{"id":29810620,"date":"2026-10-27T16:27:16","date_gmt":"2026-10-27T15:27:16","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/owner-produced-parts-faa-21-9-aircraft-explained\/"},"modified":"2026-10-27T16:35:38","modified_gmt":"2026-10-27T15:35:38","slug":"owner-produced-parts-faa-21-9-aircraft-explained","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/es\/owner-produced-parts-faa-21-9-aircraft-explained\/","title":{"rendered":"FAA Owner-Produced Parts: Making a Legal Part for Your Aircraft"},"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 #0F1720;background:#fff;color:#0F1720;font-family:inherit;font-size:14px;font-weight:700;line-height:1;letter-spacing:0;text-transform:none;cursor:pointer;box-shadow:none;transition:background 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Not a spar fitting, not a fuel pump &mdash; cup holders, headset hangers, windshield shades and yoke grips, 3D-printed in a garage and sold to owners of Bonanzas, Debonairs and Grummans. The notification asked maintenance organisations to quarantine them.<\/p>\r\n<p>Plenty of pilots read that and concluded the FAA had banned 3D-printed parts. It had done nothing of the kind. The man had sold them. Had he printed the identical cup holder for his own aeroplane and bolted it in, he would have been squarely inside one of the most quietly generous provisions in American aviation law &mdash; a rule that lets an aircraft owner manufacture a part for a type-certificated aircraft with no Parts Manufacturer Approval, no Supplemental Type Certificate and no production certificate of any kind.<\/p>\r\n<p>It is called the owner-produced part. It lives at 14 CFR 21.9(a)(5), it is the reason a great many aeroplanes built in 1968 are still flying in 2026, and almost everything written about it on the internet traces back to a single faxed memorandum from 1993 that most people citing it have never read.<\/p>\r\n\r\n<div style=\"background:#f3f5f7;border-left:4px solid #5C91FF;padding:18px 22px;margin:26px 0;font-size:15px;line-height:1.75\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><p style=\"margin:4px 0\"><strong>The rule:<\/strong> 14 CFR 21.9(a)(5) &mdash; an article &ldquo;produced by an owner or operator for maintaining or altering that owner or operator&rsquo;s product&rdquo;<\/p><p style=\"margin:4px 0\"><strong>Formerly:<\/strong> 14 CFR 21.303(b)(2), renumbered by Amendment 21-92 (74 FR 53385), 16 October 2009<\/p><p style=\"margin:4px 0\"><strong>The FAA test:<\/strong> the owner must have &ldquo;participated in controlling the design, manufacture, or quality of the part&rdquo; (AC 20-62E, 23 December 2010)<\/p><p style=\"margin:4px 0\"><strong>Who may make it:<\/strong> anyone the owner contracts &mdash; a mechanic, a repair station, or an ordinary machine shop<\/p><p style=\"margin:4px 0\"><strong>Who may not sell it:<\/strong> everyone. 21.9(b) forbids representing such a part as suitable for a type-certificated product<\/p><p style=\"margin:4px 0\"><strong>Who installs it:<\/strong> normally an A&amp;P mechanic; a major repair needs an A&amp;P with Inspection Authorization and FAA Form 337<\/p><p style=\"margin:4px 0\"><strong>The catch:<\/strong> the part must conform to FAA-approved data, and the mechanic signing it off is the one carrying that risk<\/p><\/div>\r\n\r\n<h2 style=\"padding-top:22px\">A Prohibition With Seven Exits<\/h2>\r\n<p>Section 21.9(a) does not grant anybody permission to do anything. It is written as a ban, and the permissions are the holes in it. If a person knows, or should know, that a replacement or modification article is reasonably likely to end up on a type-certificated product, that person may not produce it &mdash; unless it falls into one of seven categories.<\/p>\r\n<p>Two of those are the familiar industrial routes: produced under a type certificate, or produced under an FAA production approval, which is where a Parts Manufacturer Approval sits. Two more are the plumbing of the whole system: a standard part made to a government or industry specification, and a commercial part as defined in 21.1. The seventh is a catch-all for anything else the FAA chooses to approve.<\/p>\r\n<p>That leaves the two interesting ones, and they are adjacent for a reason. Entry (a)(5) covers an article produced by an owner or operator for maintaining or altering that owner or operator&rsquo;s own product. Entry (a)(6) covers an article fabricated by an appropriately rated certificate holder with a quality system and consumed in a repair or alteration under Part 43. Between them they describe almost every part that has ever been made outside a factory and legally fitted to a certificated aeroplane.<\/p>\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\/10\/lathe-boring-bar-machine-shop-part-fabrication.jpg\" alt=\"A boring bar cutting a threaded metal component on a lathe\" 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\">A toolpost-mounted boring bar opening out a hole on a lathe. Nothing about this operation is aviation-specific, and that is the point: an owner-produced part can be made on exactly this machine, by a shop that holds no FAA approval of any kind. Photo: David English \/ Wikimedia Commons, CC BY-SA 4.0<\/figcaption><\/figure>\r\n\r\n<h2 style=\"padding-top:22px\">The Memorandum Everybody Quotes and Nobody Reads<\/h2>\r\n<p>For the first decade of the rule&rsquo;s life nobody could say what &ldquo;produced by an owner&rdquo; actually meant. Did the owner have to stand at the lathe? Could he pay somebody? The question went up to the FAA&rsquo;s Office of the Chief Counsel, and the answer came back as an internal memorandum from the Assistant Chief Counsel for Regulations, AGC-200, to the General Aviation and Commercial Branch. It is dated 5 August 1993. You will see it cited all over the internet as April 1993; April is the date of the request it answers.<\/p>\r\n<p>The memorandum sets out the test in one sentence: an owner would be considered a producer of a part if the owner &ldquo;participated in controlling the design, manufacture, or quality of the part.&rdquo; It then lists five things that would tend to indicate such participation. The owner provided the manufacturer with design or performance data. The owner provided the materials. The owner provided the fabrication processes or assembly methods. The owner provided the quality control procedures. Or the owner supervised the manufacture.<\/p>\r\n<p>Those five bullet points are the ones reproduced, usually without a source, in every article on the subject. What gets left out is the sentence immediately after them, and it is the sentence that does the real work: <em>&ldquo;We would not construe the ordering of a part, standing alone, as participating in controlling the design, manufacture, or quality of a part.&rdquo;<\/em><\/p>\r\n<p>Writing a cheque is not participation. That is the whole boundary, stated once, in 1993, and it has never been restated more clearly since.<\/p>\r\n<p>The other thing the memorandum does is warn against treating the list as a checklist. It opens by saying the FAA &ldquo;would look at many factors&rdquo;, and introduces the five with the words &ldquo;would tend to indicate&rdquo;. The current Advisory Circular, AC 20-62E of 23 December 2010, restates the same test and groups it slightly differently &mdash; participation &ldquo;can include supervising the manufacture of the part or providing the manufacturer with the following: the design data, the materials with which to make the part, the fabrication processes, assembly methods, or the quality control (QC) procedures.&rdquo; Deliberately soft, in both documents. The hard edges people imagine were added later, by the internet.<\/p>\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;Without such a provision, an aircraft needing a replacement part not available from the manufacturer, a PMA supplier, or a salvage yard would be permanently grounded. That&rsquo;s why the FAA made provisions for an owner to produce his own repair parts as &lsquo;the source of last resort.&rsquo;&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Mike Busch<\/strong> &mdash; A&amp;P\/IA, founder of Savvy Aviation, writing in EAA Sport Aviation, August 2011<\/div><\/div><\/div>\r\n\r\n<h2 style=\"padding-top:22px\">You Do Not Have to Touch the Part<\/h2>\r\n<p>The 1993 memorandum was asked, in terms, whether an owner could contract the work out and still have an owner-produced part. The answer was yes, in certain circumstances &mdash; provided the owner participated in controlling design, manufacture or quality. It was asked whether the owner could merely supervise a mechanic doing the work. Yes, with respect to supervision; the example the FAA chose was an air carrier mechanic making a part for the air carrier&rsquo;s own aircraft. It was asked whether the shop could be a non-certificated outfit with no aviation credentials whatsoever. Yes, in certain circumstances, on the same condition.<\/p>\r\n<p>Then comes the part that surprises people. The memorandum notes, twice, that the person the owner contracted with &ldquo;would also be a &lsquo;producer&rsquo;&rdquo;. Both of them produced the part. The attachment to the memorandum explains why that is not a problem: liability under the old 21.303(a) attached to each person who participated in controlling the design, manufacture or quality of the part <em>and<\/em> did so with the intent that the part be sold for installation on a type-certificated product. Two elements, not one. The machine shop has the first and not the second, so the machine shop is in the clear.<\/p>\r\n<p>It is a neat piece of legal construction and it is the load-bearing wall of the whole arrangement. Remove the intent-to-sell element and every jobbing engineer who has ever turned a bushing for a Cessna would be in violation.<\/p>\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\/QpAnUzJbai0\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<p>Savvy Aviation&rsquo;s own walkthrough of the provision, from the team that has probably argued more owner-produced-part cases with more Flight Standards District Offices than anyone else in American general aviation.<\/p>\r\n<h2 style=\"padding-top:22px\">The Mechanic Cannot Do This on His Own<\/h2>\r\n<p>Here is the asymmetry that catches owners and mechanics alike. The rule names an owner or operator. It does not name an A&amp;P. A mechanic has broad authority to maintain, repair and alter parts, and no general authority to manufacture a new one under 21.9(a)(5). The owner has the authority; the mechanic usually has the skill. Neither is much use alone.<\/p>\r\n<p>The adjacent entry, 21.9(a)(6), gives certificate holders their own route: a rated repair station or mechanic may fabricate a part provided it is consumed in the repair or alteration being performed, under an accepted fabrication quality control system. AC 43-18 is the guidance for that one, and it sorts fabricated parts into three categories by consequence of failure. A CAT 1 part is one whose failure could prevent continued safe flight and landing, and its design data must go to an Aircraft Certification Office. A CAT 2 part would not prevent safe flight and landing but would reduce the aircraft&rsquo;s capability or the crew&rsquo;s ability to cope, and may be approved by an authorised Designated Engineering Representative. A CAT 3 part has no effect on continued safe flight and landing, and generally needs only acceptable data.<\/p>\r\n<p>In 2017 the FAA&rsquo;s Office of the Chief Counsel was asked whether a repair station could use that route when the manufacturer still had the part in stock. A Flight Standards District Office had told a California repair station that it could not. The Chief Counsel disagreed, in writing.<\/p>\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;Section 21.9(a) lists six ways a person may produce replacement or modification articles, including production under a type certificate or an FAA production approval. However, no one method is given precedence over another &hellip; The fact that a type certificate holder may have parts available has no bearing on the permissible use of parts fabricated in accordance with &sect;21.9(a)(6).&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Lorelei Peter<\/strong> &mdash; Assistant Chief Counsel for Regulations, FAA, legal interpretation of 27 September 2017<\/div><\/div><\/div>\r\n\r\n<p>No one method is given precedence over another. That sentence applies just as squarely to (a)(5). The existence of a factory part, however expensive, is not a legal reason an owner-produced part cannot be used.<\/p>\r\n<p>The same letter also confirms that identical parts may be batched &mdash; AC 43-18 permits a quantity of identical parts bearing the same part number to be fabricated at once, so long as they will be consumed in later repairs by the same certificate holder and controls are in place to stop them being sold separately. Fabricating multiples, the AC adds, is not to be used as a means of circumventing 21.9(a).<\/p>\r\n\r\n<div style=\"margin:24px 0\"><iframe id=\"mfg-partapprovals\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/10\/who-may-approve-an-aircraft-part-faa-easa.html\" width=\"100%\" height=\"1100\" style=\"width:100%;height:1100px;border:0;display:block;overflow:hidden\" scrolling=\"no\" title=\"Who may legally approve an aircraft part\"><\/iframe><\/div>\r\n<script>window.addEventListener(\"message\",function(e){if(e.origin!==\"https:\/\/migflug.com\")return;var d=e.data;if(!d||!d.mfgFrame||!d.id||!d.h)return;var f=document.getElementById(\"mfg-\"+d.id);if(!f)return;var n=Math.max(200,Math.min(d.h,4000));if(Math.abs(parseInt(f.style.height,10)-n)>2)f.style.height=n+\"px\";},false);<\/script><h2 style=\"padding-top:22px\">Approved Data Is the Hard Part<\/h2>\r\n<p>Everything above is about who may produce the part. None of it says the part is airworthy. AC 20-62E is careful on this: the parts it lists as acceptable are those produced by an owner or operator for maintaining or altering their own product <em>and which are shown to conform to FAA-approved data<\/em>. That clause is not in the regulation. It is in the guidance, and it is where owner-produced parts actually go wrong.<\/p>\r\n<p>In practice conformity is shown one of two ways. Either the part was made from a manufacturer-approved drawing, or it was made by duplicating an existing approved part, so that every material and dimension can be determined from the original. A worn bracket handed to a machinist with &ldquo;make me another one of these&rdquo; is the classic case, and it is also, neatly, the FAA&rsquo;s own worked example of providing design data &mdash; the 1993 memorandum says so in parentheses.<\/p>\r\n<p>Fabrication is then subject to the maintenance recordkeeping provisions of 14 CFR 43.9. If the part goes into a major repair or major alteration, an A&amp;P with Inspection Authorization has to inspect it, sign it off and document it on FAA Form 337, certifying that it conforms to FAA-approved data. That signature is the real gate. An owner can be legally entitled to produce a part and still find no mechanic willing to put his certificate behind it, which is why the sensible move is to involve the mechanic in making the part rather than presenting him with one.<\/p>\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\/GTPBPnPU5xo\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<p>The FAA&rsquo;s own briefing on where an owner&rsquo;s responsibilities end and a mechanic&rsquo;s begin &mdash; the division that owner-produced parts depend on completely.<\/p>\r\n<h2 style=\"padding-top:22px\">The Moment It Becomes Illegal Is the Moment You Sell It<\/h2>\r\n<p>Paragraph 21.9(b) is where the cup holders come in. Except for parts produced under a type certificate or an FAA production approval, a person who produces a replacement or modification article for sale may not represent that part as suitable for installation on a type-certificated product. Not &ldquo;may not sell it&rdquo; &mdash; may not <em>represent it as suitable<\/em>. The offence is the claim.<\/p>\r\n<p>According to AVweb, which reported the notice on 21 August 2026, the FAA issued an Unapproved Parts Notification that week covering 3D-printed accessories sold between May 2024 and August 2025 for Beechcraft Bonanzas, Debonairs and Grumman types: cup holders, headset holders, windshield shades, defroster vent components and yoke grips. No engine, propeller, structural or aerodynamic parts were named, and the FAA reported no failures or incidents. The agency asked owners, maintenance organisations and suppliers to quarantine any they found.<\/p>\r\n<p>Read against 21.9, the case is not really about 3D printing at all. Every one of those items could have been printed lawfully by the owner of the aeroplane it was going into. What the rule will not tolerate is a production line serving other people&rsquo;s aircraft without an approval, because at that point the part has entered what the 1993 memorandum called the aviation stream of commerce &mdash; and the general intent of the prohibition, in the memorandum&rsquo;s own words, is to prevent the introduction of an unapproved part into that stream.<\/p>\r\n<p>This is also why an owner-produced part is the opposite of a counterfeit part rather than a cousin of it. A counterfeit part is sold under a false claim of approval. An owner-produced part makes no claim at all, travels nowhere, and is documented in a logbook that names exactly who made it and who accepted it.<\/p>\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\/10\/l-39-albatros-cockpit-passenger-flight-migflug.jpg\" alt=\"View from the rear cockpit of an Aero L-39 Albatros during a passenger flight, the aircraft banking over coastline and farmland\" 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 rear cockpit of an Aero L-39 Albatros in flight. Ex-military jets on civil registers are the extreme case of the parts problem: the air force that bought the spares has gone, and so, often, has the production line. Photo: MiGFlug \/ Wikimedia Commons, CC0<\/figcaption><\/figure>\r\n\r\n<h2 style=\"padding-top:22px\">The Source of Last Resort<\/h2>\r\n<p>The provision was written for a fleet that no longer has a factory behind it. The great wave of piston general aviation production ended in the early 1980s, and most of what flies today out of American fields was built decades ago. Some manufacturers still support their legacy aeroplanes well. Others do not, and for a wing rib, an elevator trailing edge or a cowl flap there is frequently no Parts Manufacturer Approval holder at all, because nobody will go through a PMA for a part that sells twice a year.<\/p>\r\n<p>The same logic, harder, applies at the other end of the spectrum. A privately operated <a href=\"https:\/\/migflug.com\/aircraft\/l-39-albatros\/\">L-39 Albatros<\/a>, <a href=\"https:\/\/migflug.com\/aircraft\/mig-15-fagot\/\">MiG-15<\/a> or <a href=\"https:\/\/migflug.com\/aircraft\/de-havilland-vampire\/\">de Havilland Vampire<\/a> is supported by no original manufacturer in any meaningful sense; the operator and a small circle of specialists are the supply chain. Rules of this shape &mdash; narrow, documented, dependent on a named person taking responsibility &mdash; are a large part of why those aeroplanes are still airworthy rather than static exhibits.<\/p>\r\n<p>What the provision is not is a loophole. It cannot be used to dodge a Parts Manufacturer Approval, it cannot be used to sell anything, it does not survive an owner who merely writes a cheque, and it ends at a mechanic who has to certify conformity to approved data. Inside those walls it is remarkably permissive. The FAA will let you make a part for a certificated aeroplane on a lathe in a shed. It will simply never let you tell anyone else it is any good.<\/p>\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\/Vu9n_x_a8KE\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<p>A broader hour on where owner-managed maintenance goes wrong, from the same source &mdash; useful context for anyone weighing up whether to go down this road at all.<\/p>\r\n<p><em>Sources: 14 CFR 21.9, 21.303 and 43.9 via eCFR; FAA Advisory Circular 20-62E, 23 December 2010; FAA Advisory Circular 43-18 with Change 1; FAA Office of the Chief Counsel memorandum &ldquo;Definition of &lsquo;Owner Produced Part,&rsquo; FAR 21.303(b)(2)&rdquo;, 5 August 1993; FAA Office of the Chief Counsel legal interpretation to Peter M. Friedman, 27 September 2017; Mike Busch, &ldquo;Owner-Produced Parts&rdquo;, EAA Sport Aviation, August 2011; AVweb, 21 August 2026.<\/em><\/p>\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<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 an owner-produced part under FAA rules?<\/summary><div class=\"a\">An owner-produced part is a replacement or modification article made under 14 CFR 21.9(a)(5), which permits an article produced by an owner or operator for maintaining or altering that owner or operator\u2019s own product. It needs no Parts Manufacturer Approval, no Supplemental Type Certificate and no production certificate, but it must conform to FAA-approved data and it may never be sold.<\/div><\/details><details><summary>Does the aircraft owner have to physically make the part?<\/summary><div class=\"a\">No. The FAA\u2019s Office of the Chief Counsel settled this in a memorandum dated 5 August 1993. The owner may contract a mechanic, a repair station or an ordinary machine shop, provided the owner participated in controlling the design, manufacture or quality of the part. Supervising the work, or supplying the drawing, the materials, the processes or the quality procedures, all count.<\/div><\/details><details><summary>Is simply ordering a part enough to make it owner-produced?<\/summary><div class=\"a\">No, and this is the point most summaries leave out. The 1993 FAA memorandum states that the agency would not construe the ordering of a part, standing alone, as participating in controlling the design, manufacture or quality of a part. Paying somebody to make a part and doing nothing else does not produce an owner-produced part.<\/div><\/details><details><summary>Can an A&amp;P mechanic make an owner-produced part on his own authority?<\/summary><div class=\"a\">No. 14 CFR 21.9(a)(5) names an owner or operator, not a mechanic. A mechanic may make the part for the owner, and the owner\u2019s participation is what makes it lawful. A separate route at 21.9(a)(6) lets a rated certificate holder fabricate a part that is consumed in the repair or alteration being performed, under an accepted fabrication quality control system.<\/div><\/details><details><summary>Can an owner-produced part be sold to another aircraft owner?<\/summary><div class=\"a\">No. 14 CFR 21.9(b) says that a person who produces a replacement or modification article for sale may not represent it as suitable for installation on a type-certificated product, unless it was produced under a type certificate or an FAA production approval. Selling such parts is what triggers FAA unapproved-parts action, as a 3D-printed cockpit accessory case showed in August 2026.<\/div><\/details><details><summary>What paperwork does an owner-produced part need?<\/summary><div class=\"a\">Fabrication is covered by the maintenance recordkeeping requirements of 14 CFR 43.9, so the work is recorded in the aircraft\u2019s maintenance records. If the part goes into a major repair or major alteration, an A&amp;P with Inspection Authorization must sign it off on FAA Form 337, certifying that the part conforms to FAA-approved data.<\/div><\/details><details><summary>Does an owner-produced part need FAA-approved data?<\/summary><div class=\"a\">Yes. Advisory Circular 20-62E describes acceptable owner-produced parts as those shown to conform to FAA-approved data. In practice that means either a manufacturer-approved drawing or a direct duplication of an existing approved part, so that every material and dimension can be determined from the original.<\/div><\/details><details><summary>Can I fly in an L-39 Albatros?<\/summary><div class=\"a\">Yes. MiGFlug operates <a href=\"https:\/\/migflug.com\/l-39-albatros\/\">L-39 Albatros flights<\/a> in Florida, California, Switzerland, Italy, Czechia, Australia and New Zealand. The L-39 is a good example of why rules like 21.9 matter: privately operated ex-military jets are kept airworthy by their operators and a small circle of specialists rather than by an original production line.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What is an owner-produced part under FAA rules?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"An owner-produced part is a replacement or modification article made under 14 CFR 21.9(a)(5), which permits an article produced by an owner or operator for maintaining or altering that owner or operator\u2019s own product. It needs no Parts Manufacturer Approval, no Supplemental Type Certificate and no production certificate, but it must conform to FAA-approved data and it may never be sold.\"}},{\"@type\":\"Question\",\"name\":\"Does the aircraft owner have to physically make the part?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. The FAA\u2019s Office of the Chief Counsel settled this in a memorandum dated 5 August 1993. The owner may contract a mechanic, a repair station or an ordinary machine shop, provided the owner participated in controlling the design, manufacture or quality of the part. Supervising the work, or supplying the drawing, the materials, the processes or the quality procedures, all count.\"}},{\"@type\":\"Question\",\"name\":\"Is simply ordering a part enough to make it owner-produced?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No, and this is the point most summaries leave out. The 1993 FAA memorandum states that the agency would not construe the ordering of a part, standing alone, as participating in controlling the design, manufacture or quality of a part. Paying somebody to make a part and doing nothing else does not produce an owner-produced part.\"}},{\"@type\":\"Question\",\"name\":\"Can an A&P mechanic make an owner-produced part on his own authority?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. 14 CFR 21.9(a)(5) names an owner or operator, not a mechanic. A mechanic may make the part for the owner, and the owner\u2019s participation is what makes it lawful. A separate route at 21.9(a)(6) lets a rated certificate holder fabricate a part that is consumed in the repair or alteration being performed, under an accepted fabrication quality control system.\"}},{\"@type\":\"Question\",\"name\":\"Can an owner-produced part be sold to another aircraft owner?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. 14 CFR 21.9(b) says that a person who produces a replacement or modification article for sale may not represent it as suitable for installation on a type-certificated product, unless it was produced under a type certificate or an FAA production approval. Selling such parts is what triggers FAA unapproved-parts action, as a 3D-printed cockpit accessory case showed in August 2026.\"}},{\"@type\":\"Question\",\"name\":\"What paperwork does an owner-produced part need?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Fabrication is covered by the maintenance recordkeeping requirements of 14 CFR 43.9, so the work is recorded in the aircraft\u2019s maintenance records. If the part goes into a major repair or major alteration, an A&P with Inspection Authorization must sign it off on FAA Form 337, certifying that the part conforms to FAA-approved data.\"}},{\"@type\":\"Question\",\"name\":\"Does an owner-produced part need FAA-approved data?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. Advisory Circular 20-62E describes acceptable owner-produced parts as those shown to conform to FAA-approved data. 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The L-39 is a good example of why rules like 21.9 matter: privately operated ex-military jets are kept airworthy by their operators and a small circle of specialists rather than by an original production line.\"}}]}<\/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\/pma-parts-vs-oem-parts-manufacturer-approval-faa-explained\/\">PMA Parts vs OEM Parts: What the FAA Rules Actually Say<\/a><\/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\/faa-designees-der-dar-oda-aircraft-certification-explained\/\">FAA Designees: DER, DAR and Who Really Signs Off an Aircraft<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/airworthiness-directives-14-cfr-part-39-four-types-myth\/\">Airworthiness Directives: The Four Types That Do Not Exist<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Share this story In August 2026 the Federal Aviation Administration published an Unapproved Parts Notification about cup holders. Not a spar fitting, not a fuel pump &mdash; cup holders, headset hangers, windshield shades and yoke grips, 3D-printed in a garage and sold to owners of Bonanzas, Debonairs and Grummans. The notification asked maintenance organisations to [&hellip;]<\/p>\n","protected":false},"author":27,"featured_media":29809892,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-29810620","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 v28.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>FAA Owner-Produced Parts: Make a Legal Part | MiGFlug<\/title>\n<meta name=\"description\" content=\"Owner-produced parts let an aircraft owner legally make a part for a type-certificated aeroplane under 14 CFR 21.9(a)(5). 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