Adam wrote- >Yes, you may as long as you change your operating limitations to allow it.
This is something else that we’ll be covering in the forum. John Bouyea recently went through this with the Hillsboro (Oregon) FSDO and he’ll be describing his experience with the procedure to do this. As we know, both the experimental airworthiness certificate and the airplane’s operating limitations issue from the FAA. We are able to work with whoever the FAA assigns to handle that issuance, as John will describe from his experience with the FSDO. If we’re registering and having our airplanes inspected for airworthiness for the first time since completion of the build, the main operating limitation that we’re likely to discuss with the FAA person is the flight test area to be used for Phase I flight tests. However, a fresh review of that limitation should also occur when an E-AB airplane changes hands and is relocated to a different geographic area. As an example, my KR’s current operating limitations are based on where it was originally built (Missouri), and that’s completely unworkable now that the plane is here in southern Oregon. Since I’m making significant modifications and upgrades to it in the restoration, I’ll be returning the plane to Phase I testing when it’s ready for operation again and I’ll need to have a new flight test area reviewed and approved in new operating limitations by the FAA before I can commence that testing. And as a reminder, the ‘O’ in the mnemonic AROW (telling us which documents are required to be aboard the aircraft during operation) stands for Operating Limitations. The others are Airworthiness Certificate, Registration, and Weight & Balance. Make sure all of those are aboard and current when you fly. Oscar Zuniga Medford, OR KR 1.5 N335KC, “Sunbeam”, in restoration
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