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The short answer

If you are shipping a used rotable into Thailand, the authority has now written down exactly which release documents it will take, and the list is shorter than most sellers assume. If you are shipping into Vietnam, there is no equivalent published list for used material at all — the bilateral machinery that exists is built around new FAA-approved parts. Those two facts pull in opposite directions, and a seller who treats South-East Asia as one market will eventually ship a part that cannot be installed.

Thailand: five forms, and a bilateral condition behind four of them

The Civil Aviation Authority of Thailand issued a Notification on Acceptance of Foreign Authorised Release Certificates, B.E. 2568 (2025), effective 19 September 2025. Item 3 of that notification replaces provision (2) of Clause 4 of the earlier 2021 notification, and it is provision (2) that matters here: it lists the foreign release certificates acceptable for used products, excluding quality-assured certified parts.

Five are named:

Form	Issued by	Condition stated in the notification
EASA Form 1	Foreign repair station certified under EASA Part 145	Issuer must comply with the EASA Part 145.A.50 release-to-service condition
FAA Form 8130-3	US repair station certified by the FAA	EASA bilateral agreement condition applies
TCCA Form One or TCCA 24-0078	Canadian repair station certified by Transport Canada Civil Aviation	Issued after 16 November 2024 and complying with Canadian Aviation Regulation 571/573
ANAC Form F-100-01 or ANAC SEGVÓO 003	Brazilian repair station certified by ANAC	EASA bilateral agreement condition applies
UK CAA Form 1	UK repair station certified by the Civil Aviation Authority	EASA bilateral agreement condition applies

The condition attached to the last four is the part that catches people out. The notification requires that those issuers hold an EASA bilateral agreement covering release-to-service conditions, with a carve-out for TCCA forms issued after 16 November 2024 and for general aviation aircraft that do not have to meet the Large or Turbojet requirements. In other words, Thailand is not accepting a form because of the logo at the top; it is accepting it because of the regulatory chain standing behind the organisation that signed it.

And Item 5 deals with everything else. A foreign authorised release certificate that is not on the list is not simply refused — it stays valid only until the next maintenance check or replacement. That is a real commercial difference: the part goes on the aircraft, and then it has to come off again at a point you did not plan for and did not price.

Vietnam: a bilateral built around new parts

Vietnam works differently. The operative instrument on the US side is the FAA/CAAV Working Procedure signed on 18 April 2022, which sits under 14 CFR Part 21 Subpart L and FAA AC 21-52. Its scope, in Section 2, is FAA type certificated and manufactured products, articles and changes exported from the United States to Vietnam.

What it grants is specific. Under Section 6.a the CAAV accepts FAA Technical Standard Order Authorisations for articles without separate certification. Under Section 6.b it accepts new FAA-approved replacement and modification parts, including all PMA parts, for installation on all products regardless of the State of Design of the product — a broad and genuinely useful acceptance. Section 5.2.4.a lets the CAAV take FAA findings and approvals as the basis for issuing a Type Acceptance certificate. Section 5.1.5 tells the applicant what to put in the file: an Export Certificate of Airworthiness issued by the FAA or equivalent document, or a statement of conformity issued by the manufacturer.

Read that list again and notice what is not in it. The working procedure is written around new FAA-approved material and does not set out a separate acceptance path for used serviceable parts. A separate working arrangement exists between EASA and Vietnam on the European side. Silence is not permission. If you are quoting used material into Vietnam, the acceptance question has to be settled with the operator’s CAMO and, where required, with the CAAV before the part ships — not discovered at goods-in.

What this actually costs a seller

The practical gap between the two countries is in used material, and used material is where the margin is. Three consequences follow.

Your shelf is not equally saleable in both countries. A tagged unit with a Form 1 from a Part-145 shop is straightforwardly acceptable in Thailand for a used product and is the strongest document you can hold. The same unit against a release from an authority outside the five named systems is a Thailand problem from the start, whatever it cost you. Sort the inventory by the release you actually hold, not by the part number.

Dates on the document matter as much as the form type. The TCCA carve-out turns on whether the form was issued after 16 November 2024. A stock unit tagged in 2023 and a functionally identical one tagged in 2025 are not the same offer. This is the same discipline we described in our note on what a certificated source means for used serviceable material: the trace pack is the product.

Quote the paperwork in the quote. Name the form, the issuing organisation, its approval reference and the issue date in the first reply. Buyers in both markets are comparing offers that look identical on price and differ entirely on whether the part can be installed. Being the seller who states this up front is worth more than being the cheapest, and it is the same point we made for operators without their own CAMO.

Before you ship

Five checks, in order. Confirm whether the item is being supplied as new or used, because Thailand’s list applies to used products. Identify the exact form and the organisation that signed it, not just the country. Check the issue date against the TCCA cut-off if the release is Canadian. For Vietnam, get the acceptance position in writing from the operator’s CAMO before shipping used material rather than relying on a bilateral that addresses new parts. And keep the scanned release with the offer, so that the buyer’s technical records team never has to ask for it.

The same sequence, with different authorities in the boxes, is what we walked through for DGCA acceptance in India and for Indonesia and the Philippines. The regulations differ; the failure mode does not.

Source it with the paperwork already in place

If you are buying into Vietnam or Thailand, state the release document you need in the requirement itself — post it as an RFQ and let verified sellers answer against it. If you are selling and you hold material with a clean Form 1 or 8130-3, register on Aviatrading and quote directly; every transaction is protected by escrow, so payment moves only when the deal closes. Current requirements and stock move continuously through our Telegram channel.