Part 145
 

Part 145.

Most aircraft mechanics know what that is.
Some pilots know what it is.

But let me tell you what it is to me.

It's a process that I started in October 2004.
A process that took 29 months, countless meetings and inspections, and over $20,000 in professional services and developmental costs.

And it's a process that finally came to a happy ending on Friday.


On Friday the 13th, I drove halfway across the state to the FAA / South Carolina Flight Standard District Office and signed a stack of paperwork, shook some hands, and received my company's FAA certification as an approved aircraft component repair station.


The path to get here has been long and arduous. I am at a loss for words to express how happy I am to receive the certificate, and yet it is almost a non-event for me after this much effort. I guess I'm just glad the certification process is finally over.


Now I just have to make it worthwhile.



And as a point of clarification, for those who google the term "Become a Certificated 14 CFR Part 145 Repair Station"... The process is a LOT more involving than the description would lead you to believe! Plus, the process can vary from district to district, and can vary based on your personal background and your history with any other FAA ops.

YMMV.

Oh... and the next hurdles are AS9100 and EASA certification.

:rolleyes:

So, for those of us that have absolutely no idea what you are talking about...what is Part 145?

Perhaps the FAA should just give out these certifications to anybody who pays the fee. Pretty silly that there should be all these inspections and certifications. After all, they're just airplanes.

Congratulations!

Remember the simple rule: If the weight of the paperwork isn't equal to the BEW of the airplane, it's not cleared for takeoff.

The market would handle an unsafe airline. The airline won't have paying customers if their planes keep crashing, therefore an unsafe airline would be eliminated by market forces.

You're not familiar with "rare event" statistics, are you?

Congrats! Having the 145 cert is a big step forwards.

A very good friend of mine is a FAA inspector. He was at the house recently (burned some steak) and were talking about our work. Biggest thing that he sees are paperwork issues and not staying up to date.

Just keep your paperwork and records in order, and have the manuals for everything you are doing. Its not difficult to the the licensing but keeping it whilst working can be a hassle.

Good luck and hope you make a lot of money!

What kind of work are you going to be doing?

Prior to hanging my own sign in 2004, I was the DOM at another Part 145 facility. After working there for years, that other facility was closing following the death of the owner. I started my facility by purchasing a large portion of their assets.

For the most part, the work they did and the work I do are the same. My primary customer is DoD, and I will not get into too many specifics regarding platforms or functions for obvious reasons. Work we currently do includes:

Hydraulic component repair
-pumps
-accumulators
-valves
-actuators

Avionic component repair
-antennas
-nav indicators
-"something with lots of switches"

Composite repair
-radomes
-fairings

And a few miscellaneous items here and there.


As for the 145 ticket, we have started small and simple with a rating of "limited accessory".

"Limited" means I can only service accessory components that are specifically listed on my opspec, but that I can add components to the list as we need. For a small shop like us, this is much simpler than trying to secure a blanket rating.

My initial opspec capability list has only two items: an avionics bay cooling assembly and an item called "Aux Flight Control Unit". But I have a meeting scheduled later this week that should get the ball rolling a little faster now.

I've been looking for a good website that gives in inciteful explaination for you... but have not found one.

"Part 145" refers to the section of federal law that governs the shop and operations. Code of Federal Regulations, Title 14, Volume I, Part 145. LINK

For lack of a better description, it's an FAA Certified repair shop for broken airplane stuff.

Maybe Tim or Joe can add in some info that explains it better.

Thanks, that gives me some idea.

While I could have rattled off what it meant prior to taking my AP tests or later when taking my IA test, without looking it up, I can only say that some parts are not rebuildable in the field by AP mechanics and must be sent to FAA authorized repair stations to be repaired by technicians under the employ of the repair station (avionics, instruments, fuel pumps etc.)

Likewise, major alterations that typically require the execution of a 337 form by an IA, often can be done by repair stations without the need for an IA's involvement.

Good for you! Professional certifications are almost always worthwhile. You study, work hard, do the paperwork and you hopefully get rewarded. Unlike being called one of the lucky sperms.

Excellent - congratulations!!
Jim

I don't know how I feel about that statement. While it makes absolute sense I don't think I'd want to rely on "market forces" for something like making sure the tin can I'm in which is hurtling along at 30,000 feet is safe.

Reminds me of Archie Bunkers solution to hijackers. It was simple, "give everyone that gets on the plane a gun". It makes perfect sense but is not something that I think I'd advocate.

Congrats from someone that DOES know what that is, and what it takes to get and maintain that certification.

You should be proud!

Michael.

Adding to what Tim said, I am a licensed aircraft mechanic. I can do a lot of things but once it gets to a certain level I have to stop and send the parts in for someone else, like Cash, to do the repair or overhaul.

Case in point is a plain jane compass. If its low on fluid legally I cannot even put fluid inside. This has to be done by a repair station. Yes its stupid but its the rules. The repair station (Cash) has to prove to the FAA that they have the expertise, parts, tools and manuals to preform the desired maintenance.

As well at a 145 station not everyone has to be licensed. The workers can sign off a repair tag (yellow "serviceable" tag) themselves even though they are not a licensed mechanic. They are using the repair stations authority to do something, but they have to be supervised by someone who has the authority.

Was a DOM for an airline and repair station years ago. Still miss working with birds and parts at times.

Keep up the good work!

Joe

was I supposed to use green text??!!?! :p