I just had to update this due to changes in the links below. Don’t you hate it when that happens? 11/29/05

So, you meet your DAR for the first time. You render the customary obeisance while the loudspeakers wail ‘Hail to the Chief.’ You then lead the DAR to the coffee service with the obligatory donuts. You ask if the DAR has lost weight? You give all your company’s marketing freebies that you can stuff into a bag, and only then do you lead him to the inspection area where you are expected to hang onto every spoken word as if your life depended on it. There. You get your 8130-3. That was not so hard was it?

OK I’ll get serious. Here’s a primer.

What’s a DAR? A DAR is a Designated Airworthiness Representative. The FAA can designate certain private individuals to perform FAA functions on its behalf. When a DAR performs, he/she is literally performing on behalf of the FAA, but as a private individual can charge for the service. As the acronym implies, DARs make certain determinations of Airworthiness in accordance with their authorizations. This is no small responsibility, and is the primary reason for the serious character of most DARs. There are two types of DARs: Manufacturing and Maintenance DARs. When a product has left the manufacturing environment and is now in the ‘field’, the Maintenance DAR gets the call. DARs can only perform work for which they are authorized. Such authorization is granted by means of “Function Codes”. Becoming a DAR is no easy process. As you can imagine, the FAA is pretty picky about who they let represent them! Further, you don’t have a ‘right’ to become a DAR; there must first be an expressed need for such services. This means that even if you are 100% qualified for the designation, the FAA does not have to give it to you. Compare this to an applicant for an A&P or Pilot certificate. If they qualify and pass all the tests, the FAA must grant them a certificate; not so DAR applicants. In addition to a lengthy list of qualifications, DARs must also attend mandatory training every two years, and be subject to FAA oversight periodically.

Can I get an 8130-3 for my customer? Here’s some basics: First determine if you need an Export, or a Domestic 8130-3. As you might imagine, export 8130-3s are for products that are being shipped abroad, and domestic 8130-3s are for domestic customers. Your next question is whether the part is eligible or not.

Export 8130-3’s: Typically, you’ll either have a part with just a certificate of conformity or equivalent from a manufacturer, or the manufacturer provided an 8130-3, but your customer expressly required an export 8130-3 on their purchase order. You’ll need to inform your DAR which country the part destined for. The DAR must consult his own library of documents to assure that the importing requirements, if any, of the destined country have been met. Expect the DAR not only to give you an 8130-3, but he’ll ask you to sign part II of FAA Form 8130-1, ‘Application for Approval of Aeronautical parts.’ He sends the 8130-1 to his FAA PMI, you get the 8130-3.

Domestic 8130-3’s: Typically, you’ll likely have a part with just a certificate of conformity or equivalent from a manufacturer, and your customer has expressly requested an 8130-3 on their purchase order. To get such an 8130-3, you must be an accredited distributor. Distributors become accredited in accordance with the FAA’s Advisory Circular 00-56. The ability to create domestic 8130-3s in this manor has only recently been granted by the FAA in the last three years, and has most recently been formally adopted into the FAA Order 8130-21C, change 2. But that’s too much information. Suffice it to say that if you’re not accredited as mentioned, don’t call a DAR for a Domestic 8130-3

Is the part eligible? I can get into a lot of detail about class II and class III parts which would take up a lot of space here. The most common call I get is whether I’ll look at a certain part. A call to your DAR before inviting him over will save you both a lot of wasted time. Your DAR will inspect the part to determine the following:

• Is the part airworthy and in its original condition since it left the manufacturer? A visual and documentation review
• Is the part traceable to a Production Approval Holder, that is, someone who holds a Type certificate with a Production Certificate, or PMA, or TSOA, or APIS
• Was the part made in the USA? This is interesting. Airbus holds a US Type Certificate for the aircraft it manufacturers, but trace to Airbus means the parts were not manufactured in the US; not eligible. On the other hand, you may have documented trace to a US PAH such as Pratt & Whitney, but the Cage Code on the part shows it was manufactured in Canada. This is acceptable because in this case the trace is to a US PAH. Confused yet? Don’t worry, ask your DAR
• For exports he’ll have to look at his own documentation to determine the part meets the requirements of the importing country.

How do I find a DAR? The fastest way is call you local FAA FSDO (Flight Standards District Office) and ask them which DARs in your area can issue 8130-3s. A nifty link to the FAA’s listing of FSDOs follows:

http://www.faa.gov/about/office_org/field_offices/fsdo/ 

Alternatively, if you’re feeling frisky, you can access the FAA’s list of DARs at:

http://www.faa.gov/other_visit/aviation_industry/designees_delegations/find_designees/ 

This is a listing of various types of designees by state (click on the DAR link) . Find your state and then look for Maintenance DARs. This list is more problematic since you’d have to know which function codes apply. But again, a call to the listed DAR will tell you their eligibility. I still recommend a call to your FSDO first.

• There are numerous FAA Guidance twists and turns to the basic information presented here. To keep this blog simple I’ve omitted them—call your DAR or FSDO for more info
• DARs charge for their services. Such charges vary widely according to the DAR. If you expect a volume of work, try negotiating a price.
• It’s customary to pass on the cost of the DAR service to your customer, or built it in to the price you quote. You are not required to do so. This is up to you