{"id":32146758,"date":"2026-11-10T16:25:55","date_gmt":"2026-11-10T15:25:55","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/faa-major-vs-minor-alteration-repair-form-337-field-approval\/"},"modified":"2026-11-10T16:26:35","modified_gmt":"2026-11-10T15:26:35","slug":"faa-major-vs-minor-alteration-repair-form-337-field-approval","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/de\/faa-major-vs-minor-alteration-repair-form-337-field-approval\/","title":{"rendered":"FAA Major vs Minor Alteration: The Decision Before Form 337"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n<!-- mfsh:top -->\r\n\r\n<style>\r\n.mfsh-trigger{display:inline-flex;align-items:center;gap:10px;height:44px;padding:0 18px;margin:0 0 26px;border:2px solid 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The words are <em>major<\/em> and <em>minor<\/em>, and the regulation that defines them manages to be both extremely specific and faintly circular.<\/p>\r\n\r\n<p>Here is the circular part, straight out of 14 CFR 1.1: a minor alteration is an alteration other than a major alteration. That is the entire definition. The weight of the rule sits on the other side of the sentence, in a definition of <em>major<\/em> that reads like a lawyer wrote it and an engineer checked it, and in a list in Part 43 that names the wings, the spars and the landing gear.<\/p>\r\n\r\n<p>Get the call right and a mechanic signs a logbook entry and the aircraft flies. Get it wrong and a perfectly good repair is an unapproved one, performed by a person who was never authorised to approve it for return to service. This is the decision that comes before FAA Form 337, before the field approval, and before anyone goes looking for a supplemental type certificate.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:18px 22px;margin:26px 0 30px;font-size:15px;line-height:1.7\"><p style=\"margin:0 0 10px;font-weight:600;color:#0d1117;font-size:17px\">Quick Facts<\/p><ul style=\"margin:0;padding-left:20px\"><li style=\"margin:4px 0\"><strong>Where the definitions live:<\/strong> 14 CFR 1.1 defines major alteration, major repair, minor alteration and minor repair<\/li><li style=\"margin:4px 0\"><strong>Where the lists live:<\/strong> Part 43 Appendix A, paragraph (a) for major alterations and paragraph (b) for major repairs<\/li><li style=\"margin:4px 0\"><strong>Who may approve a minor job for return to service:<\/strong> a certificated mechanic with the appropriate rating, under 14 CFR 65.85 and 65.87<\/li><li style=\"margin:4px 0\"><strong>Who may approve a major one:<\/strong> the holder of an inspection authorization, a certificated repair station, the manufacturer or the FAA, under 14 CFR 43.7 and 65.95<\/li><li style=\"margin:4px 0\"><strong>The paperwork:<\/strong> FAA Form 337, executed at least in duplicate, a signed copy to the owner and a copy to the FAA Aircraft Registration Branch in Oklahoma City within 48 hours (Part 43 Appendix B)<\/li><li style=\"margin:4px 0\"><strong>The form itself:<\/strong> FAA Form 337, edition 10\/06, titled Major Repair and Alteration (Airframe, Powerplant, Propeller, or Appliance). Block 3 is marked For FAA Use Only<\/li><li style=\"margin:4px 0\"><strong>The hard stop:<\/strong> a major alteration that is a major change to type design requires an STC or an amended type certificate under 14 CFR 21.113(a), and the field approval process is not available<\/li><\/ul><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The definition that does all the work<\/h2>\r\n\r\n<p>A major alteration, says 14 CFR 1.1, is an alteration not listed in the aircraft, engine or propeller specifications that might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics or other qualities affecting airworthiness; or that is not done according to accepted practices, or cannot be done by elementary operations. A major repair is defined the same way, with one change of tense: a repair that, <em>if improperly done<\/em>, might appreciably affect those same things.<\/p>\r\n\r\n<p>Three phrases in there are load-bearing, and all three are judgement calls. <em>Might appreciably affect<\/em> is not a measurement. <em>Accepted practices<\/em> is not a list. <em>Elementary operations<\/em> is nowhere defined in Part 1 at all. The regulation hands the classifier a framework and then asks for an opinion.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Minor alteration means an alteration other than a major alteration. Minor repair means a repair other than a major repair.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>14 CFR 1.1<\/strong> &mdash; General definitions<\/div><\/div><\/div>\r\n\r\n\r\n<p>That circularity is deliberate and it is not a drafting failure. It means there is no separate test for minor. Everything that is not caught by the major definition falls out the bottom as minor, which puts the whole burden of the decision on one side of the scale and makes the Part 43 list the first place anybody looks.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Appendix A is a list, not a principle<\/h2>\r\n\r\n<p>Appendix A to Part 43 is titled Major Alterations, Major Repairs, and Preventive Maintenance, and its first two paragraphs are the closest thing in the regulation to a straight answer. Paragraph (a)(1) says that alterations of the following parts, when not listed in the aircraft specifications issued by the FAA, are airframe major alterations, and then names them: wings, tail surfaces, fuselage, engine mounts, control system, landing gear, hull or floats, elements of an airframe including spars, ribs, fittings, shock absorbers, bracing, cowling, fairings and balance weights, hydraulic and electrical actuating systems or components, and rotor blades.<\/p>\r\n\r\n<p>Two entries in that list catch people who think of alterations as bolt-on hardware. Changes to the empty weight or empty balance that result in an increase in the aircraft&rsquo;s maximum certificated weight or centre-of-gravity limits are a major alteration. So are changes to the basic design of the fuel, oil, cooling, heating, cabin pressurisation, electrical, hydraulic, de-icing or exhaust systems, and changes to a wing or a control surface that affect flutter and vibration characteristics.<\/p>\r\n\r\n<p>Paragraph (b) does the same job for repairs, and the vocabulary turns structural fast. Airframe major repairs are repairs involving the strengthening, reinforcing, splicing or manufacturing of primary structural members, or their replacement by fabrication such as riveting or welding, to parts including box beams, monocoque or semi-monocoque wings and control surfaces, wing stringers and chord members, spars, spar flanges, members of truss-type beams, thin sheet webs of beams, wing main ribs, engine mounts, fuselage longerons, main seat support braces and brackets, landing gear brace struts and axles.<\/p>\r\n\r\n<p>Main seat support brackets sitting in the same list as wing spars is the detail worth pausing on. The list is not ranked by glamour. It is ranked by what kills people when it fails.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/faa-major-minor-alteration-decision-diagram.png\" alt=\"Diagram showing how the FAA major or minor classification decision works\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The classification sequence as the regulation and AC 43-210A set it out. Diagram: Afterburner<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The classification decides who is allowed to sign<\/h2>\r\n\r\n<p>This is where the two words stop being academic. Under 14 CFR 65.85, a certificated mechanic with an airframe rating may approve an airframe for return to service after performing, supervising or inspecting its maintenance or alteration, with four words in parentheses that change everything: <em>excluding major repairs and major alterations<\/em>. Section 65.87 says the same for the powerplant rating.<\/p>\r\n\r\n<p>An A&amp;P can therefore do the work. What an A&amp;P cannot do, on a major job, is be the person who puts the aircraft back into service. That authority sits with the holder of an inspection authorization, with a certificated repair station, with the manufacturer, or with the FAA itself, and 14 CFR 65.95 states the IA&rsquo;s version of it precisely: the holder may inspect and approve for return to service any aircraft after a major repair or major alteration <em>if the work was done in accordance with technical data approved by the Administrator<\/em>.<\/p>\r\n\r\n<p>Then comes the form. Part 43 Appendix B requires each person performing a major repair or major alteration to execute FAA Form 337 at least in duplicate, give a signed copy to the aircraft owner, and forward a copy to the FAA Aircraft Registration Branch in Oklahoma City within 48 hours of the return to service. The form has been on edition 10\/06 for two decades. Block 3 is headed For FAA Use Only, Block 6 is the conformity statement signed by whoever did the work, and Block 7 is the approval for return to service, with tick boxes for an FAA Flight Standards inspector, a manufacturer, a repair station, an FAA designee, a maintenance organization and an inspection authorization.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/aircraft-maintenance-hangar-teuge-airport.jpg\" alt=\"Engineers working on a light aircraft engine in a maintenance hangar\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The same spanner, a different signature. Who may return the aircraft to service afterwards depends entirely on whether the job was classified major or minor. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Approved data is the constraint, not the form<\/h2>\r\n\r\n<p>People remember Form 337 because it is the visible artefact. The real gate is the data behind it. FAA Advisory Circular 43-210A, whose Change 2 is dated 23 June 2026, is unambiguous about this, and it is worth reading the sentence twice.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;All data used to substantiate a major repair or major alteration, regardless of the source, must be approved before being used.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>AC 43-210A, Change 2<\/strong> &mdash; Standardized Procedures for Obtaining Approval of Data Used in the Performance of Major Repairs and Major Alterations<\/div><\/div><\/div>\r\n\r\n\r\n<p>Approved is a term of art. The AC anchors it to the 14 CFR 1.1 definition of <em>approved<\/em> and spells out what counts for an FAA inspector: data that has been reviewed and formally approved by the FAA or the appropriate civil aviation authority, granted by letter, by a stamp of approval, by the issuance of operations specifications, or by other official means. Acceptable data is a different and lesser thing, and the difference is the entire reason this article exists.<\/p>\r\n\r\n<p>Where does approved data come from? The AC prints a list: the type certificate data sheet; airworthiness directives; appliance manufacturers&rsquo; manuals, unless specifically not approved; FAA-approved portions of structural repair manuals; FAA-approved service bulletins and service letters; data describing an article used in an approved alteration under a parts manufacturer approval; data approved by a designated engineering representative, within the limits of that DER&rsquo;s authorisation; and data approved under an organization designation authorization. Two entries come with conditions attached: repair data from AC 43.13-1 and alteration data from AC 43.13-2 count as approved data for non-pressurised areas of civil aircraft only, and only when the user has determined that the data is appropriate to the product, directly applicable to the job, and not contrary to the manufacturer&rsquo;s own instructions.<\/p>\r\n\r\n<p>The AC also buries a warning in a note that every shop learns the hard way: you should not start work until all the data is approved. Inspectors may not be able to complete the approval as requested, and work begun early may not conform to the repair as it is eventually approved.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/U9B-8zKz4gQ\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>A maintenance-technician course walking through the same split, with the shop examples that the regulation deliberately leaves out.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The field approval, and the wall it runs into<\/h2>\r\n\r\n<p>If the data you need does not already exist in approved form, one route is the field approval. AC 43-210A describes it as a method by which the FAA approves technical data for a major repair or major alteration on a single aircraft, and it is explicit that the result is a one-time approval for the product or appliance to which it applies. Not a type. One aeroplane.<\/p>\r\n\r\n<p>The process starts with a phone call to a local FAA office and an aviation safety inspector who holds field approval authority. The applicant sends a data package; the AC recommends a field approval checklist to organise it. And the very first thing the inspector does on receipt is not look at the engineering. It is to confirm that the applicant, in accordance with 14 CFR 1.1 and Part 43 Appendix A, properly determined that the repair or alteration is major in the first place, because minor alterations and repairs do not require approved data at all. An inspector who turns down a data-approval request for work that never needed approval has to explain why, in writing if the applicant asks.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;The field approval process is not available for all major repairs\/major alterations, and some aircraft are not eligible for field approvals.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>AC 43-210A, Change 2<\/strong> &mdash; Paragraph 3.2.2.2<\/div><\/div><\/div>\r\n\r\n\r\n<p>The hard boundary is the one that connects this whole subject to the certification world next door. Under 14 CFR 21.113(a), a major alteration that is a major change to type design requires a supplemental type certificate or an amended type certificate, and the AC states flatly that the field approval process is not available in those cases. That is the line at which a paperwork question becomes a certification project, and it is the reason the <a href=\"https:\/\/migflug.com\/afterburner\/supplemental-type-certificate-vs-type-certificate-form-337\/\">supplemental type certificate<\/a> exists in the form it does.<\/p>\r\n\r\n<p>There are narrower limits too. Aircraft operated under Part 121 are eligible for field approvals only in certain circumstances, and persons holding a delegation from the Administrator are not authorised to issue field approvals for air carrier aircraft at all. Where data cannot be approved by a designee or by the inspector, the request is elevated to an Aircraft Certification Service branch, and the work waits.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/cessna-172-instrument-panel-avionics-upgrade.jpg\" alt=\"The instrument panel of a Cessna 172 with an avionics stack\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">An avionics installation is the classic place the question bites. Swapping a radio for an approved equivalent is one thing; rewiring the panel and changing the basic design of the electrical system is on the Appendix A list. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/XDrF_C5CvR4\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>A block-by-block walk through Form 337 itself, which is more useful than it sounds: most of the errors that get a form bounced are in the identification blocks and the description of work, not in the engineering.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The new wrinkle: printed parts<\/h2>\r\n\r\n<p>The June 2026 change to AC 43-210A added a note that will matter more every year. Parts fabricated by additive manufacturing may require a classification of major, says the FAA, even for the lowest-criticality category of fabricated parts, as either an alteration or a repair, because of the 14 CFR 1.1 criterion about work that is not done according to accepted practices or cannot be done by elementary operations. The reasoning is plain: additive manufacturing is not considered an elementary operation, and standards for methods, techniques or practices acceptable to the Administrator have not yet been established.<\/p>\r\n\r\n<p>In other words, a sixty-year-old definition written for riveting and welding now sweeps in a printer, not because the part is big or structural, but because the method has no accepted practice behind it yet. The classification question is older than almost everything it is being asked to judge, and it is still the first question anybody asks.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/7WBY5Gm66mk\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>Practical advice from the repair-station side on filling the form in, including the part most owners never see: what happens to the copy that goes to Oklahoma City, and why it follows the aircraft for the rest of its life.<\/p>\r\n\r\n<p>That is the real reason the two words matter. The Form 337 on a 1968 airframe is still there in 2026, in the aircraft&rsquo;s records, telling the next buyer, the next inspector and the next insurer exactly what was done to it and who was willing to sign. A minor alteration leaves a line in a logbook. A major one leaves a permanent federal record. The decision about which it was gets made by a mechanic, in a hangar, before any of that paperwork exists.<\/p>\r\n\r\n<p><em>Sources: 14 CFR 1.1, 14 CFR Part 43 including Appendix A and Appendix B, 14 CFR 43.3, 43.7, 43.9 and 43.13, 14 CFR 65.85, 65.87 and 65.95, 14 CFR 21.113, FAA Advisory Circular 43-210A Change 2 (23 June 2026), FAA Form 337 (edition 10\/06).<\/em><\/p>\r\n\r\n<!-- mfsh:bottom -->\r\n\r\n<button type=\"button\" class=\"mfsh-trigger mfsh-bottom\" data-mfsh-placement=\"bottom\" aria-haspopup=\"dialog\"><svg><use href=\"#mfsh-i-share\"\/><\/svg>Share this story<\/button>\r\n\r\n<!-- \/mfsh:bottom -->\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What is the difference between a major and a minor alteration under FAA rules?<\/summary><div class=\"a\">14 CFR 1.1 defines a major alteration as one not listed in the aircraft, engine or propeller specifications that might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics or other qualities affecting airworthiness, or that is not done by accepted practices or elementary operations. A minor alteration is defined only as an alteration other than a major one.<\/div><\/details><details><summary>Where does the FAA list what counts as a major repair or major alteration?<\/summary><div class=\"a\">In Appendix A to 14 CFR Part 43. Paragraph (a) lists airframe, powerplant, propeller and appliance major alterations, including wings, tail surfaces, fuselage, engine mounts, control systems and landing gear. Paragraph (b) lists major repairs, which centre on strengthening, reinforcing, splicing or fabricating primary structural members such as spars, longerons and box beams.<\/div><\/details><details><summary>Does a major repair require a Form 337?<\/summary><div class=\"a\">Yes. Part 43 Appendix B requires each person performing a major repair or major alteration to execute FAA Form 337 at least in duplicate, give a signed copy to the aircraft owner, and forward a copy to the FAA Aircraft Registration Branch in Oklahoma City within 48 hours of the aircraft being approved for return to service. A certificated repair station may instead use a customer work order under the conditions in that appendix.<\/div><\/details><details><summary>Can an A&amp;P mechanic sign off a major repair?<\/summary><div class=\"a\">A certificated mechanic may perform the work, but 14 CFR 65.85 and 65.87 exclude major repairs and major alterations from what an airframe or powerplant rating allows that mechanic to approve for return to service. Under 14 CFR 65.95 the holder of an inspection authorization may approve the aircraft, provided the work was done using technical data approved by the Administrator. A repair station, the manufacturer or the FAA may also approve it.<\/div><\/details><details><summary>What is an FAA field approval?<\/summary><div class=\"a\">AC 43-210A describes a field approval as a method by which the FAA approves technical data for a major repair or major alteration on a single aircraft. It is a one-time approval for the product or appliance it applies to, granted by an aviation safety inspector holding field approval authority after reviewing a data package. It does not approve the modification for any other aircraft.<\/div><\/details><details><summary>When does an alteration need an STC instead of a field approval?<\/summary><div class=\"a\">When it is a major change to type design. Under 14 CFR 21.113(a) such a change requires a supplemental type certificate or an amended type certificate, and AC 43-210A states that the field approval process is not available in those cases. The AC also notes that the field approval process is not available for all major repairs and alterations and that some aircraft are not eligible for it.<\/div><\/details><details><summary>What counts as FAA approved data for a major repair?<\/summary><div class=\"a\">AC 43-210A lists the type certificate data sheet, airworthiness directives, appliance manufacturers&rsquo; manuals unless specifically not approved, FAA-approved portions of structural repair manuals, FAA-approved service bulletins and service letters, PMA article data, and data approved by a DER or under an ODA. Data from AC 43.13-1 and AC 43.13-2 counts only for non-pressurised areas and only under stated conditions.<\/div><\/details><details><summary>Are 3D-printed aircraft parts treated as a major alteration?<\/summary><div class=\"a\">They may be. Change 2 to AC 43-210A, dated 23 June 2026, notes that additively manufactured parts may require a classification of major, even for the lowest-criticality category of fabricated part, because additive manufacturing is not considered an elementary operation and standards for acceptable methods, techniques or practices have not yet been established.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What is the difference between a major and a minor alteration under FAA rules?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"14 CFR 1.1 defines a major alteration as one not listed in the aircraft, engine or propeller specifications that might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics or other qualities affecting airworthiness, or that is not done by accepted practices or elementary operations. A minor alteration is defined only as an alteration other than a major one.\"}},{\"@type\":\"Question\",\"name\":\"Where does the FAA list what counts as a major repair or major alteration?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"In Appendix A to 14 CFR Part 43. Paragraph (a) lists airframe, powerplant, propeller and appliance major alterations, including wings, tail surfaces, fuselage, engine mounts, control systems and landing gear. Paragraph (b) lists major repairs, which centre on strengthening, reinforcing, splicing or fabricating primary structural members such as spars, longerons and box beams.\"}},{\"@type\":\"Question\",\"name\":\"Does a major repair require a Form 337?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. Part 43 Appendix B requires each person performing a major repair or major alteration to execute FAA Form 337 at least in duplicate, give a signed copy to the aircraft owner, and forward a copy to the FAA Aircraft Registration Branch in Oklahoma City within 48 hours of the aircraft being approved for return to service. A certificated repair station may instead use a customer work order under the conditions in that appendix.\"}},{\"@type\":\"Question\",\"name\":\"Can an A&P mechanic sign off a major repair?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A certificated mechanic may perform the work, but 14 CFR 65.85 and 65.87 exclude major repairs and major alterations from what an airframe or powerplant rating allows that mechanic to approve for return to service. Under 14 CFR 65.95 the holder of an inspection authorization may approve the aircraft, provided the work was done using technical data approved by the Administrator. 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Change 2 to AC 43-210A, dated 23 June 2026, notes that additively manufactured parts may require a classification of major, even for the lowest-criticality category of fabricated part, because additive manufacturing is not considered an elementary operation and standards for acceptable methods, techniques or practices have not yet been established.\"}}]}<\/script><div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/supplemental-type-certificate-vs-type-certificate-form-337\/\">Supplemental Type Certificate: Why Boeing Doesn&rsquo;t Own Its Winglets<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/preventive-maintenance-part-43-appendix-a-31-jobs-pilot\/\">FAA Part 43 Appendix A: The 31 Jobs a Pilot May Legally Do<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/owner-produced-parts-faa-21-9-aircraft-explained\/\">FAA Owner-Produced Parts: Making a Legal Part for Your Aircraft<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/annual-vs-100-hour-inspection-faa-inspection-authorization\/\">FAA Annual vs 100-Hour Inspection: Why Only an IA Can Sign<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Share this story Two words decide how much paperwork an aircraft repair generates, who is allowed to sign it off, and whether the job can be done at all without a certification programme behind it. The words are major and minor, and the regulation that defines them manages to be both extremely specific and faintly [&hellip;]<\/p>\n","protected":false},"author":27,"featured_media":32146063,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-32146758","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.8 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>FAA Major vs Minor Alteration: Before Form 337 | MiGFlug<\/title>\n<meta name=\"description\" content=\"What makes a repair major vs minor under 14 CFR 1.1 and Part 43 Appendix A, who may sign it off, and when a field approval is not enough.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, 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