Deployment of AS9110 - What are your thoughts?

[Don Palmer]

Very interesting. Could you please identify the OEM mandating AS9110 certification?

I think I understand the reason for your question. AS9100 is just now spooling up here in the USA. Right?

Quality Requirements for:
QD 4.6-40 is applicable to all suppliers of aircraft products and services having entered in a Contract with Bombardier (Canada). The quality system, product and services requirements specified herein are intended to be complementary to all Bombardier Contract requirements, and to all other requirements which may need to be complied with by supplier including any Legal, regulatory or administrative requirements.
Ref.: QD 4.6-40, Issue 5 (October 2004)

And second, based on your statement, I understand that your organization did an analysis of the cost of becoming 9110 & 9120 certified, vs. the sales to the OEM in question and could not justify the investment. But, how did you quantify the costs for becoming 9110 and 9120 certified?

Cost concern was not in becoming 9110 and 9120 certified. Cost concern was in regard to increased overhead (additional personnel to float a boat this big) of ramping up and sustaining this level of certification.

In the past, I have seen numerous cases of people still thinking that it costs hundreds of thousands of dollars to become compliant/certified, when, in reality, the investment is, normally, much smaller....

Thanks for sharing this.

Agreed...Cost concern was not in the getting there, but rather (at this time) the cost of sustaining this level of certification was the determining factor.

Maybe this represents missed opportunity in the here and now, but in the meantime much can be improved upon within our ISO 9001:2000 QMS. I'll continue to increase my knowledge of AS 9110 and 9120 in preparation for the future. BTW, my organization based its decision on the O.E.M.'s communications to us in the form of letters and access to their QD 4.6-40.

 

[Blue Tuna]

written to the as9110

Even though certification for 9110 is just now spinning up I have written to the standard for two companies one of which is rather large. Being a 145 repair station is a great benefit because procedures inherent within a well documented repair station really greases the wheels on implementing 9110 or 9100. While there are several additional requirements moving from 9100 to 9110 the company that opts for 9110 will often be a maintenance only organization which excludes them from design 7.3 (Which is a huge requirement in itself) I am with you guys, while many people belive this cost to be extremly high, my limited experience says different.

 

[Sidney Vianna]

There are now 5 Certification Bodies accredited for AS9110 under the ANAB Accreditation program.

 

[windsal]

I think there is small market in the certification AS9110,because the customer such as Airlines have not this requirement to the MRO.And I want to know if the Boeing or Airbus have pushed AS9110 to MRO?

 

[Blue Tuna]

I have had a couple of AS9100 companies (I wrote AS9100 QMS) for migrate to the AS9110. Since they had Part 145 procedures in place and AS9100 QMS process in place it was not a great leap.

Terry

 

[Blue Tuna]

Windsal,

One of my customers had AS9100 flowed to them by AirBus. Then when
AS9110 became available they pushed them on to that. The move to AS9100 was not too difficult.

 

[Don Palmer]

Quite! The difficulty is not not the writing of documentation. Rather, implementation, sustained conformance and continual improvement is the daily challenge.

 

[Blue Tuna]

Typically repair stations that migrate from 9100 to 9110 are already well into the sustaining their processes. You are right, it is much more difficult to do it instead of merely writing it. The quality manual should reflect the reality of their practice, not the other way around which is sometimes what happens.

 

[assuranceman]

The deployment of AS9110 will probably be slow. Unlike AS9100 there are other cognizant organizations that are already involved wih MRO's. These include the regulatory authorities, FAA, EASA, etc.. which are required to act by Laws and their own regulations. The Airlines Repair Station body CASE. CASE both approves repair stations and has their own standards to be followed. The quality organizations of the Airlines which the FAA imposes requirements on. And manufacturers, which for repairs have to work under several of the above bodies requirements. These various organizations will have to work togeather to eliminate duplication of effort and Standards or AS9110 will not progress.

 

[andygr]

Boeing just issued their Mandate letter for MRO suppliers.
If you handle your own product then you need to hav ethe scope added to your AS9100 scope. If you work on product that you did not produce you need to get ICOP certification.
Boeing is stating that all MRO suppliers must select their CB by Sept of 2008 and begin the transition process.

As covered in the ANAB thread AirBus is mandating this for the A350 program.