Good EASA Form 1 software builds the release certificate from the work the shop actually recorded. Not from a template somebody retypes at the end. AirOne generates the certificate from the job record, so block 12 describes the tasks the engineers signed. FAA 8130-3 generation, dual release and a searchable archive sit on that same record.
What an authorized release certificate has to say
EASA Form 1 is the Authorised Release Certificate. Its instructions sit in Appendix II to Part-M of Regulation (EU) No 1321/2014, and Part-145 lists the same form as its Appendix I. FAA Form 8130-3 is the US counterpart, and the key blocks share the same numbers. Block 11 states the status of the work with one term: overhauled, repaired, inspected/tested or modified.
Block 12 describes the work in block 11, directly or by reference, so the user or installer can judge airworthiness. Point 145.A.50 adds the condition for signing. Certifying staff issue the certificate of release to service (CRS) only after verification that all maintenance ordered was properly carried out.
Block 12 comes from the job record, not a template
Retyping is where release paperwork goes wrong. Somebody transposes a serial number, or a task added late never reaches the certificate. In AirOne the certificate reads the job record directly. Each task carries its sign-off and inspection stage. So block 12 falls out of the work.
That also answers the 145.A.50 test. The release step reads the same task list the work order tracks. A checker therefore has one document to read, not two to reconcile.
EASA Form 1 software with FAA 8130-3 dual release
Some customers want both forms against the same job. EASA’s FAQ on the bilateral aviation safety agreement (BASA) gives the trigger. A used engine or component from a US-based repair station needs a dual release. The FAQ also accepts a single EASA release with only the “Other regulation” box ticked in block 14a. A “rebuilt” status is never acceptable on a dual release.
FAA Order 8130.21H says how to complete it. For a dual release the signer checks both boxes in block 14a and adds the EASA Part 145 statement in block 12. Only a facility holding both FAA and EASA approval may issue one. AirOne supports dual release. So the shop issues both forms from one job, and the two cannot drift apart.
What stays hard is deciding which release a customer needs. No software reads a purchase order for you. So the shop settles that at receiving, before the certificate exists.
Revision control when a certificate is wrong
Errors surface after shipping. A customer spots a wrong part number in block 8, or a date out of sequence. Both regulators answer with a new certificate.
Under the Form 1 instructions, the new certificate carries a new tracking number, signature and date. Block 12 states which blocks it corrects and that it does not cover condition or release to service. Order 8130.21H covers reissue for typographical errors and requires the reissued form to be marked as such. Both certificates stay on file under either rule.
That is where revision control matters in EASA Form 1 software. AirOne files every certificate it issues, so the correction and the original sit in the same archive.
A searchable certificate archive in EASA Form 1 software
Point 145.A.55 requires an approved maintenance organisation to keep a copy of all detailed maintenance records. The period is three years from the date the organisation released the component. 14 CFR 145.219 asks a repair station for records that show compliance with Part 43, kept for at least two years from the approval for return to service. Our post on Part 145 record-keeping for component shops compares the two rules.
Order 8130.21H also lets the originator keep 8130-3 copies in a secure database that holds every field on the form. Good EASA Form 1 software treats that archive as part of the release, not as filing afterward. AirOne indexes every certificate it issues.
Search by serial number, and the certificate opens. The part history behind each certificate lives in the serial number records, and the trail exports for the audit.
The gates the EASA Form 1 software closes before it prints
Six checks stand between a job and its release document, and the software refuses rather than warns. The work order has to be complete. It has to carry a checklist, and every item on that checklist has to be closed. Every item that called for an independent inspection has to hold its second signature. Then the Component Certification Check List, which is the certifying staff’s own pre-release verification, has to be signed.
The last check is the signer. Once the certifying-authorisation register holds anybody at all, the person pressing the button must hold a live authorisation too, which is point 145.A.35 made mechanical. Only then does the package generate. The tracking number it mints stays with that work order for good, because regenerating the PDF reuses it. So a corrected certificate never quietly becomes a second one.
EASA Form 1 software from a working shop
AirOne MRO is developed inside a working EASA Part 145 wheel and brake shop. Reconciling a retyped certificate against the job card cost that shop too many Friday afternoons, so the release step reads the job instead. The release is the last stop in the Part 145 workflow, so it should read like the job.
Frequently asked questions
When does a component need a dual release?
EASA’s BASA FAQ gives the trigger. A used engine or component from a US-based repair station needs a dual release on FAA Form 8130-3. The FAQ also accepts a single EASA release, with only the “Other regulation” box ticked in block 14a. Order 8130.21H says how: both boxes in block 14a and the EASA Part 145 statement in block 12. A “rebuilt” status is never acceptable on a dual release.
Can a shop correct a mistake on a release certificate it already sent?
Yes, by issuing a new one. The EASA Form 1 instructions and FAA Order 8130.21H agree on the method. The originator issues a new certificate, which under the Form 1 rules carries a new tracking number, signature and date. Block 12 then states which blocks it corrects and that it does not cover condition or release to service. Both certificates stay on file.
Does the regulation allow a computer-generated EASA Form 1?
Yes. The Form 1 instructions in Regulation (EU) No 1321/2014 allow either a pre-printed or a computer-generated certificate. The condition is clear, legible printing in the defined format. Order 8130.21H allows automation and an electronic signature on the 8130-3. Neither relieves the signer of verifying the article. So the software fills the form, and the certifying staff still own the release.
Founding Shops
The first ten Founding Shops get a full year free.
In exchange for honest feedback: what your shop actually needs, and what we got wrong.