Aircraft Tape Regulations & Approvals

Rarely. Tape is generally treated as a consumable material rather than an approved article. It does not typically carry a PMA (Parts Manufacturer Approval) or TSO (Technical Standard Order). What matters is that the tape meets, or is called out in, the approved maintenance documentation for the task — whether that is an aircraft maintenance manual, a service bulletin, or an engineering order. Using a tape that meets the referenced specification is the compliance route. A product-level FAA approval in the form of a PMA usually does not exist for tape, and chasing one is the wrong approach.

14 CFR Part 43.13 is the key reference. It requires that maintenance be performed using methods, techniques, and practices that result in the aircraft being at least equal to its original or properly altered condition. For materials, that means using the correct specification material as defined in the approved data. If the task card or maintenance manual calls for a specific tape specification, that specification must be met — not approximated, and not substituted without engineering sign-off.

Under EASA, the equivalent framework sits in Part-145 (Maintenance Organisation Approvals) and the associated Acceptable Means of Compliance, specifically AMC 145.A.45. This covers the use of materials, parts, and appliances in maintenance. The principle is the same as the FAA approach — maintenance must use materials that conform to the approved design data. For MROs operating under EASA Part-145, consumable materials including tapes must be traceable and conform to the specification defined in the approved maintenance documentation.

Pitot tubes and static ports feed the aircraft’s air data system — airspeed, altitude, and vertical speed all depend on unobstructed airflow through these probes. Tape left on a pitot or static port after maintenance has contributed to fatal accidents. Standard practice requires high-visibility covers during maintenance with a specific removal check before every flight. EASA SIB 2020-14R1 and NTSB Safety Recommendation A-96-141 address this hazard directly. This is not a precaution. Its omission has caused loss of life.

It depends on where they are installed. Tapes used in or near the passenger cabin, cargo compartments, or other interior areas may need to comply with FAR 25.853 flammability requirements. The applicable standard depends on the installation zone and the aircraft’s type certificate. FAR 25.853(a) compliance on a datasheet confirms the material passed the applicable test — it does not automatically authorise installation in every interior zone. Manufacturer documentation and actual flammability test evidence should be reviewed before specifying any tape for interior use. Do not rely on a datasheet claim alone.

No. Military aircraft operate under separate airworthiness frameworks. In the US, military airworthiness is governed by MIL-SPEC standards and service-specific technical orders rather than FAA regulations. In the UK, the Military Aviation Authority (MAA) issues its own regulatory articles. NATO equivalents and STANAG standards apply in some contexts. The material specifications used on military platforms often overlap with civil aerospace specifications — MIL-I-19166C, for example, is referenced across both — but the approval and documentation routes are different. Confirm the applicable regulatory framework with the programme before specifying to civil aerospace specifications on a military platform.