psyshrike wrote:


From the FAA's standpoint is a type certificate issued per
application, or per device?

Both...although you can put multiple aircraft/engines on a
single type certificat.

Does a type certificate care who filed it
from a regulatory standpoint?

Certainly..

To go back to the engine hypothetical, say I reverse engineered the
235. As a result my engineers have generated a lot of drafting data, I
also have fits and tolerances information (published by the OEM) and a
material analysis that gives us an alloy specification. I then write a
shop practice SOP for manufacture. I _reference_ the OEM's TC for the
flight testing portion of my TC, plus maybe a short suppliment to
impirically confirm identicle performance characteristics.

You can't reference the OEM's type certificate. They're not the same part
as far as the FAA's concerned and there the certificate only references the
"grant" of the authority, not the underlying data.


If a field mechanic and an FAA expert couldn't tell the difference
between engine A and engine B, is there any regulatory reason this
wouldn't work?

The FAA will never issue such a certfiicate. If you're asking if you
can't tell a cloned part from a legitimate "type certificated paart"
whether that would be proper.




Start by reading Part 21.


I read portions of it a while ago. My copy of the FAR is packed away
right now. Is this on the net somewhere?

Yes, you know you could find out a lot of this, by poking around the FAA website.
It even has a search engine and if you dig down in the "FAA Organizational tree"
they have you'll find the certification office's page which has a lot of other
orders and documentation.