When you get it wrong people die. Aviation safety relies greatly on maintenance. When it is not done properly, it sum up to the majority of the aviation incidents and accidents.
The author works within the confines of military aviation and as such the comparison of PMA versus OEM parts is Easa essay writing courses valid within his particular environment.
However there is a degree of flexibility within military aviation that allows the manufacture of aircraft and airborne equipment by Army, Navy or Air Force personnel to be carried out at unit level, especially on operations, this is the nearest thing to PMA in the Armed Forces.
The author will therefore discuss the policy, authority and manufacturing requirements for the local production of aircraft parts for military use.
Their business plan has seen them not only match OEM standards, but exceed them by introducing advancements to the replacement parts that they provide. An example of the innovation shown was the introduction of asbestos-free brake linings that included a wear indicator, characteristics lacking in the OEM component.
In detail, they introduced a single piece milled disc to replace a two-piece Easa essay writing courses, offering greater corrosion resistance and better heat dissipation.
Such was the success that they currently manufacture replacement brake discs for 83 aircraft types. RAPCO also ensured that there would be no delay in the availability and delivery of brake components by procuring their own dynometer testing facility, ensuring there would be no delays in gaining airworthiness approval.
In fact the opposite is often true and, as seen, an approved manufactured component either PMA or, as the author will now discuss, locally manufactured by highly trained military tradesmen, has the potential to be better than the original.
Manufacture Of Parts For Military Aircraft The manufacture of replacement parts for military aircraft is permitted within certain prescribed guidelines. The author will discuss the circumstance when it is permitted, together with the appropriate policy, authorisations and detailed regulations.
Manufacture of parts for aircraft is not permitted unless authorised by the Integrated Project Team IPT 1 responsible for the aircraft type with a formal instruction or, subject to certain conditions and requirements by the senior engineering officer on the ground.
Before any plans are finalised to manufacture a part, the authorising agency or individual is to ensure that it will not infringe upon any Intellectual property Rights IPR. Normal and Special Manufacture There are instances where the local manufacture of parts is considered normal and they include: Having determined that the required part cannot be provided through normal supply channels, the decision to manufacture a part for an aircraft rests with the Senior Engineering Officer SEngO.
Exceptionally the SEngO may grant authority to locally manufacture a part without first determining the availability through normal supply channels, if the situation on the ground makes it impractical to do so.
Manufacturing Requirements The manufacture of parts for aircraft is not to be undertaken unless the requirements detailed below are satisfied at the point of manufacture. When authorised, the following requirements apply to normal manufacture: The test house is to issue a certificate detailing the material specification and condition and a batch number to identify the material uniquely.
This batch number is to be marked on the metal before it is brought on charge. A system for maintaining the identity of materials through all stages of manufacture is also to be in operation. In addition to the requirements for the manufacture of parts for aircraft under normal circumstances, the following requirements apply to special manufacture: Any such replacement is to be the subject of an MOD F acceptable deferred fault log pack entry.
Concessions Any concessions to the manufacturing requirements are to be approved in writing by the IPT responsible for the aircraft or equipment, with advice from the designer, if appropriate.
Exceptionally, the SEngo may approve concessions to the manufacturing requirements. This includes occasions when it may be necessary to use the original, or an identical part, as a manufacturing pattern due to the approved instructions and drawings not being available, or the time required to obtain such instructions and drawings being unacceptable.
When approved, manufacture of the part is to be treated as special manufacture and is to be conducted accordingly, together with the following additional requirements: This may include occasions when there is a period of time awaiting the results of off-unit material proving tests.
The information recorded is to include: Unit records To ensure traceability and the retention of airworthiness-related documentation, each establishment manufacturing parts for aircraft to maintain a centralised record of all parts manufactured to enable coherent reporting action to the IPT.
The SEngo is to ensure that the following information relating to both normal and special manufacture of parts is recorded, either by retention of maintenance work orders or in any other convenient format: Records for the manufacture of other parts for aircraft and airborne equipment are to be kept for 5 years.
Conclusion Civil aviation is driven by economical considerations, and where authority exists, PMA parts offer an attractive alternative to OEM parts. They are not only cheaper, but they are often better. This has led to a step-up in the level of training that the aircraft engineers receive with regards to metalworking skills.
Most critical components however are provided as OEM parts only, but there is a strong case for Defence Procurement Agency to seek alternatives.
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