FAA and yellow tags anyones input welcomed

[dirtysidedown430]

After doing a short search on the net it seems that in the FAA world of FARs there is no such animal. No where in the FARs does yellow tag come up. What was talked about was FAR PART 43 APP B and filing a FAR 337. Seems that yellow tags were something the military came up in the.early days of WW2 to id serviceable aircraft parts and yellow was most likely because they had all kinds of yellow tags that they had no use for.

Now on those French A26 R2800-79s i fear that is going to be little dicey if the project comes to states. The feds would want the engine logs and where the 0 time was done and by who and what was done. And a EXPERIMENTAL cat would clam the feds down a little. But i would also think getting it flyable in the states would be less of a pain than in Europe.

[Forgotten Field]

Look up FAA form 8130-3. Also look here:

https://en.wikipedia.org/wiki/Aviation_parts_tag

The colors had real meaning.

[L-4Pilot]

We have quite a few "yellow tags" from the T-41B restoration. Here is one for the Prop Overhaul.

FAA Form 8130-3


White "Yellow Tag" Form 8130-3 for T-41B STEC AP Overhaul

[b17engineer]

Only Repair Stations can issue an 8130 form to a servicable part. I still issue yellow tags with the alternators that I overhaul sign with my A&P number. Having a Repait Station is just too expensive for a small company like mine.

Rick

[shrike]

And NEW parts may not have an 8130-3 OR a yellow tag, as both of those are "Return to Service", and a new part has never been in service. In that case the original label serves as documentation.

(I work in a repair station, and have to explain that one several times a year)

[b17engineer]

Thanks for adding that Shrike, I see it quite often as well.

RICK

[Matt Gunsch]

I always looked on yellow tags as caution tags, as they more often than not required more work.
Shrike, original labels work to a point, but any part for the T-6, in a factory sealed NAA box, is a suspect part in the eyes of the FAA,as they were not produced under a Type Certificate. I know it is BS.

[shrike]

I always looked on yellow tags as caution tags, as they more often than not required more work.
Shrike, original labels work to a point, but any part for the T-6, in a factory sealed NAA box, is a suspect part in the eyes of the FAA,as they were not produced under a Type Certificate. I know it is BS.

Made more BSy, by the ruling that surplus Lycoming GPU(O-290) parts ARE approved because there wasn't not a type certificate. ie. when the parts were made Lyc. didn't make a distinction between them by end use.
The reason the FAA has direct deposit is that they are all afraid to sign off their own checks. (I jest, we've had at lest three good PMI's in a row)

[John Dupre]

Most Form 8130s I see are white and it is true that new parts do not need to have them, also a distributor rather than an OEM can issue an 8130 on new parts they have received and sold on.

The lore I have heard regarding the origin of yellow tags is that the USAAC came up with them and originally Yellow was Repairable, Green was Airworthy and Red was Condemned. Unfortunately the printer mixed up Yellow and Green and the cash strapped Air Corps decided to go with it rather than scrap thousands of brand new tags and screw up their budgeting.

The FAA recognizes parts marking tags only at a local level i.e. Repair station certification. Years ago you used to have to insist that a repaired part was accompanied by the "yellow tag" and the work order describing the repair for the FAA to consider the part legal. Most vendors eventually wised up and went with the Form 8130 or made the "yellow tag" their work order.