EASA FORM 1 and 8130-3 - EASA Pt 21 Subpart G POA - FAA

[Matrix45]

Scenario:

We are a EASA Pt 21 Subpart G Production Organisation Approval (POA) and release our components to the Middle East using a the EASA Form 1. Some of these components now need repair but we are not a EASA Part 145 organisation. We have found an organisation that can repair and release the parts on a 8130-3 form. Would this be acceptable or would we need to notify the Customer that he will receive a 8130-3 release instead of an EASA Form 1.

 

[Coury Ferguson]

Re: EASA FORM 1 and 8130-3

I have moved this post since I believe we are talking about FAA requirements.

If not, let any of the Moderators know and they will move it back. You can either PM one or use the "Report Post" button.

 

[errhine]

Re: EASA FORM 1 and 8130-3

If the FAA 145 is also EASA certified then they can issue a dual release 8130. This dual release is equivalent to a form 1. You can also require that the 145 issue a Form 1 instead of the 8130.

 

[andygr]

Re: EASA FORM 1 and 8130-3

For those on this side of the pond there are no bilaterials other than Israel and so the FAA form signed as part 21 or 145 has not real legal basis ( though it may be contractualy required). Not sure how EASA covers the equilivant of Bilaterials.
Here is the FAA link
http://www.faa.gov/aircraft/air_cert/international/bilateral_agreements/baa_basa_listing/

 

[kiwisfly]

I see this is an old post but thought I would clarify one point. There is bilateral agreement between FAA and EASA for Form 1 and 8130 for manufacturer's only, not 145 organisations. So if repair of the part is being fitted to an aircraft on the EASA register, then it needs to be maintained by a EASA 145 organisation. Third countries (eg Australia or Singapore) will accept either depending on where the MRO is based, eg if based in the US then 8130 is accepted, if based in EASA member state then Form 1 is accepted, if in third country, then only form from aircraft where aircraft is registered in accepted. Confused yet ???

Cheers,

 

[mcc253]

Hi,

I've seen this very interesting Thread and I have one doubt which I think here I will get an explanation.

My doubt is this one:
- Recently I've bought in USA a Bendix KX radio com/nav with a Vor/GS indicator, both for a very good price, but without a FAA form 8130-03 or Easa Form 1. I bring it to Europe (I live in EU) and I want to install it in my Cessna 152. I know that without a Easa Form 1 certificate I can't do it.
Does anybody know if I will go with this radio and indicator to a Certified Avionics Technician, and if the radio pass the tests, can he issue a Easa Form 1 certificate which allow me to install this units in my airplane?

Thanks a lot!

 

[kiwisfly]

Hi mcc253,
What you need to do is pass the equipment through a 145 repair station that has repair capability for the equipment. Only an approved repair station (or OEM) can attach the EASA Form 1. If your technician is part of the repair station then he can.

I assume that you are replacing existing equipment on the 152??

Cheers,

 

[mcc253]

Hi Kiwisfly!

Thanks a lot for your answer! In fact the Cessna have just one radio and I want to add one more (this one I've bought).

Do you know some 145 Repair station in Europe who can do that job?

Thanks a lot once more

 

[Angelika]

Hi Kiwisfly!

Thanks a lot for your answer! In fact the Cessna have just one radio and I want to add one more (this one I've bought).

Do you know some 145 Repair station in Europe who can do that job?

Thanks a lot once more

Hi mcc253,

if your Cessna is registered in one of the EASA member states, you require a design change i.a.w. Part 21 to obtain the approved design data. Otherwise neither the radio nor its installation to the aircraft can be released.

Even if an FAA 8130-3 or an EASA Form 1 was available for the equipment, you would require a design change. No equipment may be installed in any aircraft if it is not part of any TC, STC or minor change approval.

Regards,
Angelika