 for Collings: 

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. Powerplant failure; and 

iii. Rejected takeoffs; 

d. In-flight Maneuvers, including— 

i. Steep turns; 

ii. Approach to stalls; 

iii. Powerplant failure; and 

iv. Specific flight characteristics; 
14

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 & 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, & 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. 

22. Collings must develop and maintain written F-4 and A-4 qualification and recurrent flight 

training programs for its PICs in the F-4 and A-4 that cover the areas of operations and 

tasks, as listed in the following table of training tasks. Each PIC in the F-4 and A-4 must 

successfully accomplish this training before being assigned PIC responsibilities and 

duties. Each PIC in the F-4 and A-4 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 F-4 and A-4 for 

Collings: 
15

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. Powerplant failure; and 

iii. Rejected takeoffs; 

d. In-flight Maneuvers, including— 

i. Steep turns; 

ii. Approach to stalls; 

iii. 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 & pressurization system (as appropriate and if equipped); 

vi. Fire detection & extinguishing system; 

vii. Navigation & avionics system; 
16

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. Rapid decompression (as appropriate and if equipped with a pressurization 

system); 

iii. Emergency descent; 

iv. Ditching; and 

v. Emergency evacuation; 

h. Postflight Procedures, including— 

i. After landing procedures; and 

ii. Parking and securing aircraft. 

23. Collings 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); 

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— 
17

i. Normal & crosswind takeoffs; 

ii. Powerplant failure; and 

iii. Rejected takeoffs; 

d. In-flight Maneuvers, including— 

i. Steep turns; 

ii. Approach to stalls; 

iii. 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— 
18

i. After landing procedures; and 

ii. Parking and securing aircraft. 

24. Collings must develop and maintain a written Storch qualification and recurrent flight 

training program for its PICs in the Storch that covers the areas of operations and tasks, 

as listed in the following table of training tasks. Each PIC in the Storch must 

successfully accomplish this training before being assigned PIC responsibilities and 

duties. Each PIC in the Storch 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 Storch: 

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. Powerplant failure; and 

iii. Rejected takeoffs; 

d. In-flight Maneuvers, including— 

i. Steep turns; 

ii. Approach to stalls; 

iii. 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; 
19

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. 

25. Collings must develop and maintain a written UH-1 qualification and recurrent flight 

training program for its PICs in the UH-1 that covers the areas of operations and tasks, as 

listed in the following table of training tasks. Each PIC in the UH-1 must successfully 

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

in the UH-1 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 UH-1: 

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— 
20

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. Powerplant failure; and 

iii. Rejected takeoffs; 

d. In-flight Maneuvers, including— 

i. Steep turns; 

ii. Rapid decelerations; 

iii. 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; and 

iii. Rejected landing; 

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— 
21

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. 

26. Collings must develop and maintain written B-17, B-24, and B-25 qualification and 

recurrent flight training programs for its SICs in the B-17, B-24, and B-25 that cover the 

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

in the B-17, B-24, and B-25 must successfully accomplish this training before being 

assigned SIC responsibilities and duties. Each SIC in the B-17, B-24, and B-25 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 in the B-17, B-24, and B-25 for Collings: 

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. Engine-out procedures and maneuvering with an engine out while executing the 

duties of PIC; 

f. Crew resource management training; and 

g. Familiarization with the aircraft flight manual, placards, and markings. 

27. Aircraft specific limitations for pilot competency checks: 

a. For the B-17, B-24, B-25, G-TBM, UH-1, and Storch: Collings 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 North Florida FSDO will determine what maneuvers and 

procedures are critical, such as preflight preparation, ground operations, takeoffs 
22

and departures, and normal procedures, etc., and maneuvers and procedures that 

may be unsafe for a particular aircraft. 

b. For the F-4, and A-4: Collings 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 Houston, 

Texas, 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. The check pilot authorized to conduct F-4 and A-4 checks 

must be approved by the Houston FSDO and must be concurred with by the 

FAA’s General Aviation and Commercial Division, AFS-800, Washington, D.C. 

28. 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. 

29. Collings must notify the North Florida or Houston FSDO, as appropriate, 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. 

30. Aircraft specific limitations for pilot training/testing records: 

a. For the B-17, B-24, B-25, G-TBM, UH-1, and Storch: Collings 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 North Florida FSDO. That 

documentation and records must contain the following information: 

i. Date of each training session; 

ii. Date of each testing session; 

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

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

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

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

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

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

received; 
23

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

received; 

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

training; 

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

testing; 

xii. 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 

xiii. 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. 

b. For the F-4 and A-4: Collings 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 Houston FSDO. That documentation and records must contain the 

following information: 

i. Date of each training session; 

ii. Date of each testing session; 

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

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

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

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

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

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

received; 

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

received; 

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

training; 

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

testing; 

xii. 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 

xiii. 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. 
24

31. Aircraft specific limitations for the availability of pilot records: 

a. For the B-17, B-24, B-25, G-TBM, and Storch: When requested, Collings’ 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 

North Florida FSDO. 

b. For the F-4 and A-4: When requested, Collings’ 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 Houston FSDO. 

32. Collings 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. 

33. Collings 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 Collings 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. 

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

under this exemption, Collings 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 §§ 91.315, 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— 

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

aircraft conforms to that type certificate; and 
25

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; and 

e. For flights conducted in the F4 and A-4, the PIC must inform all passengers of the 

medical risks associated with possible ejection and that flight in these aircraft may 

not be appropriate for persons with a history of neck or back problems. 

35. Collings 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: 
26

i. Each exhaust system component failure, including the turbocharger 

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

cowling, or components; 

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. 

36. 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; 

g. The aircraft, other than the F-4 and A-4, may only be operated from an airport 

that has a fire station or fire-fighting services available or within close proximity 

of the airport; 
27

h. Operations of the F-4 and A-4 are only permitted at airports with operational 

arresting systems; and 

i. Operations of the F-4 and A-4 are only permitted at airports with airport crash fire 

rescue stations that have been trained by Collings on the hazards and safety issues 

of the installed ejection seats. 

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

(i.e., formation flying) is prohibited. In addition, the PIC is prohibited from performing 

aerobatic flights while passengers are onboard the aircraft. 

38. 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). 

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

station of the aircraft during flight operations. 

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

the flight controls during flight operations. 

41. 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. 

42. 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. 

43. Collings 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. 

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

of exemption, Collings 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. 

45. Additional training requirements for A-4 and F-4 aircraft: Passengers must satisfactorily 

complete the appropriate sections of the A-4 Skyhawk-Escape IG3 Ejection Seat 

Training or F-4-Ground Training Egress System, and the results of this training must be 

recorded prior to operation. 

46. Collings 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. 
28

47. 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. 6540, as 

amended. 

The Effect of Our Decision 

The termination date of Exemption No. 6540, as amended, remains May 31, 2012, unless sooner 

superseded or rescinded. 

Sincerely, 

/s/ 

John W McGraw 

Acting Director, Flight Standards 

 Service