# Lost Operating Limitations

### Help Support Homebuilt Aircraft & Kit Plane Forum:

#### 964SS

##### Well-Known Member
Supporting Member
I did something incredibly stupid. While doing my owner assisted condition inspection on my Pitts I pulled out the operating limitations to review and verify. Well I put them on my desk and started cleaning up for the night. I put a pile of papers on my desk to be thrown out. Guess what went into the trash and away with the garbage?!?!?
How painful of a process is it to get a new set? This plane was built in 1982. There is the log entry from the DAR and documentation of the flight testing?
Another reason I was reviewing them is because I am making a major change. New Catto 3 blade prop to replace the Sensenich metal 2 blade.

Thanks

#### Kyle Boatright

##### Well-Known Member
Supporting Member
The FSDO should be able to provide you with a copy of the original op limits. An e-mail or phone call is in order.

#### 964SS

##### Well-Known Member
Supporting Member
The FSDO should be able to provide you with a copy of the original op limits. An e-mail or phone call is in order.
Will my local FSDO have it or where it was originally issued?

#### Kyle Boatright

##### Well-Known Member
Supporting Member
Will my local FSDO have it or where it was originally issued?

#### Deuelly

##### Well-Known Member
Your local FSDO should be able to access the aircraft records and provide you with a copy of the OpLims.

Brandon

#### TerryM76

##### Well-Known Member
Supporting Member
I did something incredibly stupid. While doing my owner assisted condition inspection on my Pitts I pulled out the operating limitations to review and verify. Well I put them on my desk and started cleaning up for the night. I put a pile of papers on my desk to be thrown out. Guess what went into the trash and away with the garbage?!?!?
How painful of a process is it to get a new set? This plane was built in 1982. There is the log entry from the DAR and documentation of the flight testing?
Another reason I was reviewing them is because I am making a major change. New Catto 3 blade prop to replace the Sensenich metal 2 blade.

Thanks

#### Brünner

##### Well-Known Member
Always a good idea to make a digital copy of every important paper/doc/etc.

#### TFF

##### Well-Known Member
The disk is nice to have.

#### Spezioman

##### Member
My experience was this. The engine, IO320B1A, on my Acroduster 2 went south. I aquired a O290G which I converted to a O320, added Bendix FI etc ending up with what I called a O290/IO320 frankengine. I was told by the Baltimore FSDO that the install of another IO320 was NOT a major change. BUT that my intent to go from a metal propeller to wood was a major change. Therefore I was issued a new AWC and new Op. Limit(with 5 hours phase 1). No choice, new everything for a "major" change/new propeller. Didn't matter in my case. Original AWC/op limits were issued in 2015 and new ones were almost the same..

I do agree that if you have old unrestrictive op limits it would be nice to keep them but I suspect that the new prop(major change) will get you new everything. The local FSDO's are "supposed" to be playing to the same music as told by hopa-hopa city......

YMMV

Jack

Last edited:

#### TFF

##### Well-Known Member
Jack, run away back to the Biplane forum fast as you can. It’s not safe here.

#### Dana

##### Super Moderator
Staff member
This is from a Kitplanes article I wrote a couple of years ago:

The experimental operating limitations originally issued for my plane said, “Any major modification to this aircraft as defined by FAR 21.93 invalidates the special airworthiness certificate.” Part 21.93, in the FAA’s typically backward language states that “a ‘minor change’ is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product. All other changes are ‘major changes’”. A propeller change could certainly have an “appreciable effect” on the operational characteristics of the aircraft! However, the standard template used for new operating limitations today uses different language: “After incorporating a major changed as described in 21.93, the aircraft owner is required to reestablish compliance with 91.319(b) and notify the geographically responsible FSDO of the location of the proposed test area…The aircraft must remain in flight test for a minimum of 5 hours. Following satisfactory completion of the required number of flight hours in the flight test area, the pilot must certify in the records that the aircraft has been shown to comply…”
I had already applied for and received a new airworthiness certificate and updated operating limitations a few months earlier, partly in anticipation of the propeller change but also to return the plane to the phase 1 test period to make aerobatics legal (during phase 2, only those aerobatic maneuvers that were logged during phase 1 may be performed, and the original builder never did so). The new limitations also specified a new test area around my own home field, since the builder had lived in a different state. I completed the aerobatics testing earlier in the year; for the prop change I only had to notify the FAA of the change and receive their concurrence on the [same] test area.​