AFS-13-516-E

November 26, 2013

 Exemption No. 8702D

 Regulatory Docket No. FAA-2005-20788

Mr. Larry D. Kelley 

Director

Delaware Aviation Museum Foundation

21513 Rudder Lane

Georgetown, DE 19947

Dear Mr. Kelley:

This letter is to inform you that we have granted your petition to extend Exemption 

No. 8702, as amended. It explains the basis for our decision and describes its effect.

The Basis for Our Decision

By letter dated August 22, 2013 you petitioned the Federal Aviation Administration (FAA) on 

behalf of Delaware Aviation Museum Foundation (DAMF) for an extension of Exemption 

No. 8702, as amended. That exemption from §§ 91.315, 119.5(g), and 119.21(a) of Title 14, 

Code of Federal Regulations (14 CFR) allows DAMF to operate its former military North 

American B-25J, N9079Z, while carrying passengers on local educational flights for 

compensation or hire. 

In your petition, you indicate that there has been no change in the conditions and reasons 

relative to public interest and safety that were the basis for granting the original exemption.

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

in the Federal Register because the requested extension of the exemption would not set a 

precedent, and any delay in acting on this petition would be detrimental to DAMF.
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Our Decision

The FAA has modified the conditions and limitations of Exemption No. 8702 to address 

inconsistent terminology used when describing required training tasks. These changes are to 

clarify the original content and further define the intent and provide consistency of the safetyrelated aspects of the conditions and limitations. The FAA will be making these changes to 

all living history flight experience (LHFE) exemptions as they are amended or extended.

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

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

may necessitate limitations that go beyond the established regulations due to the fact that the 

proposed operation is, by its need for an exemption, outside the normal regulatory structure.

The FAA has also removed a regulation that was incorrectly listed as applicable to the

extension of exemption No. 8702. In the Conditions and Limitations section of exemption 

Nos. 8702A, 8702B and 8702C, 14 CFR § 91.319 was superfluously listed as one of the 

regulations from which DAMF is exempt. That regulation applies to aircraft having 

experimental certificates. 

Limitation No. 5, Required Training Tasks table for pilot in command (PIC), tasks (c), (d) and 

(e) as previously drafted leads the reader to the incorrect impression that an actual shutdown 

of a powerplant was required during task (c); Takeoffs & Departures. This clarification is 

necessary since the term “simulated powerplant failure” was used in task (e); Landings and 

Approaches to Landings; however, tasks (c) and (d) did not use the word “simulated.” The 

wording is revised to clarify that the actual shutdown (and re-start) of a powerplant should 

only be demonstrated in task (d); Inflight Maneuvers. The revision also stipulates that an 

actual shutdown and re-start of a powerplant is only required for initial PIC qualification.

 

Limitation No. 6, Required Training Tasks table for second in command (SIC), task (e) had 

previously used the terms “engine-out procedures” and “maneuvering with an engine-out” 

which is inconsistent with the terminology used in the PIC training table. The wording is 

revised to state that the requirements are; “powerplant failure procedures” and “maneuvering 

with a simulated powerplant failure.”

Limitation No. 14 was corrected by removing the reference to 14 CFR § 91.319. That 

regulation is not applicable to this exemption since DAMF’s B-25J aircraft is a limited 

category aircraft.

Delaware Aviation Museum Foundation (DAMF), is granted an exemption from §§ 91.315, 

119.5(g), and 119.21(a) to the extent necessary to allow DAMF to operate its former military 

North American B-25J, N9079Z, while carrying passengers on local educational flights for 

compensation or hire. The FAA has determined that the justification for the issuance of 

Exemption No. 8702, as amended, remains valid with respect to this exemption and is in the 

public interest. Therefore, under the authority provided by 49 U.S.C. 106(f), 40113, 
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and 44701, which the FAA Administrator has delegated to me, is subject to the conditions and 

limitations below.

Conditions and Limitations

1. DAMF must maintain its B-25J in accordance with the—

a. Maintenance requirements as specified in its B-25J 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-25J military technical manuals.

2. The pilot in command (PIC) must—

a. Hold at least a commercial pilot certificate with a multiengine airplane rating, an 

airplane instrument rating, and a B-25J type rating;

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

and recurrent flight and ground training program in the B-25J, as appropriate, for 

which PIC privileges are sought;

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

check in the B-25J 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 airplanes, and 25 hours in a B-25J or 

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

aeronautical flight experience in multiengine airplanes, and 100 hours and 50 takeoffs 

and 50 landings in a B-25J; and

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

full stop in a B-25J for which PIC privileges are sought. For initial PIC qualification 

in a B-25J, as appropriate, or if the pilot has allowed his/her takeoff and landing 

currency to lapse in a B-25J, as appropriate, the takeoff and landing currency may not 

be accomplished during passenger-carrying operations.

3. The second in command (SIC) must—

a. Hold at least a commercial pilot certificate with a multiengine airplane rating and an 

airplane instrument rating;

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

and recurrent flight and ground training program in a B-25J for which SIC privileges 

are sought;

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

check in a B-25J, as appropriate, for which SIC privileges are sought;
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d. Have at least a total of 1,500 hours of aeronautical flight experience, 250 hours of 

aeronautical flight experience in multiengine airplanes, or have at least a total of 

500 hours of aeronautical flight experience, 100 hours of aeronautical flight experience

in multiengine airplanes, and 25 hours and 10 takeoffs and 10 landings in a B-25J; and

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

full stop in a B-25J for which SIC privileges are sought. For initial SIC qualification 

in a B-25J or if the pilot has allowed his/her takeoff and landing currency to lapse in a 

B-25, as appropriate, the takeoff and landing currency may not be accomplished during 

passenger-carrying operations.

4. DAMF must develop and maintain a written B-25J qualification and recurrent ground 

training program for its PICs and SICs in the B-25J that covers the training subjects listed 

below. Each PIC and SIC must receive the following training and iterations of 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 a B-25J for DAMF: 

REQUIRED TRAINING TASKS

a. General information and description of the airplane;

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 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;
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m. Weight and balance; 

n. Performance planning; 

o. Airplane’s checklist; and

p. Differences in type.

5. DAMF must develop and maintain a written B-25J qualification and recurrent flight 

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

following table of training tasks. Each PIC in the B-25J must successfully accomplish this 

training before being assigned PIC responsibilities and duties. Each PIC in the B-25J 

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 a B-25J for DAMF:

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) 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) 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.

f. Normal & Abnormal Procedures, including—
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(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) 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.

6. DAMF must develop and maintain a written B-25J qualification and recurrent flight 

training program for its SICs in the B-25J that covers the areas of operations and tasks, as

listed in the following table of training tasks. Each SIC in the B-25J 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 a B-25J for DAMF:

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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7. DAMF may not use a pilot nor may any pilot serve as a pilot in any airplane 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 

Philadelphia Flight Standards District Office (FSDO 17 PHL) 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 airplane. 

8. 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. 

9. DAMF 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 FSDO 17 PHL. That 

documentation and records must contain the following information:

a. Date of each training session;

b. Date of each testing session;

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

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

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

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

g. The airplane identification number in which each flight training session was received;

h. The airplane identification number in which each flight testing session was received;

i. The name and certificate number of the pilot who provided each session of training;

j. The name and certificate number of the pilot who provided each session of testing;

k. The signature and printed name of the pilot who received the training. That pilot’s 

signature will serve as verification of having received each session of training; and

l. The signature and printed name of the pilot who received the testing. That pilot’s 

signature will serve as verification of having received each session of testing.
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10. When requested, the DAMF’s B-25J qualification and recurrent ground- and 

flight-training programs and/or records listed in conditions 4, 5, 6, and 9 must be made 

available to FSDO 17 PHL, International Plaza #2, Suite 110, Philadelphia, Pennsylvania 

19113, (215) 492-4126.

11. DAMF 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.

12. DAMF 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 DAMF authorizes to conduct flight operations in 

its airplanes 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 to comply with conditions 2, 3, 

4, 5, 6, 7, 8, and 9; and

c. Records of maintenance performed and maintenance inspection records to comply 

with condition 1. Maintenance and inspection records must meet the requirements of 

§§ 43.9, 43.11, and 91.405.

13. Before permitting a person to be carried on board its airplane for the purposes authorized 

under this exemption, DAMF will inform that person that its airplanes hold only a limited 

airworthiness certificate; the significance of the limited 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, 119.5(g), and 

119.21(a). The explanation of the significance of a limited 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. 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 

airplane—

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

finds the—
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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.

14. DAMF must notify the FSDO 17 PHL within 24 hours of any of the following occurrences 

by written report, by electronic mail, or by facsimile:

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

suppression system or discharge of a portable fire extinguisher;

b. Each exhaust system component failure, including the turbocharger 

component, that causes damage to any engine, structure, cowling, or 

components;

c. Each airplane 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;

d. Except for training, each occurrence of engine shutdown or propeller feathering 

and the reason for such shutdown or feathering;

e. Each failure of the propeller governing systems or feathering systems;

f. Any landing gear system or component failures or malfunctions, which require 

use of emergency or standby extension systems;

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

control on the ground;

h. Each airplane structure that requires major repair due to damage, deformation, 

or corrosion and the method of repair;

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

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

taking emergency action of any type during the course of any flight; and

k. For the purpose of this section, “during flight” means the period from the 

moment the airplane leaves the surface of the earth on takeoff until it touches 

down on landing.

15. 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;
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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 permitted only at the departure airport;

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 

2,000 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 fire-fighting 

services available or within close proximity of the airport.

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

deck of the airplane during flight operations. 

17. Except for essential crewmembers, 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 airplane.

18. DAMF’s B-25J must have the equipment listed in §§ 91.205(b) and 91.207 and that 

equipment must be in an operable condition during the flight.

19. DAMF 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.

20. DAMF must notify FSDO 17 PHL 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.

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

of exemption, DAMF 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.
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22. This grant of exemption pertains to the operation of the DAMF North American B-25J, 

N9079Z, certificated in the limited category.

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

(i.e., formation flying) is prohibited.

24. 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).

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

the flight controls during flight operations.

26. DAMF must develop a continuous analysis and management program for the B-25J that 

ensures compliance with its inspection program, training program, and conditions and 

limitations of this exemption.

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

be grounds for the immediate suspension or revocation of Exemption No. 8702, as amended.

The Effect of Our Decision

Our decision extends the termination date of Exemption No. 8702, as amended, to 

November 30, 2015, unless sooner superseded or rescinded. 

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service