But as soon as that A+P signs off on the install, does it become their responsibility and liability? Are they on the hook for someone else's rebuild/fix?

Chip-

The onus is on the certificated person or CRS to determine that the article is airworthy. This means investigating the provenance of the part, how was it repaired? Were appropriate parts used? Is there a paper trail of the part and any parts and materials used to do the work?

This is no different than what they do for any part or appliance they install. If their source is FAA certified and the paperwork is there, then they are not on the hook for the part. If the part was repaired/overhauled by an uncertified source, they can still approve it as long as they can determine airworthiness. For those situations they are on the hook. In many cases they can't verify airworthiness.

Many A&Ps and IAs won't do it due to the liability.

For a major repair on an engine, you would need to file a Form 337 which requires an IA. Let's say I was competent in overhauling the JT15D (I am not) and held an IA. I could overhaul my own engine or your engine.

With respect to used parts, it is solely up to the discretion of the mechanic installing that said part to determine airworthiness. Usually, a yellow tag with some sort of traceability is sufficient.

Life limited parts are in a totally different basket. They require traceability that proves how many hours/cycles or on that part.

With respect to getting your antiquated autopilot fixed, unless they are a repair station, I believe such a repair would technically be illegal but off the radar.

We're getting confused with different kinds of shops.....A&Ps vs IAs vs Repair Stations. They all can be legit....but operate differently with different requirements.

Yes a Repair Station can operate without IAs and A&Ps....but then they have approved "processes", quality, and training....and documentation.

Or a repair station. A CRS can do a major repair without having to file a 337

True, but a HOT is not a major repair.

In the weird ways of the FAA:

To sign an annual off on a 172, the mechanic needs to be A&P and IA.

To sign off inspections on my jet, the mechanic only needs to be an A&P. A HSI is an inspection.

Mike C.

In the weird ways of the FAA:

To sign an annual off on a 172, the mechanic needs to be A&P and IA.

To sign off inspections on my jet, the mechanic only needs to be an A&P. A HSI is an inspection.

Mike C.

Exactly.....and who can do inspections?

It's all so confusing.

Any A&P can for aircraft that have factory recommended inspections typical for jets, IA not required. In Mikes case his airplane may never require an IA except for major repairs or alterations.

Any A&P can for aircraft that have factory recommended inspections typical for jets, IA not required. In Mikes case his airplane may never require an IA except for major repairs or alterations.

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Hang on, so anything with a phase inspection, rather than an annual, only needs an A&P and not an IA?[/quote]


Yup, provided it is the Manufacturer's approved phase inspection

My thoughts as well....unless we are talking about a 100 hr "inspection" or a condition inspection (EAB)....what does an A&P inspection sign-off look like?....and who is signing off an annual inspection? or the phase inspections? Those are not A&P privileges.

Hang on, so anything with a phase inspection, rather than an annual, only needs an A&P and not an IA?

True, but a HOT is not a major repair.