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FAA 8130-3 on EASA planes

Hello,
anybody know how parts with an 8130-3 can be legally installed on EASA planes? I have a hard to find part and all I can get is a part with a 8130-3 “repaired”…

www.ing-golze.de
EDAZ

This info, which I believe was current in 2010, is worth a quick read.

I think the current position is that, for an EASA-reg plane, an 8130-3 is good for a new part * but any “used” part (and that includes an item you owned since new but had repaired!) needs an EASA-1 form.

* Certain UK firms have gold plated the above by requiring the 8130-3 has to be issued by the manufacturer of the item. Normally that would be the case for a new item of course, because any manufacturer will be an FAA 145 company (which is a requirement for an 8130-3 issue).

Any corrections appreciated, as always…

Many of the bigger US firms are EASA approved and they can issue an 8130-3 with the EASA approval number in Box 13. Such an 8130-3 is equivalent to an EASA-1 form.

all I can get is a part with a 8130-3 “repaired”…

AFAIK no, unless you do it “off the books” which is possible only if there is no serial number (a hair dryer is normally used in these cases as it softens the adhesive)

This may also be interesting.

Administrator
Shoreham EGKA, United Kingdom
JP-Avionics
EHMZ

Peter wrote:

I think the current position is that, for an EASA-reg plane, an 8130-3 is good for a new part * but any “used” part (and that includes an item you owned since new but had repaired!) needs an EASA-1 form.

Peter wrote:

Any corrections appreciated, as always…

Peter – the first part of your statement is correct. The second part less so. An 8130-3 is indeed good for a new part.

For an overhauled part you have at least three potential options:

1. The overhauled part is by an FAA overhauler who has chosen to become EASA approved as well. The language in the industry is that you will get a “dual release” 8130-3
2. There is a process by which an EASA maintenance firm themselves may issue the Form 1 based on a single release 8130-3 from an FAA repair station who has not chosen to become EASA approved. I’m sure I have written up this procedure somewhere on this forum in the past. There are some limitations to this process. I have used it and would describe it as rock solid for parts without serial numbers. I used it to access the services of a specialist welding firm to repair the main gear leg of my G-reg PA-30
3. A third option for ELA 1 and 2 only is for the aircraft owner to approve the fitment of the part without a Form 1. There are again limitations. I have used this process as well recently. It is newer, coming into law in about 2013.

There may be other options. I know EASA is working on a task to explore the elimination of the Form 1. In the meantime, I’d propose hairdryer companies as an investment tip.

3. A third option for ELA 1 and 2 only is for the aircraft owner to approve the fitment of the part without a Form 1. There are again limitations. I have used this process as well recently. It is newer, coming into law in about 2013.

Very interesting, do you have any leads where I can read the detailed rules?

www.ing-golze.de
EDAZ
JP-Avionics
EHMZ

Jesse, thank you for the perfect link. Unfortunately that will not work for my part as it is a landing gear part :-(

2. There is a process by which an EASA maintenance firm themselves may issue the Form 1 based on a single release 8130-3 from an FAA repair station who has not chosen to become EASA approved.

Using the search function I found this thread but unfortunately the reason I am looking in the US is that there is simply no EU company which is certified to carry out the work. Finally buying a brand new part would be the last alternative but it is very expensive and they can not deliver any time soon.

www.ing-golze.de
EDAZ

Maybe file a custom maintenance programm which says “All installed parts must be certified by a Form 1 or form 8130-3” and hope the person with the stamp does not get the catch ;-)

www.ing-golze.de
EDAZ

If the part is not traced by serial number in the maintenance documents (like engine, propeller, etc.) … just do it! That’s at least how it generally works in this business.

The part was never changed, the mechanic never did the work, etc.

Jesse, thank you for the perfect link. Unfortunately that will not work for my part as it is a landing gear part :-(

Why not?

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