M
Mark_N
Hi everybody!
Does anyone have any experience with 9110 and special processes in Repair Station? We are the repair station that maintains Boeing and Airbus aircraft up to and insluding D-Check (heavy maintenance). During this maintenance we can use repair procedures that are considered as special processes but these proceses are very "light" if compare with a manufacture.
For example:
- we use a soldering for the repair of landing lights to change the bulb,
- we use a heat treatment for rivets during repairs of aircraft structure,
- we perform a lot of NDT inspections,
- we strip a paint and re-paint aircraft and components,
- we crimp connectors during defect rectification related to wirings,
- we weld some cracks on thrust reverses doors.
All of these works we perform iaw approved maintenance data from TC holders - AMM, SRM, CMM etc.
I feel some doubts that our repair station shall do the same things as manufacturer, regarding the special processes.
I have checked existing manuals:
- Airbus has Process and Material Specification (PMS) that estables requirement for the proceses in whole, and SRM (structure repair manual) that provides detail instructions for particular work.
- Boeing has Standard Overhaul Practices Manual that provides detailed instructions for the processes and SRM (structure repair manual) that provides detail instructions for particular work.
For example, Heat Treatment: SRM describes the themperature ranges, time and tests for verification but nothing about furnace parameters for heat treatment. These parameters and quality requirement for the process in whole I found in PMS.
Airbus know well and use NADCAP for their suppliers-manufacturer but when I tried to ask Airbus about their policy related to the special processes (throuhg techrequest service) in the maintence - nobody could understand what does special process mean. EASA does not use the term "Special process", they use the term "Specialized works"
Thechnical manuals (AMM, SRM etc) do not use the term "Special process" also.
So, when we perform the works that can be considered as the special processes, we always do it strongly in compliance with approved instructions developed by TC Holder (Airbus or Boeing). We also do not fabricate any parts during repair.
My question - What procedures we have to develop additionally to be in compliance with AS9110 requirements?
Situation is very funny as all our maintenance managers know nothing about special processes and this repeats in all Repair stations that I know.
Does anyone have any experience with 9110 and special processes in Repair Station? We are the repair station that maintains Boeing and Airbus aircraft up to and insluding D-Check (heavy maintenance). During this maintenance we can use repair procedures that are considered as special processes but these proceses are very "light" if compare with a manufacture.
For example:
- we use a soldering for the repair of landing lights to change the bulb,
- we use a heat treatment for rivets during repairs of aircraft structure,
- we perform a lot of NDT inspections,
- we strip a paint and re-paint aircraft and components,
- we crimp connectors during defect rectification related to wirings,
- we weld some cracks on thrust reverses doors.
All of these works we perform iaw approved maintenance data from TC holders - AMM, SRM, CMM etc.
I feel some doubts that our repair station shall do the same things as manufacturer, regarding the special processes.
I have checked existing manuals:
- Airbus has Process and Material Specification (PMS) that estables requirement for the proceses in whole, and SRM (structure repair manual) that provides detail instructions for particular work.
- Boeing has Standard Overhaul Practices Manual that provides detailed instructions for the processes and SRM (structure repair manual) that provides detail instructions for particular work.
For example, Heat Treatment: SRM describes the themperature ranges, time and tests for verification but nothing about furnace parameters for heat treatment. These parameters and quality requirement for the process in whole I found in PMS.
Airbus know well and use NADCAP for their suppliers-manufacturer but when I tried to ask Airbus about their policy related to the special processes (throuhg techrequest service) in the maintence - nobody could understand what does special process mean. EASA does not use the term "Special process", they use the term "Specialized works"
Thechnical manuals (AMM, SRM etc) do not use the term "Special process" also.
So, when we perform the works that can be considered as the special processes, we always do it strongly in compliance with approved instructions developed by TC Holder (Airbus or Boeing). We also do not fabricate any parts during repair.
My question - What procedures we have to develop additionally to be in compliance with AS9110 requirements?
Situation is very funny as all our maintenance managers know nothing about special processes and this repeats in all Repair stations that I know.