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(FSDO), or the Experimental Aircraft Association
(EAA) for assistance. Chapter 6 discusses light-sport
aircraft in greater detail. AFS-610 contact information is in the FAA Contact Information appendix on
pages A1–A2 of this handbook.
Amateur-Built Aircraft
There are several unique considerations when
purchasing an amateur-built aircraft. The pros-
pective buyer is advised to have someone familiar
with the type of aircraft check the aircraft of interest
for workmanship, general construction integrity,
and compliance with the applicable 14 CFR parts.
You can contact your local FAA Manufacturing
Inspection District Office (MIDO) or FSDO to speak
with an FAA aviation safety inspector (ASI) who
can explain the requirements for experimental
certification.
2
2-5
Chapter 2: Buying an Aircraft
Things to consider when buying an amateur-built
aircraft:
• Examine the Special Airworthiness Certificate
and its operating limitations. This certificate is
used for all aircraft that fall under experimental
status and states for what purpose it was issued.
The operating limitations specify any operating
restrictions that may apply to the aircraft.
• Check the aircraft maintenance records of
the airframe, engine, propeller, and accessories.
Under 14 CFR part 91, sections 91.305 and
91.319(b), all initial flight operations of experimental aircraft may be limited to an assigned
flight test area. This is called Phase I. The
aircraft is flown in this designated area until it
is shown to be controllable throughout its normal
range of speeds and all maneuvers to be executed,
and that it has not displayed any hazardous
operating characteristics or design features.
The required flight time may vary for each
type of aircraft and is covered in the operating
limitations.
• After the flight time requirements are met, the
owner/operator endorses the aircraft logbook
with a statement certifying that the prescribed
flight hours are completed and the aircraft
complies with 14 CFR part 91, section 91.319(b).
Phase I records are retained for the life of the
aircraft.
• In Phase II, the FAA may prescribe Operating
Limitations for an unlimited duration,
as appropriate.
• Before taking delivery of the aircraft, make
a final pre-purchase inspection. Ensure that
the Special Airworthiness Certificate, Operating
Limitations, Aircraft Data Plate, Weight and
Balance data, Aircraft Maintenance Records,
and any other required documents are with the
aircraft. If the Special Airworthiness Certificate,
Operating Limitations, and Aircraft Data Plate
are surrendered to the FAA by the original
builder, you may not be able to recertificate the
aircraft because you are not the builder.
• Amateur-built aircraft require a condition in-
spection within the previous 12 calendar months.
This inspection requirement and those who are
eligible to work on the aircraft are addressed
in the Operating Limitations of that particular
aircraft.
military surplus Aircraft
Certain surplus military aircraft are not eligible for
FAA certification in the STANDARD, RESTRICTED,
or LIMITED classifications. The FAA, in cooperation
with the Department of Defense (DOD), normally
performs preliminary “screening” inspections on
surplus military aircraft to determine the civil certification potential of the aircraft. For aircraft eligible
for potential certification, you must “show” the FAA
that your aircraft conforms to the FAA-approved
type design (type certificate), and that the aircraft is
in a condition for safe operation (airworthy). This
means you are required to provide the technical
data necessary to support this showing.
For example, certain military surplus aircraft may
be eligible for certification in the RESTRICTED
category and modified for special purpose operations.
Military-derived RESTRICTED category aircraft may
be manufactured in the United States or in a foreign
country, but military surplus aircraft must be surplus
of the U.S. Armed Forces. The FAA bases its certification on the operation and maintenance of the aircraft including review of the service life of the aircraft
and any modifications.
When an aircraft has been modified by the military, you
must either return the aircraft to the originally approved
civil configuration, or obtain FAA design approval for
the military modification. This is accomplished through
the STC process. The STC process is also necessary
for modifications to the aircraft for a special purpose
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