Tis article takes a look at certain elements of the FAA 8130-3. A copy of the 8130-3 can be seen in the image article and certain blocks or parts will be referred to in this article.
FAA Form 8130-3 – sits under the FAA Code of Regulations Part 21 – Certification Procedures for Products and Articles.
The FAA 8130-3 is used to certify an aircraft part or product is in acceptable condition for safe operation within the United States or one of its global partners in aircraft accountability. More details can be seen below.
The 8130-3 tag started life as an export tag (originally called the FAA Form 186). Primarily used for aircraft, engines and major assemblies. The growth of aftermarket parts (for export) led to the FAA allowing the tag to be used for component parts too.
This was driven first by manufactures wanting to export piece parts for aftermarket and then part distributors who also wanted certifications when exporting (known as the domestic tag). The use of the 8130-3 also helped in differentiating between good and bad parts.
As the 8130-3 tag became more popular, the tag became more important as a traceability support record both domestically and for export.
The most current version of the 8130-3 can be found here: https://www.faa.gov/forms/index.cfm/go/document.information/documentID/186171
1) The form may constitute a statement from the FAA that a new product or article (or part) conforms to its design and is in a condition for safe operation.
2) The form may be used to return to service a used product or article following inspection, maintenance, or alteration. For example, an overhauled or repaired part.
3) The form may be used when exporting products or parts to meet the requirements of bilateral agreements between the United States and other countries. This includes the shipment, not the export, of a prototype product or article to another country. This includes used parts, for example, being imported to the EU from the USA and would therefore need a dual release FAA 8130-3.
4) In all cases, the form is used to promote the identification and traceability of products and parts throughout the global aviation system.
1) FAA Form 8130-3 is not a delivery or shipping document, nor should it be used for administrative purposes between two persons e.g. using as a receipt.
2) FAA Form 8130-3 may not be issued by organizations or individuals other than those approved/authorized by the FAA within the scope of such an approval/authorization.
3) Aircraft are not to be released using FAA Form 8130-3.
4) FAA Form 8130-3 does not constitute approval to install the product or article on a particular aircraft, aircraft engine, or propeller; however, it does assist the end user in determining the airworthiness approval status of a product or article.
5) A mixture of production (new parts) and maintenance-released products (repaired or overhauled parts) is not permitted on the same FAA Form 8130-3.
6) A mixture of products and parts released against approved and non-approved design data is not permitted on the same FAA Form 8130-3.
The FAA 8130-3 is an open downloadable form available on the FAA website and can be filled out anonymously. So, if a fraudulent manufacture was to produce counterfeit parts, it would be easy for the fraudster to fill out an FAA 8130-3 to legitimize these fake parts.
Fortunately, there is great traceability available on the 8130-3. Including, Signature Identifier, organization address, work order numbers and part serial numbers, if forged these can easily be verified.
For example, an Aviation Safety Inspector (ASI) or Production Approval Holder (PAH) are two of a small, qualified group of individuals who can sign the 8130-3. Moreover their approval and authorization number is clearly stated next to their signature/ name in Black 13c of the 8130-3 – this is easily traceable.
As mentioned earlier the 8130-3 is used by global partners in aircraft accountability. This is done through bilateral relations where different countries like the European Union (EASA) and Canada (TCCA) facilitate reciprocal airworthiness certification.
Essentially respecting one another’s aviation standards for safety and reducing the need for duplication of work and streamlining processes. These agreements support the efficient distribution of parts globally.
Both forms serve the same purpose as the 8130-3 and are almost identical with a few subtle differences.
1) EASA Form 1 is always required for components, while the FAA Form 8130-3 is recommended only under FAA rules, when it is for domestic use.
2) The TCCA Form One is required for parts except for standard and commercial parts. Primarily because these parts are manufactured to established industry standards and their compliance is established through traceability to the manufacturer.
The TCCA Form One, or Authorized Release Certificate, is a document used by Transport Canada (TCCA) to certify the airworthiness of aeronautical products, including parts and components, after maintenance or manufacturing, and is recognized by EASA and other international aviation authorities.
The EASA Form 1, or Authorized Release Certificate, is a document used within the European Union Aviation Safety Agency (EASA) framework to certify that a product, part, or component has been manufactured or maintained in accordance with approved design data, ensuring it is airworthy.
If the parts are to be exported the bilateral agreement makes this dual release process straightforward. The FFA authorized organization/ Repair Station would simply “tick the box” in Block 14a “Other regulation specified in block 12”. Then in block 12 there needs to be a statement, for example:
“Certifies that the work specified in block 11/12 was carried out in accordance with EASA part 145 and in respect to that work the product/ article is considered ready for release to service under EASA Part 145 Approval No. EASA 145.XXXX”.
Where the X would be a unique identifier assigned to each approved maintenance/ repair organization.
The CofC is typically used for parts or materials that are not regulated under specific airworthiness certification. However, they still need to meet FAA standards of compliance in manufacturing. Standard hardware, for example, like say a Fastener may only come with an CofC.
Manufacturers of aircraft parts, components, and materials must be FAA-certified if their products are intended for use in aviation. Manufactures are subject to audits from the FAA and must adhere to certain quality systems.
The CofC may include statements like: “Seller certifies that the items (s) on this order were manufactured and inspected with “OEM Name” – FAA Approved Quality System.
I have also seen from a distributor “Where item/s or services/s have been procured from an FAA approved supplier, the seller further confirms, attest or certifies, or has on file, applicable supplier certifications.
I would ask for additional information if possible. Additional information could include; date, signature, batch number, and or serial/ lot numbers. This can all help for any needed traceability. Remember a CofC (unlike an FAA 8130-3) alone is not sufficient for airworthiness certification.
We hope you have enjoyed this refresher article on the well documented FAA 8130-3 airworthiness approval Tag. Please always refer to your respective federal aviation agency for the most up to date information. Standards, Rules and Procedures change.
