When the FAA reviews your maintenance records, it is not only checking what was done to the aircraft — it is checking who was authorized to do it and to approve it for return to service. A perfectly written §43.9 maintenance entry is invalid if the person who signed it did not hold the right certificate, the right rating, current recent experience, or the required authorization on that date. That is why understanding 14 CFR Part 65 — the part that creates mechanic and repairman certificates — is a records problem as much as a personnel problem.
Part 65 contains two very different credentials that operators routinely conflate. Subpart D creates the mechanic certificate with its airframe and powerplant ratings — the portable, personal credential most people mean when they say "A&P." Subpart E creates the repairman certificate — a narrow, employer-tied credential that exists only in connection with a specific job at a specific certificate holder. They have different eligibility rules, different scopes, and very different consequences when someone changes jobs.
This guide walks through the eligibility and privilege rules for each, the often-missed recent-experience requirement of §65.83, the line between what a rated mechanic can do and what requires an Inspection Authorization, and the personnel records a Part 135 operator or a Part 145 repair station must keep so that every maintenance sign-off can be tied to a person who was authorized to make it.
Two Different Credentials: Mechanic vs. Repairman
Both certificates live in 14 CFR Part 65, and both are referenced by 14 CFR §43.3, which says the holder of a mechanic certificate and the holder of a repairman certificate may each perform maintenance, preventive maintenance, and alterations "as provided in part 65 of this chapter." That single cross-reference is why Part 65 matters to your maintenance records: §43.3 is the gate that decides who is even allowed to touch the aircraft, and it points straight back to the certificate, rating, and authorization rules below.
Mechanic Certificate (Subpart D)
- Portable and personal — goes with the individual from job to job
- Carries an airframe rating, a powerplant rating, or both (§65.85, §65.87)
- Can approve return to service for any owner/operator within the rating
- Subject to the §65.83 recent-experience rule
Repairman Certificate (Subpart E)
- Job-specific — issued for a specific job at a specific employer (§65.101)
- Requires employer recommendation by a repair station, commercial operator, or air carrier
- Exercisable only in connection with duties for that employer (§65.103)
- Not portable — the privilege does not follow the person to a new shop
The two subparts (and a third certificate family)
Subpart D covers mechanics (§65.71 eligibility through the Inspection Authorization rules at §65.91–§65.95). Subpart E covers repairmen, including the experimental-aircraft-builder repairman certificate at §65.104 (which lets the builder perform condition inspections on the aircraft they constructed) and the light-sport-aircraft repairman certificate at §65.107. This guide focuses on the mainstream maintenance credentials a charter or repair-station operator deals with: the §65.101 employer-tied repairman and the §65.71 mechanic.
Mechanic Certificate Eligibility — 14 CFR §65.71
The general eligibility gate for a mechanic certificate is §65.71. The headline requirements:
At Least 18 Years of Age
The applicant must be at least 18 years old. This mirrors the minimum age for the repairman certificate and the Inspection Authorization-eligible mechanic.
English Language Ability
The applicant must be able to read, write, speak, and understand English — or, for an applicant who does not meet that requirement and is employed outside the United States by a U.S. air carrier, hold a certificate endorsed "Valid only outside the United States."
Pass the Required Tests Within 24 Months, and Meet the Rating Sections
The applicant must have passed all of the prescribed tests within a period of 24 months, and must comply with the sections of Subpart D that apply to the rating sought. The experience or aviation-maintenance-technician-school route that qualifies an applicant to take those tests is set out in §65.77 — §65.71 itself points to the rating-specific sections rather than restating the experience hours.
Why this matters to your records: when you onboard a mechanic, the certificate and its endorsements are the proof that these gates were cleared. The "Valid only outside the United States" endorsement, in particular, is a limitation your records must reflect — a mechanic carrying that endorsement is not a substitute for a domestically valid mechanic on U.S. soil. Capturing the exact wording on the certificate, not just the certificate number, is what keeps an onboarding file defensible.
Mechanic Privileges and Limitations — 14 CFR §65.81
§65.81 is the core scope rule for what a certificated mechanic may and may not do. It has three load-bearing pieces, and each one is a place operators get caught.
The grant — and the two carve-outs (§65.81(a))
A certificated mechanic may perform or supervise the maintenance, preventive maintenance, or alteration of an aircraft or appliance for which the mechanic is rated. But §65.81(a) carves out two categories entirely: major repairs to, and major alterations of, propellers, and any repair to, or alteration of, instruments. Those are outside the mechanic's privileges regardless of rating — propeller major work and instrument work route to appropriately rated repair stations.
The "performed it before" limitation (§65.81(a))
A mechanic may not supervise the maintenance, preventive maintenance, or alteration of — or approve and return to service — any aircraft or appliance for which rated unless the mechanic has satisfactorily performed the work concerned at an earlier date. If the mechanic has not done that specific work before, they may instead perform it to the satisfaction of the Administrator, or under the direct supervision of a certificated mechanic or repairman who has had previous experience in the specific operation. This is a per-task competency rule, not a blanket grant — holding the rating is necessary but not by itself sufficient for an unfamiliar task.
Must understand the current data (§65.81(b))
A mechanic may not exercise the privileges of the certificate and rating unless they understand the current instructions of the manufacturer and the maintenance manuals for the specific operation concerned. This ties directly to the operator's obligation to make current technical data available — and it is why "we always did it this way" is not a defense when the manufacturer's data has been revised.
"Major" is defined elsewhere — and it drives both the carve-out and the IA requirement
Whether a repair or alteration is "major" or "minor" is determined under 14 CFR Part 1 and Part 43, Appendix A — not Part 65. That classification matters twice over: a propeller major repair/alteration is outside the mechanic's privileges under §65.81(a), and any aircraft major repair/alteration sign-off for return to service is an Inspection Authorization privilege under §65.95(a)(1). Misclassifying a job as "minor" to keep it inside a single mechanic's authority is a common — and serious — finding. The alteration paperwork on a major job runs through the FAA Form 337 process.
Airframe and Powerplant Rating Privileges — §65.85 & §65.87
The mechanic certificate carries one or both of two ratings, and each rating's return-to-service scope is defined in its own section. The two are structurally parallel.
Airframe Rating — §65.85
Under §65.85(a), an airframe-rated mechanic may approve and return to service an airframe, or any related part or appliance, after performing, supervising, or inspecting its maintenance or alteration — excluding major repairs and major alterations. The airframe-rated mechanic may also perform the 100-hour inspection required by Part 91 on an airframe, or any related part or appliance, and approve it for return to service. (Section 65.85(b) adds a light-sport-aircraft major-repair/alteration return-to-service privilege for products not produced under FAA approval, performed and inspected per acceptable instructions.)
Powerplant Rating — §65.87
Under §65.87(a), a powerplant-rated mechanic may approve and return to service a powerplant or propeller, or any related part or appliance, after performing, supervising, or inspecting its maintenance or alteration — again excluding major repairs and major alterations. The powerplant-rated mechanic may also perform the Part 91 100-hour inspection on a powerplant or propeller, or any part thereof, and approve it for return to service. (Section 65.87(b) provides the parallel light-sport major-repair/alteration privilege.)
Note the propeller overlap
The powerplant rating — not the airframe rating — carries the propeller return-to-service privilege under §65.87 (for work other than major). But major repairs and major alterations to propellers are excluded from the mechanic's privileges entirely by §65.81(a). So a powerplant mechanic can handle minor propeller maintenance and return it to service, but a propeller major repair or overhaul routes to a propeller-rated repair station. Tracking engine and propeller overhaul time is where this distinction shows up in practice.
| Action | Airframe | Powerplant | CFR |
|---|---|---|---|
| Return airframe to service after non-major maintenance/alteration | Yes | No | §65.85(a) |
| Return powerplant/propeller to service after non-major maintenance/alteration | No | Yes | §65.87(a) |
| Perform the Part 91 100-hour inspection (within rating) and return to service | Yes | Yes | §65.85 / §65.87 |
| Major repair/alteration to a propeller | No | No | §65.81(a) |
| Any repair or alteration to an instrument | No | No | §65.81(a) |
| Perform / approve the annual inspection | No | No | §65.95(a)(2) — IA only |
The 100-hour vs. annual line is the most common confusion: the inspection scope (Part 43, Appendix D) is the same, but the annual sign-off requires an Inspection Authorization while the 100-hour does not. See our 100-hour / annual scope guide and the §91.409 inspection guide.
The Recent-Experience Requirement — 14 CFR §65.83
This is the rule operators most often forget, because the mechanic certificate itself never expires. Under §65.83, a certificated mechanic may not exercise the privileges of the certificate and rating unless, within the preceding 24 months, one of two conditions is met.
Option A — §65.83(a)
The Administrator has found that the mechanic is able to do that work. This is the FAA-assessment path.
Option B — §65.83(b)
For at least 6 months, the mechanic has: served as a mechanic under the certificate and rating; technically supervised other mechanics; supervised, in an executive capacity, the maintenance or alteration of aircraft; or engaged in any combination of those three.
§65.83 has no built-in refresher-course path
It is easy to assume §65.83 mirrors the Inspection Authorization renewal rule, but it does not. The IA renewal rule in §65.93 explicitly lists an 8-hour refresher course as one of its qualifying activities. Section 65.83 does not — its two routes are the Administrator finding the mechanic able (§65.83(a)) or the 6-months-of-qualifying-work option (§65.83(b)). A mechanic who has been out of hands-on work for more than 24 months and has not been found able by the Administrator has dormant privileges until one of those two conditions is satisfied, even if they have attended training.
The records angle: §65.83 is satisfied by a documented work history, not by a card with an expiration date. For an operator, the proof that a mechanic's privileges are current is the trail showing they actually worked as a mechanic (or supervised that work) within the trailing 24 months — work orders, sign-off history, payroll/assignment records, or a supervisor attestation. A mechanic returning from a long medical leave, a deployment, or a stint in a non-maintenance role is exactly the case where this quietly bites, and where having the work-history documentation organized makes the difference.
Where the Inspection Authorization Fits — §65.91–§65.95
The annual inspection sign-off and the post-major-repair/major-alteration return-to-service approval are the two big things a rated mechanic cannot do without an Inspection Authorization. The IA is not a separate certificate — it is an authorization layered on a mechanic certificate that already holds both airframe and powerplant ratings.
The IA in one paragraph
Under §65.91, an IA applicant must hold both an airframe and a powerplant rating, each in effect for a total of at least 3 years; have been actively engaged maintaining aircraft for at least the 2-year period before applying; have a fixed base of operations; have the equipment, facilities, and inspection data to inspect properly; and pass a written test. Under §65.95, the IA holder may approve return to service after a major repair or major alteration, and may perform the annual (or perform/supervise a progressive inspection). Under §65.92, an Inspection Authorization expires on March 31 of each odd-numbered year, and it is renewed under §65.93.
We cover the IA in depth separately
The IA eligibility detail, the §65.95 privileges, and the §65.93 renewal cycle — including the easy-to-miss mid-cycle activity deadline and the five qualifying activities — are walked through fully in our dedicated guide. This post intentionally does not duplicate it.
Read the Inspection Authorization renewal guideThe Repairman Certificate — §65.101 & §65.103
The repairman certificate is a fundamentally different animal from the mechanic certificate. It is narrow, employer-tied, and not portable — and that has real consequences for a repair station's or air carrier's HR and compliance records.
Eligibility — §65.101
Under §65.101, an applicant for a repairman certificate must be at least 18; be employed for a specific job requiring those special qualifications by a certificated repair station, certificated commercial operator, or certificated air carrier; be recommended for certification by that employer, to the satisfaction of the Administrator, as able to satisfactorily maintain aircraft or components; and be specially qualified to perform the maintenance for that job by either at least 18 months of practical experience in the relevant procedures, practices, inspection methods, materials, tools, machine tools, and equipment, or completion of formal training acceptable to the Administrator specifically designed to qualify the applicant for the job. The English-language requirement (with the "Valid only outside the United States" endorsement option for certain overseas employment) also applies.
Privileges and limitations — §65.103
Under §65.103(a), a certificated repairman may perform or supervise the maintenance, preventive maintenance, or alteration of aircraft or aircraft components appropriate to the job for which the repairman was employed and certificated — but only in connection with duties for the certificate holder by whom the repairman was employed and recommended. Under §65.103(b), the repairman may not perform or supervise those duties unless they understand the current instructions of the employing certificate holder and the manufacturer's instructions for continued airworthiness relating to the specific operations concerned. Because the privilege exists only in connection with duties for that recommending employer, it cannot be carried to a different shop — when the employment ends, there is no separate repairman privilege left to exercise.
Offboarding a repairman is a compliance event, not just an HR event
Because the certificate is tethered to a specific employment relationship under §65.101 and §65.103, the end of that employment effectively ends the repairman's ability to exercise the privilege. In FAA practice, the recommending employer is expected to notify the FAA when a recommended repairman is no longer employed, so the certificate can be surrendered or cancelled. For a Part 145 repair station this dovetails with the personnel roster: a repairman who has left should come off the roster, and the records should clearly show the start and end of their authorized period. Treat the relevant FAA orders and your repair station manual as the governing procedure for the exact mechanics here.
Two adjacent repairman certificates worth knowing
§65.104 — experimental aircraft builder: a repairman certificate that lets the primary builder of an amateur-built aircraft perform condition inspections on the aircraft they constructed, in accordance with that aircraft's operating limitations. It is tied to that one aircraft, not to an employer. §65.107 — light-sport aircraft repairman: a separate certificate with inspection and maintenance ratings (each requiring a training course acceptable to the Administrator) for experimental and special light-sport aircraft. Neither replaces the §65.101 employer-tied repairman or the §65.71 mechanic for conventional Part 135/145 maintenance.
The Personnel Records an Operator Must Keep
Here is the throughline that makes Part 65 a records problem. Under §43.3, only the holder of the right certificate (as provided in Part 65) may perform and approve maintenance. So for every line in your maintenance records, an inspector can ask: did the person who signed this hold the correct certificate, the correct rating, current §65.83 recent experience, and — for an annual or major-repair sign-off — a valid Inspection Authorization, on the date of the entry? Answering that quickly requires the personnel file to sit right next to the maintenance record.
A Part 145 repair station carries this further with explicit duties: a roster of supervisory and inspection personnel and personnel training records are required (generally §145.161 for the roster and §145.163 for training), alongside the broader §145.219 recordkeeping obligations. The documents that matter on the personnel side:
Mechanic Certificates + Ratings
The certificate showing airframe, powerplant, or both. Capture any "Valid only outside the United States" endorsement and the exact ratings, not just the number.
Recent-Experience Evidence (§65.83)
Work history proving 6 months of qualifying work (or an Administrator finding) in the trailing 24 months. Sign-off history, work orders, or supervisor attestation — there is no expiration card.
Inspection Authorization Cards
For anyone signing annuals or major-repair/alteration return-to-service. Track the March-31-of-the-next-odd-year expiration and the §65.93 activity record.
Repairman Certificates
Tied to the specific job and recommending employer (§65.101/§65.103). Record the authorized start — and the end when employment terminates.
Repair-Station Roster & Training Records
For Part 145: the supervisory/inspection personnel roster and personnel training records (generally §145.161 / §145.163) that back up each signer.
Qualification / Training Evidence
The 18 months of practical experience or the formal training course that qualified a repairman under §65.101, and OEM/type training a mechanic relied on per §65.81(b).
This personnel layer connects to the rest of your maintenance compliance: the CAMP maintenance records, the RII program records (which designate who may perform and sign off required inspection items), the contract maintenance records (where you must verify an outside provider's people are authorized), and ultimately what you can show during a Part 135 surveillance audit or a Part 145 audit-binder review.
Make the authority behind every sign-off provable
FileFlo is a compliance document intelligence platform — a read-only proof layer that classifies and tracks the personnel documents behind your maintenance records. Upload mechanic certificates, repairman certificates, IA cards, recent-experience evidence, and repair-station training/roster records, and FileFlo:
- Classifies each document against the governing CFR (§65.71, §65.81, §65.83, §65.85/.87, §65.91–.95, §65.101/.103, §43.3, §145.161/.163)
- Extracts ratings, endorsements, IA expiration dates, and qualification details so the right authority is matched to the right work
- Tracks IA renewal dates and surfaces recent-experience gaps so a dormant privilege does not slip past unnoticed
- Assembles an audit-ready binder organized by CFR section so an inspector can be shown, per entry, that the signer was authorized
FileFlo sits alongside the certificated people, the maintenance provider, and the FAA — it does not certify mechanics, perform maintenance, approve anything for return to service, or replace an A&P, an IA, a repairman, a Part 145 repair station, or the FAA. It keeps the documents that prove your compliance audit-ready. Starter $89/mo · Professional $299/mo · 5-day free trial, no credit card required.
An unauthorized sign-off is an enforcement exposure
If a maintenance entry traces back to someone without the right certificate, rating, recent experience, or authorization, the work may not be properly approved for return to service — and the operator can face FAA enforcement. Under 14 CFR §13.301 (implementing 49 U.S.C. §46301), for violations occurring on or after December 30, 2024, the civil penalty is up to $1,875 for an individual or small-business concern and up to $75,000 for other persons, per violation. Beyond the dollars, an unsupported sign-off can cascade into questions about every aircraft that person returned to service. Keeping the personnel proof current and findable is cheap insurance against that chain.
Related Aviation Compliance Reading
Frequently Asked Questions
What is the difference between a mechanic certificate and a repairman certificate under Part 65?
They are different credentials with very different scope. A mechanic certificate under 14 CFR Part 65, Subpart D is portable and personal: it carries an airframe rating, a powerplant rating, or both, and lets the holder approve work for return to service for any owner or operator (within the rating, and excluding major repairs/major alterations unless an Inspection Authorization is held). A repairman certificate under Subpart E is job- and employer-specific: under §65.101 it is issued only to a person employed for a specific job by a certificated repair station, certificated commercial operator, or certificated air carrier, who is recommended by that employer, and under §65.103 the repairman may only perform or supervise work in connection with duties for the certificate holder by whom the repairman was employed and recommended. A mechanic takes the certificate from job to job; a repairman certificate is tied to the specific job and employer that recommended it.
What is the recent-experience requirement for a mechanic under 14 CFR §65.83?
Under 14 CFR §65.83, a certificated mechanic may not exercise the privileges of the certificate and rating unless, within the preceding 24 months, either (a) the Administrator has found that the mechanic is able to do that work, OR (b) the mechanic has, for at least 6 months, served as a mechanic under the certificate and rating, technically supervised other mechanics, supervised in an executive capacity the maintenance or alteration of aircraft, or engaged in any combination of those. Note what §65.83 does NOT say: unlike the Inspection Authorization renewal rule in §65.93, the text of §65.83 does not list a refresher course as a stand-alone path — the two routes it provides are the Administrator finding the mechanic able, or the 6-months-of-work option. The certificate itself does not expire, but the privileges go dormant if neither condition is met in the trailing 24 months.
Can a mechanic with only an airframe or only a powerplant rating sign off an annual inspection?
No. Performing and approving an annual inspection is an Inspection Authorization privilege under §65.95(a)(2), and an IA under §65.91 requires holding BOTH an airframe and a powerplant rating, each in effect for a total of at least 3 years. What a single-rating mechanic can do under §65.85 (airframe) or §65.87 (powerplant) is approve for return to service the airframe — or the powerplant or propeller — and any related part or appliance after performing, supervising, or inspecting maintenance or alteration, EXCLUDING major repairs and major alterations; and perform the 100-hour inspection required by Part 91 within that rating and approve for return to service. So an airframe-and-powerplant mechanic without an IA can do a 100-hour inspection and return it to service, but cannot perform or approve the annual itself.
What may a mechanic NOT do even within an airframe and powerplant rating?
Under 14 CFR §65.81(a), a certificated mechanic may perform or supervise the maintenance, preventive maintenance, or alteration of an aircraft or appliance for which rated, BUT the rule expressly excludes major repairs to, and major alterations of, propellers, and any repair to, or alteration of, instruments. Section 65.81(a) also bars a mechanic from supervising or approving for return to service any aircraft or appliance for which rated unless the mechanic has satisfactorily performed the work concerned at an earlier date — or, if not, has performed it to the satisfaction of the Administrator or under the direct supervision of a certificated mechanic or repairman who has had previous experience in the specific operation. And under §65.81(b), the mechanic may not exercise the privileges unless they understand the current instructions of the manufacturer and the maintenance manuals for the specific operation concerned.
Does a Part 135 or Part 145 operator have to keep records of who is qualified to sign off maintenance?
Yes, in substance. The personnel side flows from several rules working together. Under §43.3, the holder of a mechanic certificate and the holder of a repairman certificate may perform maintenance, preventive maintenance, and alterations only as provided in Part 65 — so the operator must be able to demonstrate that each person who approved an article for return to service actually held the right certificate, rating, recent experience, and authorization on the date of the work. A Part 145 repair station has explicit roster and training-record duties (a roster of supervisory and inspection personnel, and personnel qualification records, are required under Part 145, generally §145.161 for the roster and §145.163 for training). A repairman certificate's validity is tethered to employment under §65.101/§65.103, so the operator's HR file and the certificate's status are linked. FileFlo classifies and tracks these personnel documents — certificates, ratings, recent-experience evidence, IA status, and repair-station training records — so that the human authority behind each maintenance sign-off is provable, not assumed.
What happens to a repairman certificate when the person leaves the employer?
A repairman certificate is functionally inseparable from the employment that created it. Under §65.101, the certificate is issued only to a person employed for a specific job by, and recommended by, a certificated repair station, certificated commercial operator, or certificated air carrier. Under §65.103(a), the repairman may perform or supervise maintenance, preventive maintenance, or alteration only in connection with duties for the certificate holder by whom the repairman was employed and recommended. Because the privilege only exists in connection with duties for that specific employer, the certificate cannot be exercised once that employment relationship ends — there is no portable repairman privilege to carry to a new shop. In FAA practice the employer is expected to notify the FAA when a recommended repairman is no longer employed, and the certificate is surrendered or cancelled. For a maintenance organization this means offboarding has a compliance step, and the records need to reflect when a repairman's authority began and ended.
What is the Inspection Authorization and where does it fit relative to the mechanic certificate?
The Inspection Authorization (IA) is not a separate certificate — it is an authorization layered on top of a mechanic certificate that already holds both airframe and powerplant ratings. Under §65.91 the applicant must hold both ratings, each in effect for a total of at least 3 years, have been actively engaged in maintaining aircraft for at least the 2-year period before applying, have a fixed base of operations, have the equipment and inspection data to inspect properly, and pass a written test. Under §65.95 the IA holder may approve aircraft for return to service after major repairs and major alterations, and may perform the annual (or perform/supervise a progressive inspection). The IA expires on March 31 of each odd-numbered year and is renewed under §65.93. We cover the IA eligibility, privileges, and the March-of-odd-year renewal cycle in depth in our dedicated IA guide — this post focuses on the underlying mechanic and repairman certificates and the personnel records around them.
How does FileFlo help with mechanic and repairman certificate records?
FileFlo is a compliance document intelligence platform — a read-only proof layer. It does not certify mechanics, perform maintenance, approve anything for return to service, or replace the FAA. What it does: classify the personnel documents a Part 135 or Part 145 operator accumulates (mechanic certificates and their airframe/powerplant ratings, repairman certificates, Inspection Authorization cards, recent-experience evidence under §65.83, and repair-station training and roster records), extract the identifying details and any renewal-relevant dates, and assemble them into an audit-ready, CFR-organized binder so that for every maintenance entry an FAA inspector can be shown that the person who signed it held the correct, current authority. The certifying, supervising, and signing stay with the certificated people and the FAA; FileFlo keeps the proof current and findable.
More Aviation Compliance Guides
Inspection Authorization (IA) Renewal
Eligibility (§65.91), privileges (§65.95), and the March-of-odd-year renewal cycle (§65.93)
What a §43.9 Maintenance Entry Must Contain
The required elements of a compliant aviation maintenance record entry — and who may sign it
Part 145 Repair Station Recordkeeping
Roster, training records, work orders, and the 2-year retention rule under §145.219
Part 91.409 Inspection Requirements
Annual, 100-hour, progressive, and AAIP — when each applies and who can sign off each type
Required Inspection Items (RII) Records
Designating and documenting who may perform and approve required inspection items
Prepare for a Part 135 FAA Surveillance Audit
What inspectors ask for and how to have the personnel and maintenance records ready
Chad Griffith
Founder, FileFlo — compliance document intelligence. FileFlo classifies, indexes, and tracks the records that prove aviation compliance audit-ready, including the mechanic, repairman, and Inspection Authorization documents behind every maintenance sign-off. It does not certify mechanics, perform maintenance, approve work for return to service, or replace an A&P, an IA, a repairman, a Part 145 repair station, or the FAA. About FileFlo.
Tie every maintenance sign-off to a person who was authorized to make it
FileFlo classifies your mechanic certificates, repairman certificates, IA cards, recent-experience evidence, and repair-station training records against 14 CFR Part 65 and §43.3, extracts the ratings, endorsements, and renewal dates, and assembles an audit-ready binder so that for every entry an FAA inspector can see the signer was current and authorized.
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