You're scrolling through online listings and you find it—a Cessna 172 part at half the normal price. Your heart does a little jump. What a deal! But before you click "buy now," you need to know something important. That part might look perfect in the photos. It might seem like it came straight from the factory. But here's the catch: looking good and being legal to install are two completely different things.

Here's a fact that might surprise you: the FAA estimates that around 520,000 counterfeit or unapproved parts make their way onto aircraft every single year. That's more than half a million parts that shouldn't be flying. Some of these parts look identical to the real thing. A mechanic might not even notice the difference at first glance. But using the wrong part can turn a safe airplane into a dangerous one.

So what exactly makes a Cessna 172 part unairworthy for resale? The answer involves paperwork, physical condition, time limits, and safety rules. Some parts lose their airworthiness because of damage you can see. Others fail because of problems hiding beneath the surface. And some parts become illegal to use simply because they're too old or missing the right documents.

Let's begin by understanding what "airworthy" means and why it matters so much in aviation.

Key Takeaways

A Cessna 172 part becomes unairworthy for resale when it lacks proper FAA documentation (like Form 8130-3), has physical damage such as corrosion or cracks, exceeds time or hour limits, doesn't match your specific aircraft model, is counterfeit or unapproved, fails Airworthiness Directive requirements, or was improperly repaired. Even if a part looks perfect, it must have the correct paperwork and meet all safety standards to be legally installed on your aircraft.

What Makes Parts UnairworthyWhy It Matters
Missing FAA Form 8130-3 or documentationCan't prove the part is safe and approved
Physical damage (corrosion, cracks, wear)Weakens the part and creates safety risks
Exceeded time/hour limitsParts wear out even if they look fine
Wrong model or typeA part that fits isn't always approved
Counterfeit or unapprovedMay fail when you need it most
Failed Airworthiness DirectivesFAA requires certain fixes for safety
Improper repairsWork must be done by certified people with approved methods

Understanding Airworthy vs. Unairworthy Parts

"Airworthy" sounds fancy, but the idea is simple. An airworthy part is one that's safe to fly and legal to install. That's it. Two things: safe and legal.

Think of it like food at a restaurant. The food needs to taste good, sure. But it also needs to pass health inspections. The health department checks to make sure everything is clean and safe. They look at the kitchen. They check expiration dates. They make sure the restaurant follows the rules.

Aircraft parts work the same way. A part might work perfectly. It might look brand new. But if it doesn't meet FAA standards, you can't use it. Period.

Here's what makes a part airworthy:

Now let's flip that around. What makes a part unairworthy? Basically, failing any of those checks. Maybe the part has a crack you can barely see. Maybe it came from a crashed plane. Maybe it's missing the documents that prove it's real. Maybe it's simply too old.

The tricky part? Some unairworthy parts look absolutely fine. You could hold two parts side by side. One is airworthy. One is not. And you might not see any difference at all.

That's why the aviation industry has such strict rules. We can't just look at a part and say "seems okay." We need proof. We need records. We need certainty.

Here's something else to know. Parts don't stay airworthy forever. A perfectly good part can become unairworthy over time. Maybe it sits in a humid hangar and develops corrosion. Maybe it reaches its hour limit. Maybe the FAA issues a new safety rule that requires replacing it.

Your aircraft owner responsibilities include making sure every part on your plane is currently airworthy. Not just when you bought it. Right now. Today.

This is why buying cheap parts from random sellers can be risky. You're not just getting a piece of metal or electronics. You're getting something that needs to meet very specific legal and safety standards. And if it doesn't, your plane isn't legal to fly.

The Paper Trail: Why Documentation Matters

Let's talk about paperwork. I know, I know. Nobody gets excited about forms and documents. But in the general aviation world, paperwork can be the difference between a legal part and an illegal one.

Every legitimate aircraft part needs a "birth certificate." For most parts, that certificate is called an FAA Form 8130-3. This form is also called an Airworthiness Approval Tag. Think of it as the part's official ID card.

What does this form tell you?

Without this form, you have a problem. You can't prove the part came from an approved source. You can't show it meets safety standards. You can't verify its history. And most importantly, a certified A&P mechanic can't legally install it on your plane.

Here's what happens at many repair stations and maintenance shops. When you bring in a part without proper documentation, they say "no thanks." It doesn't matter if the part looks brand new. It doesn't matter if you got a great deal. No paperwork means no installation.

Some shops have strict policies. They won't touch any part unless it comes with an 8130-3 tag or an equivalent certificate. Why? Because they're responsible for the work they do. If something goes wrong, they could lose their license. They could face huge fines. They could even face criminal charges.

The paperwork trail shows the part's entire life story. Where did it come from? Who owned it? How many hours of use does it have? Was it ever repaired? Did it come from a crashed plane or a normally retired aircraft?

Let's look at what can go wrong:

Here's a real example. Say you find a propeller online. The seller says it's in great shape. The price seems fair. But when you ask for the 8130-3 form, they say "I don't have that, but trust me, it's fine."

Stop right there. Without documentation, that propeller could be anything. It might be real. It might be counterfeit. It might have 5,000 hours of use. It might have come from a crash. You simply don't know. And "trust me" doesn't work when the FAA comes asking questions.

The type certificate for your Cessna 172 specifies exactly what parts are approved. Your plane's documentation must show that every part meets those specifications. Missing paperwork breaks that chain of proof.

Smart buyers always ask for documentation before they buy. They verify the forms are real. They check that the part number matches. They make sure everything lines up. It takes a few extra minutes, but it can save you from buying a part you'll never be able to use.

When Good Parts Go Bad

Here's something that surprises a lot of new aircraft owners: a part that's perfectly airworthy today might not be airworthy next year. Parts don't last forever. Time, use, and the environment all take their toll.

Let me explain how this works. When a part leaves the factory, it's certified and approved. Everything is fresh and new. The clock starts ticking. Every hour of flight time counts. Every day that passes matters. Every landing adds stress. Every temperature change, every bit of moisture, every vibration—all of it affects the part.

Some parts fail suddenly. A crack appears. A component breaks. The problem is obvious. But other parts degrade slowly over time. The changes are so gradual you might not notice them. This is especially true with corrosion.

Corrosion is like rust, but for airplanes. It eats away at metal parts from the inside out. On a Cessna, corrosion loves to hide in places you can't easily see. Inside the wings. Behind panels. Under the battery. Along the fuselage.

Here's what makes corrosion so sneaky. The outside of a part might look fine. The paint might be perfect. But underneath, the metal could be turning to powder. By the time you see the damage on the surface, it might be too late to save the part.

The Skyhawk models built between 1977 and 1982 have a special corrosion problem. Cessna switched to a new type of paint during those years. The paint was good, but the factory didn't prepare the aluminum surface correctly. This created the perfect conditions for corrosion to develop under the paint. If you own one of these 172s, you need to be extra careful about checking for hidden corrosion.

Parts can also become unairworthy because of cracks. Small cracks spread over time. What starts as a hairline fracture can grow into a major structural problem. Landing gear takes a lot of stress with every landing. Wing spars carry the load of the entire airplane. These parts need regular inspection to catch cracks before they become dangerous.

Here are the main ways parts go bad over time:

Now here's an important point about avionics and electronic parts. Modern Cessna 172 models have sophisticated electronic systems. These systems don't wear out like mechanical parts. But they do become obsolete. They also have sensitive components that can fail from heat, moisture, or power surges.

An IA (Inspection Authorization) holder is someone specially trained to perform annual inspections. When they inspect your plane, they're looking for these hidden problems. They check for corrosion. They look for cracks. They measure wear. They verify that parts are still within safe limits.

Sometimes a part that passes inspection today will fail next year. That's normal. Parts have a service life. When they reach the end of that life, they must be replaced. It doesn't mean the part was bad. It just means it did its job and now it's time to retire.

This is why buying used parts requires careful thought. That part might have been airworthy when it was removed from an airframe. But how was it stored? How long has it been sitting? Has moisture gotten to it? Without proper documentation and recent inspection, you're taking a risk.

The bottom line is this: parts age. They wear out. They degrade. A part that was perfect five years ago might not be usable today. And that's exactly why we have such strict rules about documentation, inspection, and airworthiness standards.

Main Reasons a Cessna 172 Part Can't Be Resold

Now we get to the heart of the matter. What specific problems make a Cessna 172 part illegal to sell or install? Here’s a breakdown down each major category so you know exactly what to watch for.

Missing or Fake Paperwork

This is the number one reason parts get rejected. Without proper documentation, a part is worthless for aviation use. Even if the part is genuine and in perfect condition, no paperwork means no approval.

The documents you need include:

Fake paperwork is a huge problem in the industry. Counterfeiters don't just copy parts. They copy the documents too. They forge signatures. They use official-looking forms. They create fake serial numbers. The documents look real at first glance, but they're completely fraudulent.

How can you spot fake paperwork? Look for these warning signs:

Smart buyers verify documents with the manufacturer. They check that form numbers are legitimate. They confirm that the repair station or A&P mechanic who signed off actually exists. It takes extra time, but it's worth it.

Parts from salvage yards are tricky. Legitimate salvage operations provide full documentation. They track where each part came from. They inspect parts before selling them. They guarantee what they sell. But random sellers on online marketplaces? They might not have any of this. They pull parts from old airplanes and sell them cheap. No paperwork. No guarantees. No way to verify anything.

Physical Damage and Wear

Even with perfect paperwork, a damaged part can't be used. Let's look at the most common types of physical damage.

Corrosion is the silent killer of aircraft parts. It's especially bad on aluminum parts, which includes most of the structure on a Cessna. Corrosion appears as white or gray powder on the metal surface. When you wipe it away, you see pits and cavities in the metal underneath.

Common places corrosion attacks on a Skyhawk:

Some corrosion can be cleaned and treated. But severe corrosion that's eaten deep into the metal? That part needs to be replaced. You can't restore metal that's already turned to powder.

Cracks are another major problem. Metal fatigue causes cracks to develop over time. Every flight creates stress. Eventually, that stress creates a crack. Once a crack starts, it spreads. Small cracks become big cracks. Big cracks lead to part failure.

Critical areas for cracks on 172s:

Here's the thing about cracks. You might not see them without special equipment. Mechanics use techniques like dye penetrant testing or eddy current inspection to find hidden cracks. A visual inspection might miss them completely.

Accident damage automatically makes parts unusable in most cases. If a plane crashes or has a hard landing, the impact damages parts in ways you might not see. Internal structures can be stressed or deformed. Even if a part looks okay on the outside, it might be compromised inside.

Parts from weather-damaged aircraft fall into this category too. Hail can dent wing skins and control surfaces. Flood damage causes corrosion throughout the airframe. Tornado damage can twist and stress the entire structure. These parts shouldn't be reused, even if they appear undamaged at first glance.

Wear is different from damage. It's normal and expected. But excessive wear makes parts unairworthy. For example:

Manufacturers specify exact limits for wear. When a part exceeds those limits, it must be replaced. Period. No exceptions.

Time and Hour Limits Exceeded

This one surprises people. A part can look perfect and still be illegal to use because it's exceeded its time limit. These are called "life-limited parts."

Here's how it works. Engineers calculate how long a part can safely operate. They consider stress, wear, fatigue, and failure modes. Then they set a mandatory replacement time. When the part reaches that limit, it must be removed and scrapped. Even if it looks brand new.

For the Cessna 172 airframe itself, there's a 30,000-hour limit on certain models. That's right—the entire airplane has a life limit. Cessna created this limit through their Supplemental Inspection Documents. It applies to most older Skyhawks and some newer ones.

Once an airframe hits 30,000 hours, Cessna says "continued airworthiness can no longer be assured." The plane should be retired. Parts from these high-time airframes shouldn't be reused on other planes.

Engines have time limits too. Most Lycoming engines in 172s have a recommended Time Between Overhaul (TBO) of around 2,000 hours. After that, the engine needs a complete rebuild. You can't just pull parts from a run-out engine and install them elsewhere.

Here are other time-limited items:

Calendar time matters too. A part sitting on a shelf still ages. Rubber dries out. Seals deteriorate. Lubricants break down. Some parts have "shelf life" limits. After a certain number of years, even an unused part becomes unairworthy.

The paperwork for life-limited parts must show current status. How many hours or cycles has it been used? When was it manufactured? When was it last overhauled? Without this information, you can't use the part legally.

Wrong Part for Your Airplane

Here's something that confuses a lot of people. A Cessna 172 part might not fit every Cessna 172. The 172 has been built since 1956. Over all those decades, Cessna made thousands of changes and improvements.

Different models need different parts:

A wing from a 1968 172 might physically bolt onto a 2006 model. But it won't match the type certificate. The type certificate is the legal document that describes exactly how the plane should be built. Every part must match what's listed in that certificate.

Using the wrong part violates the type certificate. That makes the airplane unairworthy. It doesn't matter if the part works fine. It's still illegal.

This is especially tricky with STCs (Supplemental Type Certificates). An STC is an approved modification to the original design. For example, you might have an STC for a bigger engine or a different propeller. Parts related to that STC must match the STC documentation exactly.

Sometimes sellers list parts as fitting "all 172s" when they really only fit certain models. Always verify the part number against your specific airplane's parts manual. Don't assume that "fits 172" means it fits YOUR 172.

Counterfeit or Unapproved Parts

This is the scary one. Counterfeit parts are fake parts made to look like the real thing. They might have the right markings. They might have paperwork that looks official. But they're not approved. They're not tested. They might fail when you need them most.

Remember that statistic from the beginning? An estimated 520,000 counterfeit or unapproved parts get installed on aircraft every year. That's a huge number. And it's not just a problem for airlines. General aviation planes get hit too.

Why do counterfeiters target aviation parts? Money. Real aircraft parts are expensive because they meet strict standards. Counterfeiters make cheap copies and sell them at "discount" prices. They make huge profits while putting lives at risk.

Famous accidents caused by counterfeit parts:

How do you spot counterfeit parts?

Legitimate parts come from three approved sources:

  1. The original manufacturer (like Cessna or Lycoming)
  2. PMA holders (Parts Manufacturer Approval - FAA-approved alternative manufacturers)
  3. Approved repair stations that overhaul parts to factory standards

Anything else is suspect. If a part doesn't come from one of these sources with proper documentation, walk away.

Failed Airworthiness Directives

Airworthiness Directives (ADs) are mandatory safety fixes issued by the FAA. When the FAA discovers a safety problem, they issue an AD requiring aircraft owners to inspect, repair, or replace specific parts.

ADs are not optional. They're law. If your plane has an AD that applies to it, you must comply. If you don't, your plane is unairworthy and illegal to fly.

Here's how this affects parts resale. Some ADs require parts to be replaced at certain intervals. Those removed parts can't be reinstalled. They're done. Even if they look fine, the AD says they must go.

Important ADs for Cessna 172 include:

When buying used parts, ask about AD compliance. Has this part been inspected per applicable ADs? Does it pass? Is there documentation proving it? If the part failed an AD inspection, it can't be reused.

Some sellers try to offload parts that failed AD inspections. They might not mention the AD. They might say "removed for upgrade" when really it was removed because it failed an inspection. Always research which ADs apply to the part you're buying.

Improper Repairs

Not all repairs are created equal. Some repairs are done correctly by certified people using approved methods. Other repairs are, well, let's just say "creative."

For a repair to make a part airworthy, it must:

"Shade tree" repairs don't count. If someone welded a crack in their garage without proper qualifications, that's not an approved repair. If someone used automotive parts instead of aircraft parts, that's not approved. If someone did creative metalwork that isn't in any manual, that's not approved.

Major repairs require special approval. The mechanic must submit FAA Form 337 describing the repair. An IA or FAA inspector must approve it. Only then is the part legal to reinstall.

Repairs done in other countries might not be valid in the US. Parts repaired under foreign regulations need special certification to be used on US-registered aircraft. The paperwork requirements are strict.

Red flags for improper repairs:

Even if a repair looks good, it must be done by the book. Otherwise the part is unairworthy.

How to Spot Unairworthy Parts Before You Buy

Let's proceed to protecting yourself when shopping for used parts. You don't have to be an expert to ask the right questions and spot warning signs.

Questions to Ask Every Seller

Start with these basic questions:

Pay attention to how the seller responds. Legitimate sellers answer quickly and completely. They have documentation ready. They're transparent about the part's history. Sketchy sellers get vague. They make excuses. They pressure you to buy without asking questions.

Red Flags That Should Stop You

Here are the warning signs that should make you walk away:

Trust your instincts. If something feels off, it probably is.

Checking Documentation Before Purchase

If you're serious about a part, verify the documentation before you hand over money:

  1. Check the 8130-3 form carefully
    • Is the form number legible and complete?
    • Does the signature look genuine?
    • Does the date make sense?
    • Does the part number match exactly?
  2. Verify the repair station or mechanic
    • Look up the repair station certificate number on the FAA website
    • Confirm the A&P license number is valid
    • Make sure they're authorized to work on this type of part
  3. Cross-reference part numbers
    • Check your aircraft parts manual
    • Confirm the part number fits your specific model
    • Look up any superseded part numbers
  4. Research the manufacturer
    • Is this a known PMA holder?
    • Does the manufacturer still exist?
    • Can you contact them to verify the part?

Getting a Mechanic's Opinion

Before buying any expensive part, talk to your mechanic. Better yet, have them inspect the part if possible. Most mechanics will give you a quick opinion for free or a small fee. It's worth it.

Your mechanic can:

Some sellers will let you bring a mechanic to inspect the part before purchase. That's a good sign. Sellers who refuse? That's a red flag.

Reputable Sources vs. Risky Sources

Where you buy matters as much as what you buy.

Reputable sources include:

Risky sources include:

Reputable sellers stand behind what they sell. They provide guarantees. They have a reputation to protect. Random internet sellers? They might disappear the moment you have a problem.

One more tip: join owner groups and forums for your aircraft model. Other 172 owners can recommend good parts sources. They can warn you about bad sellers. They can help you verify if a deal is legitimate or too good to be true.

What Happens If You Install an Unairworthy Part

What actually happens if an unairworthy part ends up on your airplane?

Safety Risks: Accidents and Failures

This is the big one. Unairworthy parts can fail when you need them most. We're not talking about minor annoyances. We're talking about catastrophic failures that can kill people.

Real examples of what can go wrong:

The sad part? Many of these accidents are completely preventable. The people who died weren't reckless. They didn't know they had unapproved parts on their planes. Someone in the maintenance chain cut corners or got fooled by counterfeit parts.

Parts fail in ways you can't always predict. A cracked seat rail seems minor until it releases during a crash and the seat slides forward, crushing the pilot against the instrument panel. A corroded fuselage skin looks cosmetic until it rips open during flight. These scenarios actually happen.

Legal Penalties from the FAA

The FAA doesn't mess around when it comes to unapproved parts. They have serious enforcement powers.

Penalties can include:

Here's how it typically unfolds. During an inspection or after an incident, the FAA discovers an unapproved part. They investigate. They ask questions:

If they find that rules were broken, penalties follow. The A&P who installed it faces consequences. The IA who signed off the annual faces consequences. The aircraft owner who allowed it faces consequences. Sometimes the parts seller faces consequences too.

The FAA takes the position that ignorance isn't an excuse. You're responsible for ensuring parts on your aircraft are approved and airworthy. "I didn't know" won't save you from penalties.

Insurance Problems

Your aviation insurance has specific requirements. One of those requirements is maintaining your aircraft in airworthy condition. Using unapproved parts violates that requirement.

What can happen:

Insurance companies investigate accidents thoroughly. They look at maintenance records. They check parts. If they find evidence of unapproved parts or improper maintenance, they can refuse to pay your claim. That means you're personally liable for all damages.

Think about that. If you crash a $150,000 Cessna and your claim is denied, you're out the entire value of the airplane. If you damage someone's property, you pay for it. If someone is injured, you're liable. Insurance protects you only if you follow the rules.

Mechanic Liability

Mechanics face serious risks when they install questionable parts. Their license is on the line. Their livelihood is at stake. That's why good mechanics are so careful about what they install.

An A&P mechanic who installs an unapproved part can face:

This is why your mechanic might refuse to install a part you bought online. It's not that they're being difficult. They're protecting their license and their future. They have families to feed. They can't risk their career on a questionable part.

The same goes for IAs who sign off annual inspections. If they approve an aircraft with unapproved parts, they're on the hook. Smart IAs check everything carefully. They won't sign off anything questionable.

Real-World Enforcement Examples

Let's look at some actual enforcement cases:

These aren't theoretical. These are real people who faced real consequences. Some lost their businesses. Some went to prison. All of them thought they could get away with it. None of them did.

The bottom line: using unairworthy parts isn't worth the risk. The few dollars you might save aren't worth someone's life. They're not worth your license. They're not worth your freedom.

Legitimate Salvage Parts: When Used Parts ARE Okay

Now for some good news. Not all used parts are bad. Legitimate salvage operations provide safe, legal, affordable parts every single day. You just need to know how to identify the good ones.

How Professional Salvage Yards Work

Reputable salvage companies follow a careful process:

  1. Acquisition: They buy aircraft from insurance companies, owners, and other legitimate sources. They document where each plane came from.
  2. Disassembly: Trained technicians carefully remove parts. They protect parts from damage during removal. They keep detailed records of what came from where.
  3. Inspection: Each part gets inspected for damage, wear, and airworthiness. Parts that don't pass get scrapped properly.
  4. Cleaning: Parts are cleaned and preserved. Corrosion is removed if it's within acceptable limits.
  5. Documentation: They create or preserve all necessary paperwork. Every part gets tracked in their system.
  6. Storage: Parts are stored in climate-controlled facilities to prevent deterioration.
  7. Sales: They provide complete documentation with every sale. They guarantee what they sell.

This is completely different from someone pulling parts from their old plane and selling them online. Professional salvage is a legitimate, regulated business.

What Makes a Salvaged Part Airworthy

A salvaged part can be perfectly airworthy if:

The best salvage operations provide:

Documentation Salvage Yards Provide

When you buy from a reputable salvage yard, you should receive:

Keep all this documentation. Add it to your aircraft logbook when the part is installed. This creates the paper trail that proves airworthiness.

Benefits of Buying from Reputable Salvage Companies

Why buy salvage instead of new?

Cost savings: Salvage parts typically cost 40-70% less than new parts. For expensive items like landing gear assemblies or major avionics, that's thousands of dollars saved.

Availability: Many parts for older 172s aren't manufactured anymore. The factory stopped making them years ago. Salvage might be your only option.

Known history: Good salvage companies track which airplane each part came from. You know its history better than some new parts from unknown suppliers.

Quick shipping: Salvage yards have parts in stock. No waiting for manufacturing or backorders.

Environmental benefit: Reusing good parts instead of making new ones reduces waste.

Some salvage operations specialize in specific aircraft types. They know Cessna 172 parts inside and out. They can tell you which year models have interchangeable parts. They can help you find exactly what you need.

Examples of Reputable Salvage Companies

A few names that come up repeatedly in the general aviation community:

These companies aren't perfect, but they have track records. They have physical locations. They have reputations to protect. They provide documentation. They stand behind what they sell.

Questions to Ask Salvage Yards

Even when dealing with reputable companies, ask questions:

Good companies answer these questions easily. They want you to be confident in your purchase.

When to Buy New Instead

Sometimes salvage isn't the right choice:

There's no shame in buying new when it makes sense. Sometimes the peace of mind is worth the extra cost. But for many parts, quality salvage is a smart, safe, economical choice. The key is knowing the difference between legitimate salvage operations and questionable parts sources.

Conclusion

So what makes a Cessna 172 part unairworthy for resale? Now you know it comes down to several key factors. Missing documentation tops the list. Physical damage like corrosion and cracks makes parts unusable. Exceeded time limits disqualify otherwise good parts. Wrong model numbers create legal issues even if the part physically fits. Counterfeit parts endanger lives. Failed Airworthiness Directive inspections remove parts from service. And improper repairs without proper authorization render parts illegal.

The aviation industry built these strict rules on hard lessons learned from accidents and failures. Every regulation exists because someone, somewhere, got hurt when standards weren't followed. The paperwork requirements might seem excessive until you understand their purpose. They create a traceable chain proving each part meets safety standards.

Here's the thing about buying aircraft parts. The cheapest option is rarely the best option. A bargain part without documentation isn't a bargain at all. It's a liability sitting in your hangar. You can't use it. You can't sell it. You can't even give it away legally. Meanwhile, a properly documented salvage part from a reputable source gives you real value. You save money while staying legal and safe.

As an aircraft owner, you carry the ultimate responsibility for your plane's condition. Your mechanic can advise you. Your IA can inspect your plane. But you make the final decisions about what parts to buy and install. Make those decisions carefully. Ask questions. Verify documentation. Use reputable sources. When in doubt, consult with professionals.

The Cessna Skyhawk has earned its reputation as one of the most reliable trainers ever built. Thousands of 172s continue flying safely after decades of service. They keep flying because owners and mechanics maintain them properly with approved parts. Your plane deserves the same care and attention.

Want to learn more about aircraft ownership, maintenance, and making smart buying decisions? Flying411 provides clear, practical information for airplane owners and pilots. We break down complex aviation topics into easy-to-understand guidance. Check out our other resources to become a more informed and confident aircraft owner.

Frequently Asked Questions

Can I install a part from a Canadian or European Cessna 172 on my US-registered aircraft?

Yes, but you need the right documentation. Parts from EASA-certified European aircraft or Transport Canada certified aircraft can be used on US planes, but they must have equivalent certification paperwork. European parts need EASA Form 1 instead of FAA Form 8130-3. Canadian parts need TCCA Form One. These forms are recognized under bilateral agreements between countries. Your mechanic needs to verify the paperwork matches and that the part conforms to your aircraft's type certificate. Don't assume international parts are automatically approved.

What happens to parts when an aircraft is totaled by insurance?

When insurance declares an aircraft a total loss, the aircraft typically goes to salvage. Legitimate salvage companies buy these planes and carefully disassemble them. Undamaged parts from the wreck can be sold as serviceable used parts with proper documentation. However, parts from the damaged areas cannot be reused. The salvage company must document which aircraft the parts came from and prove the parts weren't affected by the accident. Parts from totaled aircraft can be perfectly airworthy if they weren't in damaged sections.

How long can aircraft parts sit on a shelf before they become unairworthy?

This depends entirely on the part type. Rubber components like hoses, seals, and gaskets typically have shelf life limits of five to ten years regardless of use. Some manufacturers specify storage time limits in their documentation. Metal parts can last indefinitely if stored properly in climate-controlled, low-humidity conditions. Electronic components and avionics can deteriorate from humidity and temperature extremes. Always check manufacturer specifications for storage limits. Parts sitting in damp or extreme temperature conditions deteriorate faster than properly stored parts.

Is it legal to fabricate my own parts for my Cessna 172?

Under FAA regulations, owner-produced parts are legal for certain items on aircraft you own and operate. You cannot fabricate critical structural parts or complex assemblies, but you can make simple brackets, fairings, and non-critical components. The part must conform to approved design data, and an A&P mechanic must approve it for installation. Most aircraft owners find it easier and safer to buy approved parts rather than fabricate them. The liability and paperwork involved in owner-produced parts makes them practical only for very simple items or when approved parts are completely unavailable.

Can salvage yards legally sell parts from aircraft that crashed?

Yes, but only parts that weren't damaged in the crash. FAA regulations allow salvage of undamaged parts from accident aircraft after the NTSB investigation is complete. For example, if a plane has a gear-up landing that damages the belly, the wings and tail might be perfectly fine for salvage. The salvage company must document which parts were affected by the accident and properly scrap those. Only verified undamaged parts with complete documentation can be sold. Reputable salvage yards are very careful about this because selling damaged parts carries severe penalties.