Avionics News July 2014 - 15

Come on Barney Fife, you're not in Mayberry anymore!
We really need you to step up, read the regulations,
question what academia teaches and lead.

by making the public do things that had not been approved by
the FAA, the Department of Transportation or the Office of
Management and Budget.
Back to our misguided inspector; fortunately one of our
astute members immediately contacted me for confirmation
of this newfound information since it was contrary to what
the AEA has been teaching at its regional meetings. Once I
confirmed the misinformation, I contacted the inspector with
a friendly, "Hey, I'm not sure what you think you heard, but
....." It wasn't received in the tone it was sent, and it was
unfortunately dismissed since his information was received
from "the school" and I was only an industry representative,
who, by the way, has been serving on the SMS working groups
and rulemaking committees for a number of years. While it's
possible the FAA is doing a backdoor approach to SMS, it isn't
very likely.
The one part of the information that was accurate is the Part
5 should be final sometime this summer. The NPRM (notice
of proposed rulemaking) initial applicability for Part 5 was for
Part 121 air carriers. We have no reason to believe the applicability was expanded since proposed.
Kudos to the shop who took the time to contact us.
The next two issues are based on the same misinformation.
There were two SUPS (suspected unapproved parts) reports
issued that were simply wrong - one in late March and the
other in early May. Sorry folks, these aren't unapproved parts
- at least not with the explanations listed in the reports. This
is not to say there isn't a regulatory violation, but that is a different issue; they are not ineligible parts that must be removed
and destroyed.
Recently, the AEA finished its first Train the Trainer course
on repair station regulations. As many of you know, the AEA
has been teaching a Certified Repair Station training course for
a few years. The course has progressed well, and the reviews
from the last class in May were quite rewarding. But the Train
the Trainer course was a bit different in that it focused on the
"why" of the regulations rather than the "what." As the theory
goes, for someone to truly teach something, they need to fully
understand the topic with the history, applicability and nuances
of the standard. This has been woefully missing in the misapplication of the SUPS program since the beginning. Most dis-

turbing, when I brought this to the attention of FAA leadership,
the answer I received was, "We are powerless to address this."
Yes, I nearly fell over - and lost all respect for the office that,
by its own admission, is powerless to lead.
During the early days of the SUPS program, it wasn't
unusual for a report to identify suspect parts and instruct
the operators of their need to inspect the parts to assure the
paperwork and installations "met the regulations." These new
reports, however, simply identified these parts and instructed
the public to remove the parts (oh, forget the money involved).
The argument? They were not produced in compliance with 14
CFR 21.9.
Because the parts had not been "approved," the author of the
SUPS report assumed they were "unapproved" parts. Clearly
the authors failed to read the SUPS program or understand the
intent of the program. This program is not about approved or
unapproved parts, but rather parts that are eligible for installation in type certificated aircraft.
It is important to note that in the 1995 Suspected "Unapproved
Parts" Program Plan, which was prepared and submitted to
the administrator by the FAA Suspected "Unapproved Parts"
Task Force, the task force clarified that an "approved part" is
not synonymous with "a part that has received a formal FAA
approval."
The commonly used term "approved part" is not synonymous
with "a part that has received a formal FAA approval." The terms
"approved parts" and "unapproved parts" as used in this report
are not legal definitions, but simply a reflection of the need to
have a broad term that identifies parts that should, or should not,
be installed on an aircraft. In this report, parts that should be used
on an aircraft ("approved parts") are described as parts "acceptable for installation" or "eligible for installation."
Even Advisory Circular 21-29C - Detecting and Reporting
Suspected Unapproved Parts, makes this point. According to
the AC, "Parts that have been inspected and/or tested by persons
authorized to determine conformity to FAA-approved design
data may also be deemed acceptable." Although only applicable to replacement parts, AC 20-62E - Eligibility, Quality,
and Identification of Aeronautical Replacement Parts, states
Continued on page 65
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Avionics News July 2014

Table of Contents for the Digital Edition of Avionics News July 2014

Avionics News July 2014 - Intro
Avionics News July 2014 - Cover1
Avionics News July 2014 - Cover2
Avionics News July 2014 - 1
Avionics News July 2014 - 2
Avionics News July 2014 - 3
Avionics News July 2014 - 4
Avionics News July 2014 - 5
Avionics News July 2014 - 6
Avionics News July 2014 - 7
Avionics News July 2014 - 8
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Avionics News July 2014 - 11
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Avionics News July 2014 - 14
Avionics News July 2014 - 15
Avionics News July 2014 - 16
Avionics News July 2014 - 17
Avionics News July 2014 - 18
Avionics News July 2014 - 19
Avionics News July 2014 - 20
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Avionics News July 2014 - 26
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Avionics News July 2014 - 30
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Avionics News July 2014 - 33
Avionics News July 2014 - 34
Avionics News July 2014 - 35
Avionics News July 2014 - 36
Avionics News July 2014 - 37
Avionics News July 2014 - 38
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Avionics News July 2014 - 40
Avionics News July 2014 - 41
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Avionics News July 2014 - Cover3
Avionics News July 2014 - Cover4
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