UNITED STATES OF AMERICA
DEPARTMENT OF TRANSPORTATION-FEDERAL AVIATION ADMINISTRATION
STANDARD AIRWORTHINESS CERTIFICATE
1 NATIONALITY AND
REGISTRATION MARKS
N12345
2 MANUFACTURER AND MODEL
Douglas DC-6A
3 AIRCRAFT SERIAL
NUMBER
43219
4 CATEGORY
Transport
5 AUTHORITY AND BASIS FOR ISSUANCE
This airworthiness certificate is issued pursuant to the Federal Aviation Act of 1958 and certifies that, as of the date of issuance, the
aircraft to which issued has been inspected and found to conform to the type certificate therefor, to be in condition for safe operation,
and has been shown to meet the requirements of the applicable comprehensive and detailed airworthiness code as provided by Annex 8
to the Convention on International Civil Aviation, except as noted herein.
Exceptions:
None
6 TERMS AND CONDITIONS
Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the Administrator, this airworthiness
certificate is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with
Parts 21, 43, and 91 of the Federal Aviation Regulations, as appropriate, and the aircraft is registered in the United States.
DATE OF ISSUANCE
01/20/00
FAA REPRESENTATIVE
E.R. White E.R. White
DESIGNATION NUMBER
NE-XX
Any iteration, reproduction, or misuse of this certificate may be punishable by a fine not exceeding $1,000 or imprisonment not exceeding 3 years or both.
THIS CERTIFICATE MUST BE DISPLAYED IN THE AIRCRAFT IN ACCORDANCE WITH APPLICABLE FEDERAL AVIATION REGULATIONS.
FAA Form 8100-2 (04-11) Supersedes Previous Edition
Figure 9-9. FAA Form 8100-2, Standard Airworthiness Certificate.
the sale of the aircraft by the manufacturer or a dealer. The
dealer must remove the certificate when the aircraft is sold.
Upon complying with 14 CFR part 47, section 47.31, the
pink copy of the application for an Aircraft Registration
Application, Aeronautical Center (AC) Form 8050-1,
provides authorization to operate an unregistered aircraft
for a period not to exceed 90 days. Since the aircraft is
unregistered, it cannot be operated outside of the United
States until a permanent Certificate of Aircraft Registration
is received and placed in the aircraft.
The FAA does not issue any certificate of ownership or
endorse any information with respect to ownership on a
Certificate of Aircraft Registration.
NOTE: For additional information concerning the Aircraft
Registration Application or the Aircraft Bill of Sale, contact
the nearest FAA Flight Standards District Office (FSDO).
Airworthiness Certificate
An Airworthiness Certificate is issued by a representative of
the FAA after the aircraft has been inspected, is found to meet
the requirements of 14 CFR part 21, and is in condition for safe
operation. The Airworthiness Certificate must be displayed in
the aircraft so it is legible to the passengers and crew whenever
it is operated. The Airworthiness Certificate must remain with
the aircraft unless it is sold to a foreign purchaser.
A Standard Airworthiness Certificate is issued for aircraft
type certificated in the normal, utility, acrobatic, commuter,
transport categories, and manned free balloons. Figure 9-9
illustrates a Standard Airworthiness Certificate, and an
explanation of each item in the certificate follows.
1. Nationality and Registration Marks. The “N”
indicates the aircraft is registered in the United States.
Registration marks consist of a series of up to five
numbers or numbers and letters. In this case, N2631A
is the registration number assigned to this aircraft.
2. Manufacturer and Model. Indicates the manufacturer,
make, and model of the aircraft.
3. Aircraft Serial Number. Indicates the manufacturer’s
serial number assigned to the aircraft, as noted on the
aircraft data plate.
4. Category. Indicates the category in which the aircraft
must be operated. In this case, it must be operated
in accordance with the limitations specified for the
“NORMAL” category.
5. Authority and Basis for Issuance. Indicates the aircraft
conforms to its type certificate and is considered in
condition for safe operation at the time of inspection
and issuance of the certificate. Any exemptions from
the applicable airworthiness standards are briefly
noted here and the exemption number given. The word
“NONE” is entered if no exemption exists.
6. Terms and Conditions . Indicates the Airworthiness
Certificate is in effect indefinitely if the aircraft is
maintained in accordance with 14 CFR parts 21, 43, and
91, and the aircraft is registered in the United States.
Also included are the date the certificate was issued and the
signature and office identification of the FAA representative.
A Standard Airworthiness Certificate remains in effect
if the aircraft receives the required maintenance and is
properly registered in the United States. Flight safety relies
in part on the condition of the aircraft, which is determined
by inspections performed by mechanics, approved repair
stations, or manufacturers that meet specific requirements
of 14 CFR part 43.
A Special Airworthiness Certificate is issued for all aircraft
certificated in other than the Standard classifications, such
as Experimental, Restricted, Limited, Provisional, and
Light-Sport Aircraft (LSA). LSA receive a pink special
airworthiness certificate; however, there are exceptions.
For example, the Piper Cub is in the LSA category, but it
was certificated as a normal aircraft during its manufacture.
When purchasing an aircraft classified as other than Standard,
it is recommended that the local FSDO be contacted for an
explanation of the pertinent airworthiness requirements and
the limitations of such a certificate.
Aircraft Maintenance
Maintenance is defined as the preservation, inspection,
overhaul, and repair of an aircraft, including the replacement
of parts. Regular and proper maintenance ensures that
an aircraft meets an acceptable standard of airworthiness
throughout its operational life.
Although maintenance requirements vary for different
types of aircraft, experience shows that aircraft need some
type of preventive maintenance every 25 hours of flying
time or less and minor maintenance at least every 100
hours. This is influenced by the kind of operation, climatic
conditions, storage facilities, age, and construction of the
aircraft. Manufacturers supply maintenance manuals, parts
catalogs, and other service information that should be used
in maintaining the aircraft.
Aircraft Inspections
Under 14 CFR part 91, the primary responsibility for
maintaining an aircraft in an airworthy condition falls on the
owner or operator of the aircraft. Certain inspections must be
performed on the aircraft, and the owner must maintain the
airworthiness of the aircraft during the time between required
inspections by having any defects corrected.
Under 14 CFR, part 91, subpart E, all civil aircraft are
required to be inspected at specific intervals to determine
the overall condition. The interval depends upon the type
of operations in which the aircraft is engaged. All aircraft
need to be inspected at least once every 12 calendar months,
while inspection is required for others after every 100 hours
of operation. Some aircraft are inspected in accordance with
an inspection system set up to provide for total inspection
of the aircraft on the basis of calendar time, time in service,
number of system operations, or any combination of these.
All inspections should follow the current manufacturer’s
maintenance manual, including the Instructions for
Continued Airworthiness concerning inspection intervals,
parts replacement, and life-limited items as applicable to
the aircraft.
Annual Inspection
Any reciprocating engine or single-engine turbojet/
turbopropeller-powered small aircraft (weighing 12,500
pounds or less) flown for business or pleasure and not
flown for compensation or hire is required to be inspected
at least annually. The inspection shall be performed by a
certificated airframe and powerplant (A&P) mechanic who
holds an inspection authorization (IA) by the manufacturer
of the aircraft or by a certificated and appropriately rated
repair station. The aircraft may not be operated unless the
annual inspection has been performed within the preceding
12 calendar months. A period of 12 calendar months extends
from any day of a month to the last day of the same month the
following year. An aircraft overdue for an annual inspection
may be operated under a Special Flight Permit issued by
the FAA for the purpose of flying the aircraft to a location
where the annual inspection can be performed. However, all
applicable ADs that are due must be complied with before
the flight.
100-Hour Inspection
All aircraft under 12,500 pounds (except turbojet/
turbopropeller-powered multi-engine airplanes and turbine
powered rotorcraft), used to carry passengers for hire, must
receive a 100-hour inspection within the preceding 100 hours
of time in service and must be approved for return to service.
Additionally, an aircraft used for flight instruction for hire,
when provided by the person giving the flight instruction,
must also have received a 100-hour inspection. This inspection
must be performed by an FAA-certificated A&P mechanic,
an appropriately rated FAA-certificated repair station, or
by the aircraft manufacturer. An annual inspection, or an
inspection for the issuance of an Airworthiness Certificate,
may be substituted for a required 100-hour inspection. The
100-hour limitation may be exceeded by no more than 10
An expiration date for replacing (or recharging) the battery
must be legibly marked on the outside of the transmitter
and entered in the aircraft maintenance record. This does
not apply to batteries that are essentially unaffected during
storage intervals, such as water-activated batteries.
Preflight Inspections
The preflight inspection is a thorough and systematic means
by which a pilot determines if an aircraft is airworthy and in
condition for safe operation. POHs and owner/information
manuals contain a section devoted to a systematic method
of performing a preflight inspection.
Minimum Equipment Lists (MEL) and
Operations With Inoperative Equipment
Under 14 CFR, all aircraft instruments and installed equipment
are required to be operative prior to each departure. When the
FAA adopted the minimum equipment list (MEL) concept for
14 CFR part 91 operations, it allowed aircraft to be operated
with inoperative equipment determined to be nonessential for
safe flight. At the same time, it allowed part 91 operators,
without an MEL, to defer repairs on nonessential equipment
within the guidelines of part 91.
The FAA has two acceptable methods of deferring
maintenance on small rotorcraft, non-turbine powered
airplanes, gliders, or lighter-than-air aircraft operated under
part 91. They are the deferral provision of 14 CFR, part 91,
section 91.213(d) and an FAA-approved MEL.
The deferral provision of 14 CFR, part 91, section 91.213(d)
is widely used by most pilot/operators. Its popularity is due
to simplicity and minimal paperwork. When inoperative
equipment is found during a preflight inspection or prior to
departure, the decision should be to cancel the flight, obtain
maintenance prior to flight, or to defer the item or equipment.
Maintenance deferrals are not used for inflight discrepancies.
The manufacturer’s AFM/POH procedures are to be used in
those situations. The discussion that follows assumes that
the pilot wishes to defer maintenance that would ordinarily
be required prior to flight.
Using the deferral provision of 14 CFR, part 91, section
91.213(d), the pilot determines whether the inoperative
equipment is required by type design, 14 CFR, or ADs. If
the inoperative item is not required, and the aircraft can be
safely operated without it, the deferral may be made. The
inoperative item shall be deactivated or removed and an
INOPERATIVE placard placed near the appropriate switch,
control, or indicator. If deactivation or removal involves
hours for the purpose of traveling to a location at which the
required inspection can be performed. Any excess time used
for this purpose must be included in computing the next 100
hours of time in service.
Other Inspection Programs
The annual and 100-hour inspection requirements do not
apply to large (over 12,500 pounds) airplanes, turbojets, or
turbopropeller-powered multi-engine airplanes or to aircraft
for which the owner complies with a progressive inspection
program. Details of these requirements may be determined
by referencing 14 CFR, part 43, section 43.11 and 14 CFR
part 91, subpart E, or by inquiring at a local FSDO.
Altimeter System Inspection
Under 14 CFR, part 91, section 91.411, requires that the
altimeter, encoding altimeter, and related system must be
tested and inspected within the 24 months prior to operating in
controlled airspace under instrument flight rules (IFR). This
applies to all aircraft being operated in controlled airspace.
Transponder Inspection
Title 14 CFR, part 91, section 91.413, requires that before
a transponder can be used under 14 CFR, part 91, section
91.215(a), it shall be tested and inspected within the 24
months prior to operation of the aircraft regardless of airspace
restrictions.
Emergency Locator Transmitter
An emergency locator transmitter (ELT) is required by 14
CFR, part 91, section 91.207, and must be inspected within
12 calendar months after the last inspection for the following:
• Proper installation
• Battery corrosion
• Operation of the controls and crash sensor
• The presence of a sufficient signal radiated from its
antenna
The ELT must be attached to the airplane in such a manner
that the probability of damage to the transmitter in the event
of crash impact is minimized. Fixed and deployable automatic
type transmitters must be attached to the airplane as far aft
as practicable. Batteries used in the ELTs must be replaced
(or recharged, if the batteries are rechargeable):
• When the transmitter has been in use for more than 1
cumulative hour
• When 50 percent of the battery useful life or, for
rechargeable batteries, 50 percent of useful life of the
charge has expired