The Plans are pretty straight forward


Plan A is a one-time payment of $1500.00 per year.

Plan B is the same as Plan A, only difference is that your payment of $1500 is broken up into 2 payments.

Plan C is our turnkey Plan which includes the QA manual with your purchase. After your initial purchase on this plan you will renew every year at the regular base price of $1500.00.​​

Keep in mind to keep your certification you must renew ever year at the 1500 dollar rate.

Your certification is valid for 1 year and must be renewed annually.
  If for any reason you have insufficient funds or late renewing, you will have 30 days to bring your account current to keep your certification.
For your company to be audited and renewed you would have to pay on or pior to your renewal date. If payment has not been remitted the audit will not take place until payment has been verified.
If your company is located in our Tri-county area there is no extra charge. Any Company out side of the Tri county area or out side the state of Florida will be invoiced for travel expenses. If you have someone on staff or auditor in the area that is qualified to perform the audit that can be arranged as well, but we will need to verify their credentials so that they can preform the audit on our behalf.

Tri-county areas: Fort Lauderdale, West Plam Beach, Miami
Your response would be:  FAA AC 00-56A via TAC-2000 Standard. 
Your web developer should be able to add our logo to your page with no problem, if you do not have one we can assist you at no charge. 
Yes their are many large companies around the world that require a 00-56 certification.
While you can do your own or use a template. We would still need to review your manual to see if it meets or exceeds our standard based on the FAA guidance. If it does not it will have to be revamped to adhere to FAA AC 00-56A and the TAC-2000 Quality Standard.. By purchasing our QA manual you can cut your certification time from weeks to days or even hours, depending on your situation.
While our current system is based on PayPal you do not need a PayPal account to complete a transaction. We accept many forms of payment, but for faster processing purchasing online would be the best option. You can also register an account an pay from your user profile as well.

1. All areas / Departments must be clearly labeled.
2. All shipping and receiving area must be equipped with anti static mats when working with electronics.
3. All hazmat and quarantine areas must be under lock and key.
4. All aviation electronics must be in a cold room.
5. All parts containing liquid must be stored below avionics equipments.
6. Must have FAA approve certified QA manual on premises.
7. Must have traceability documentation for all inventory.
Answer: No A Form 8130-3 is only one of several ways of determining a part's eligibility for installation on a type certificated product. The use of the 8130-3 is not regulatory and FAA Inspectors cannot insist that airlines or repair stations obtain them as a prerequisite for accepting a part through their inspection systems. (See Advisory Circular 20-62D)
Answer: No. In 1999 President Clinton signed into law an amendment that exempts virtually all hardware from the Act. You can check the Web Site of the NIST (National Institute of Standards & Technology) and click on the hyperlink for the Amended Fastener Quality Act and you should carefully read the section under definitions for the term "Fastener".

FAR 21.323 (b) states that, "Any manufacturer may obtain an export airworthiness approval for a Class III product if the manufacturer - (1) Has in his employ a designated representative of the Administrator who has been authorized to issue that approval; and (2) Holds for that product - (i) A production certificate;(ii) An approved production inspection system; (iii) An FAA Parts Manufacturer Approval (PMA); or(iv) A Technical Standard Order authorization." Therefore, Aircraft Parts Vendors that are not associated with the Prime Manufacturer or Manufacturers that not meet the requirements of this FAR are not entitled to receive an 8130-3 Export Tag. However, this in no way implies that the products are not airworthy. The products may still be purchased by the foreign entity and installed in their aeronautical end product after determining the part's eligibility for installation.

The FAR's require that the owner, operator or certificate holder keep records containing the current status of life limited parts of each airframe, engine propeller, rotor, and appliance. The operator needs to maintain a recordkeeping system that will substantiate the time that accrued on the life limited part. A complete audit trail to the origin is not needed for all life limited parts. However, it is the responsibility of the operator to substantiate that its record​ ​
keeping system produces sufficient and accurate data to determine how the current status was obtained. The requirement is merely to show with a sufficient degree of certainty that the time elapsed on the part is correct. An audit trail back to its origin would be required only in those situations where the operator's records are son incomplete that an accurate determination of the time elapsed on the life limited part could not be made. (ref: FAA Legal Interpretation # 92-34)

Because there are literally thousands of different types of parts and accessories, the task of identifying a "Bogus Part" can be extremely difficult for any inspector. However, if the inspection effort is concentrated in a logical manner, then the task becomes easier. Keep in mind that counterfeiters want to turn a profit right away and do not want to keep their investment stagnant. An Inboard Flap Assembly from a B747 could never be considered to be counterfeit due to its size, complexity and ultra-high cost of production. However, the bearings and bushings installed on this unit may very well be counterfeit. Another reason for this is because bearings and bushings sell at a much higher rate than the Flap Assembly by at least 20 fold. Therefore, the Flap Assembly would be inspected for damage, corrosion, lack of preservation, proper packaging, return to service paperwork from an approved maintenance facility (if used) and traceability back to the previous source (if new or purchased "As Is"). In contrast, the bushings and bearings should be scrutinized even more to assure that these parts were in fact manufactured under an industry standard or a TSO, if applicable. In either case, the best method of identifying "Bogus Parts" BEFORE they get to your receiving area is to "KNOW YOUR SUPPLIER". This last point can not be stressed enough.

Aircraft Parts Brokers, as well as Aircraft Maintenance Personnel, should be aware of the different types of hazardous materials that are found in a couple of obvious components and one not-so-obvious component. For example, smoke detectors contain radioactive Americium 241 in a seal chamber. No one should attempt to open this seal chamber due to the risk of radioactive exposure. Another component is the Luminous EXIT signs. These signs contain a radioactive Tritium which allows it to be seen in the dark. Lastly, the component that poses the greatest risk are the Flight Control Counter-Balance Weights. The weights are made of depleted Uranium 238, which are 100% Cadmium Plated, emits low levels of radiation that is not harmful to humans, but these weights must be handled with caution. The true danger arises if a person were to grind through the cadmium plating. This action would cause radioactive Alpha particles to become airborne. Ingestion of these particles may cause irreparable damage to one's internal tissues. Maintenance professionals should remember that, if grinding is a required action, use gloves, industrial eye protection and a respirator. Gloves, wrapping material, wiping cloths, respirator filters, or any other articles used in the handling of damaged balance weights should be discarded and appropriately labeled as radioactive waste and disposed of accordingly. For more information see Advisory Circular 20-123 - AVOIDING OR MINIMIZING ENCOUNTERS WITH AIRCRAFT EQUIPPED WITH DEPLETED URANIUM BALANCE WEIGHTS DURING ACCIDENT INVESTIGATIONS.