Wondering how others are approaching this issue. If you have previously received Cat A FAA approval in the form of an 8110-3 from a DT rated DER. Can you use this previous approval for lessor damage an have it approved by a non-DT DER or could you even produce a repair based on the previous data...
The requirements we're discussing are operator only requirements FAR Part 121.1109 and 129.109. There is no language concerning FCBS in Part 145. As far as Part 26 Subpart E the language defines type certificate and STC holders only. The FAA appears to have mandated the responsibility on...
Thank you for your response. I'm more interested in how MROs are handling repairs to these items. The responsibility for recording repair/damage details and obtaining the DTA falls to the opertor. There is no specific FAR language requiring MROs to obtain DTA unless it is agreed upon with the...
I would like to see how others in the MRO world are handling FCBS items. With each customer developing different methods of recording repair data and some not providing this detail to the MRO. Have any of you included additional worksteps in your repair document to record damage and repair...
Looking for someone with experience dealing with Boeing on Spares Material Authorization License (SMAL). Specifically, their experiences obtaining all required dimensional data associated with the manufacture of a detail part. How do you handle a detail part on an assembly drawing with little...
I don't want to come right out and say you're incorrect. I have searched extensively for this information and no one address my question directly. Since your post I searched again, although their are many interesting posts they do not answer my specific question.
I am trying to design a small engine dyno using a water pump. The problem I have getting started is pump selection. The motor I will be testing is a 50 to 60 hp maximum and 10,000 rpm maximum. My first thought is to reduce the driven speed of the pump by possibly 10:1. How do I determine the...
The policy at our airline is not to intermix the bridgestone and goodyear tires. There is a circumferential size difference that causes the aircraft to pull to one side. We also have reported vibrations that may be due to this.
Easy Aim,
I would be interested in some of your substantiation for shallow dents if possible. We run into this occasionally with relatively minor dents that fall out of SRM limits. If I could show a Kt relationship to adjacent structure it would be a huge benefit.
