AFS-12-483-E 

This letter corrects the April 30, 2012, letter we sent granting your petition for Exemption 

No. 10517. Although the grant for exemption was covered by Exemption No. 10517, a 

correction was made to remove Condition Nos. 4 and 6 that referenced second in command 

(SIC), and to Condition No. 23, correcting B-25, N9079Z to P-51, N921. We also renumbered 

the Conditions due to the removal of Condition Nos. 4 and 6. Below is the amended 

Exemption No. 10517 that includes the aforementioned changes. We have made the 

correction in our records as of August 6, 2012. 

April 30, 2012 

 Exemption No. 10517A 

 Regulatory Docket No. FAA-2009-1169 

Mr. Kermit Weeks 

President 

World’s Greatest Aircraft Collection 

1400 Broadway Boulevard SE. 

Polk City, FL 33686 

Dear Mr. Weeks: 

This letter is to inform you that we have granted your request for exemption. It explains the 

basis for our decision, describes its effects, and lists the conditions and limitations of the 

exemption, including the date it ends. 

The Basis for Our Decision 

By letter dated February 7, 2012, you petitioned the Federal Aviation Administration (FAA) 

on behalf of World’s Greatest Aircraft Collection, Inc. (WGAC) for an extension of 

Exemption No. 10024, as amended. That exemption from §§ 91.315, 91.319(a)(2), 119.5(g), 

and 119.21(a) of Title 14, Code of Federal Regulations allows WGAC to conduct historical 

flight experience operations in its North American P-51 (P-51). That exemption, however, 

expired on March 31, 2012. Therefore, the FAA will treat your request as a new petition. 

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

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to WGAC. 

The FAA has issued a grant of exemption in circumstances similar in all material respects to 

those presented in your petition. In Grant of Exemption No. 9902 (copy enclosed), the FAA 

found that preserving historic U.S. aircraft is in the public interest, in the same manner that 

preserving historic buildings, landmarks, and neighborhoods has been determined to be in the 

public interest. While the aviation history can be represented with static displays in museums 

in the same manner that historic landmarks can be represented in museums, the public has 

shown a willingness to support the preservation and operation of historic aircraft and a desire 

to experience flights in them. 

Having reviewed your reasons for requesting an exemption, I find that— 

 they are similar in all material respects to relief previously requested in the enclosed Grant 

of Exemption No. 9902; 

 the reasons stated by the FAA for granting the enclosed Grant of Exemption No. 9902 

also apply to the situation you present; and 

 a grant of exemption is in the public interest. 

Our Decision 

The FAA has modified and/or added to the conditions and limitations of your previous 

exemption to address several issues raised by another exemption holder. These changes are to 

clarify original content, and further define the intent and provide consistency of safety-related 

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. 

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

aerobatics. The LHFE are designed to provide for experiences not otherwise available to the 

public. Therefore, limitation No. 22 has been added to ensure that the intent of the exemption 

is clear. This limitation will be added to all LHFE exemptions in order to clarify the intent of 

the exemptions. 

Limitation No. 23 prohibits formation flight. Formation flight is already prohibited by 

§ 91.111(b) but this was added to ensure that the exemption holders had a clear understanding 

of this restriction. This limitation will be added to all LHFE exemptions in order to clarify 

the intent of the exemptions. 
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Limitation No. 24 has been added requiring a preflight briefing but permitting other than the 

PIC to provide the necessary preflight briefing; however, WGAC is reminded that the briefing 

remains a PIC responsibility. This requirement will be added to all LHFE exemptions. 

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

Only trained crewmembers may manipulate the flight controls. Limitation No. 25 has been 

added to clarify this issue. This clarification is also being added to all LHFE exemptions. 

Limitation No. 26 has been added to require that operators of LHFE 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. This requirement will be added to all LHFE exemptions. 

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 WGAC. 

Under the authority contained in 49 U.S.C. 40113 and 44701, which the FAA Administrator 

has delegated to me, I hereby grant World’s Greatest Aircraft Collection, Inc., an exemption 

from 14 CFR §§ 91.315, 91.319(a)(2), 119.5(g), and 119.21(a) to the extent necessary to 

conduct historical flight experience operations in its North American P-51 (P-51), subject to 

the following conditions and limitations described below. 

Conditions and Limitations 

1. This exemption applies only to the following airplane: North American P-51, N921. 

2. The exemption holder must maintain its limited category airplane in accordance with the: 

a. Maintenance requirements as specified in the appropriate type certificate data sheet, 

as amended; 

b. FAA-approved maintenance inspection program; and 

c. The appropriate military technical manuals. 

3. The pilot in command (PIC) for the P-51 must: 

a. Hold at least a commercial pilot certificate with an airplane single-engine land 

rating, an airplane instrument rating, and the aircraft authorization; 

b. Have completed within the previous 12 calendar months, the exemption holder's 

PIC qualification and recurrent flight and ground training program in the airplane 

for which PIC privileges are sought; 

c. Have completed within the previous 12 calendar months, the exemption holder's 

PIC proficiency check in the airplane for which PIC privileges are sought; 
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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 

airplane; 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 airplane; and 

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

a full stop in the airplane for which PIC privileges are sought. For initial PIC 

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

landing currency to lapse in the airplane, the takeoff and landing currency may not 

be accomplished during passenger-carrying operations. 

4. The exemption holder must develop and maintain written P-51 qualification and recurrent 

ground training programs for its PICs in the P-51 that cover the training subjects listed 

below. Each PIC in the P-51 must receive the following training within the previous 

12 calendar months and be found to be competent and knowledgeable in these areas prior 

to serving in a PIC position in the P-51: 

REQUIRED TRAINING TASKS 

a. General information and description of the airplane; 

b. Airplane limitations; 

c. Airplane 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; 

m. Weight and balance; 

n. Performance planning; 
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o. Airplane's checklist; and 

p. Differences in type. 

5. WGAC must develop and maintain a written P-51 qualification and recurrent flight 

training program for its PIC in the P-51 that covers the areas of operations and tasks, as 

listed in the following table of training tasks. Each PIC in the P-51 must successfully 

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

in the P-51 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 P-51 for the exemption holder: 

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) 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) Power off landings; 

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

systems (as appropriate and if equipped); 

(ix) Flight control system; 

(x) Anti-ice & de-ice 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. 

 

6. The exemption holder 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 airplane to determine the pilot's competence in practical skills and techniques in the 

appropriate airplane. 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 local jurisdictional Flight Standards District Office (FSDO) where 

the aircraft is permanently based 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. 

7. 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. 

8. The exemption holder 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 local 

jurisdictional FSDO where the aircraft is permanently based. 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; 
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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 a 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 a verification of having received each session of testing. 

9. When requested, the exemption holder’s pilot qualification and recurrent ground- and 

flight-training programs and/or records listed in conditions above must be made available 

to the FAA's local jurisdictional FSDO where the aircraft is permanently based. 

10. The exemption holder 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. 

11. The exemption holder 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 the exemption holder authorizes to conduct flight 

operations in its airplane under the terms of this exemption; 

b. Copies of each PIC's pilot certificate, medical certificate, qualifications, and initial and 

recurrent training and testing documentation to comply with the conditions listed 

above; and 

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

with the conditions above, as appropriate. Maintenance and inspection records must 

meet the requirements of §§ 43.9, 43.11, and 91.405. 

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

under this exemption, the exemption holder will inform that person that its airplane holds 

only a limited 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 

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 airplane manufacturing standards. In contrast, standard category 

airworthiness certificated airplanes are manufactured to FAA-approved standards, 

including standards addressing the design of the airplane and life-limited parts; 
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b. Limited category airworthiness certificated airplanes are issued when the FAA finds 

the airplane— 

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

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 airplane when the FAA 

finds the— 

i. Airplane has been built and maintained in accordance with that airplane's type 

certification standards as established by the FAA; and 

ii.Airplane's inspection and maintenance requirements are in compliance with the 

applicable Federal Aviation Regulations. 

13. The exemption holder must notify the FAA's local jurisdictional FSDO where the aircraft 

is permanently based 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 components 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 systems that cause 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. 
 9

14. 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; 

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

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

station of the airplane during flight operations. 

16. 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. 

17. WGAC’s P-51 must have the equipment listed in §§ 91.205(b) and 91.207 and that 

equipment must be in an operable condition during the flight. 

18. WGAC 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. 

19. WGAC must notify the FAA's local jurisdictional FSDO where the aircraft is permanently 

based at least 5 working days (Mondays through Fridays) before conducting any PIC 

initial or recurrent qualification training and any PIC initial or recurrent proficiency 

checks required to be conducted under the terms of this grant of exemption. 
 10

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

of exemption, the exemption holder 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. 

21. This grant of exemption pertains to the operation of the WGAC North American P-51, 

N921, certificated in the limited category. 

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

aircraft. 

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. WGAC 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. 

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 your previous exemption, as amended. 

The Effect of Our Decision 

This exemption terminates on May 31, 2014, unless sooner superseded or rescinded. 

Sincerely, 

/s/ 

John M. Allen 

Director, Flight Standards 

 Service