Does anybody have any thoughts on how feasible it would be to re register a Cessna 188 or a Pawnee from Ag restricted to restricted/normal? I have seen many that are both registrations and many that are just ag. My thought is to do banner towing but to also be legal just screwing around. Thanks!

If you have a Commercial, get a single pilot Ag Operating Certificate. Log all time as Ag ops. Training (self, single seat ) qualifies.

For the Ag, you have to make some passes and dump 50 gallons of water.

Not a scam. The FARs, especially Part 137, are fair and simple. It is just your fellow pilots and FAA lawyers who are out to get you.

flyingzebra wrote:Does anybody have any thoughts on how feasible it would be to re register a Cessna 188 or a Pawnee from Ag restricted to restricted/normal? I have seen many that are both registrations and many that are just ag. My thought is to do banner towing but to also be legal just screwing around. Thanks!

It's not a "Registration", it's a difference in Airworthiness certification. A pink airworthiness certificate. Registration remains the same.

Why not call your friendly local Flight Standards District Office? We put a number of aircraft into the Restricted category, then back to Normal.

The Alaska Region policy on carriage of external loads requires issuance of a Restricted category A/W certificate, in addition to your Normal category cert.

I'm betting that the FSDO will order a reissue, if it's required.

MTV

Should be fairly easy, the Ag Pickup, Ag Wagon, and Ag Truck were certified in both Restricted and Normal categories per the aircraft Type Certificate. Only the Ag Husky was certified in the Restricted category only. Would probably require a conformity check for placards, instrument markings, and configuration.. The type certificate specifies certain propellers (constant speed) for Normal category were as Restricted allows a fixed pitch prop also. If I had a particular airplane I was interested in I would spend the $10 to get the FAA airworthiness records CD, which normally has a copy of the original airworthiness certificate from Cessna. I would not trust the data from the FAA registry if you just search by N number because about 10 years ago I had a A185F which had a Standard Airworthiness Certificate/Normal Category in the plane but was listed as Restricted/Forestry on the FAA site because the Colorado Department of Natural Resources had place the aircraft in and out of Restricted to plant fish through a camera hole in the belly. I sent a copy of the Standard Airworthiness Certificate to the FAA registry, they were able to add Normal to their report but stated that they were not able to remove the Restricted and it would show as both. I think that MTV had a good idea with talking to a FSDO maintenance inspector would clear up a lot of questions, just do a little research first so that you know you are getting more than just the opinion of one inspector.

Tim

Thanks for the feedback. I did talk with One of the FSDO folks at the PNW Aviation conference and he basically echoed those thoughts. He also, interestingly said that the paper airworthiness certificate was the most important piece of the puzzle. He basically said that records get behind or lost but if you have a current airworthiness in the aircraft, that reigns supreme.
So, with that all in mind, i will keep looking at PA25's and 188's.