Avionics News March 2016 - 11
While designing, developing and maintaining a certified
maintenance organization is labor intensive, costly and
generally time consuming, the "value" of the repair station is,
in fact, the manuals, training and documentation requirements
that satisfy the airworthiness requirements of the owner/
operator - your customers - whether they know it or not!
How do the aircraft owners and operators do that?
Before you can determine if the maintenance provider is,
in fact, assisting the owner/operator with airworthiness, you
need to understand what that actually means. While there are
various yet similar definitions, I prefer to look at what keeps
the airworthiness certificate valid. According to the language
printed on a standard airworthiness certificate (FAA form
8100-2): "A standard airworthiness certificate remains valid
as long as the aircraft meets its approved type design, is in a
condition for safe operation and maintenance, preventative
maintenance, and alterations are performed in accordance with
14 CFR Parts 21, 43 and 91."
So now, we can ask, "How does the maintenance provider
help keep the owner's airworthiness certificate valid?"
For the independent technician, where is the documentation
for the calibrated tools, the traceability of parts, or on the
currency of the technical data? The FAA provides little to no
oversight of these individuals; they don't even know they're
in business. For the majority of the 360,000 or so certificated
mechanics, the last time the FAA had any contact with them
was when they issued their certificate. So in the aircraft
owner's regulatory quest for being "primarily responsible for
maintaining that aircraft in an airworthy condition," it is a
buyer-beware market.
This places a significant burden on the owner/operator of
the aircraft.
On the other hand, a repair station has a documented business
plan that's available to the customer - the repair station manual.
The processes are defined and audited by the FAA, and each
organization is reviewed, evaluated and approved by the FAA.
This significantly reduces the oversight burden of the aircraft
owner/operator.
This brings us back to the repair station and having time to
document your business.
As you apply for a repair station certificate, according to 14
CFR 145.51, you must provide:
*
A repair station manual that describes the physical
and human elements of the maintenance business.
The manual includes a description of the management
structure, the operations, capabilities, and how you will
manage your capabilities, and the recordkeeping system
of the business.
* 14 CFR 145.211 requires a repair station to establish
and maintain a quality control system that ensures
the airworthiness of the articles on which the repair
station or any of its contractors performs maintenance,
preventive maintenance or alterations. ยง145.51 requires
you capture and document your quality system in a
quality control manual.
* A list by type, make or model of each article for which
the application is made. In other words, the equipment
your business is capable of maintaining.
* In order to maintain currency and ensure technicians
and support personnel are "capable of performing their
assigned tasks," the applicant needs to document a
training program.
And finally, the equipment, personnel, technical data,
and housing and facilities that are required to maintain the
equipment the applicant intends to maintain will be inspected
by the FAA.
So, getting back to the customer and their duty to be
"primarily responsible for maintaining their aircraft in an
airworthy condition," which organization provides better
support of their responsibility? An individual with little to no
organization and infrastructure? Or a certified maintenance
business with an established management structure, a defined
infrastructure, a detailed quality system, and the equipment and
tools necessary to do the job right?
Before the hate-mail starts, I'm not talking about the
competency of the technicians; that is another story. But I am
Continued on page 77
avionics news
*
march
2016
11
Table of Contents for the Digital Edition of Avionics News March 2016
No label
Avionics News March 2016 - Intro
Avionics News March 2016 - Cover1
Avionics News March 2016 - Cover2
Avionics News March 2016 - No label
Avionics News March 2016 - 2
Avionics News March 2016 - 3
Avionics News March 2016 - 4
Avionics News March 2016 - 5
Avionics News March 2016 - 6
Avionics News March 2016 - 7
Avionics News March 2016 - 8
Avionics News March 2016 - 9
Avionics News March 2016 - 10
Avionics News March 2016 - 11
Avionics News March 2016 - 12
Avionics News March 2016 - 13
Avionics News March 2016 - 14
Avionics News March 2016 - 15
Avionics News March 2016 - 16
Avionics News March 2016 - 17
Avionics News March 2016 - 18
Avionics News March 2016 - 19
Avionics News March 2016 - 20
Avionics News March 2016 - 21
Avionics News March 2016 - 22
Avionics News March 2016 - 23
Avionics News March 2016 - 24
Avionics News March 2016 - 25
Avionics News March 2016 - 26
Avionics News March 2016 - 27
Avionics News March 2016 - 28
Avionics News March 2016 - 29
Avionics News March 2016 - 30
Avionics News March 2016 - 31
Avionics News March 2016 - 32
Avionics News March 2016 - 33
Avionics News March 2016 - 34
Avionics News March 2016 - 35
Avionics News March 2016 - 36
Avionics News March 2016 - 37
Avionics News March 2016 - 38
Avionics News March 2016 - 39
Avionics News March 2016 - 40
Avionics News March 2016 - 41
Avionics News March 2016 - 42
Avionics News March 2016 - 43
Avionics News March 2016 - 44
Avionics News March 2016 - 45
Avionics News March 2016 - 46
Avionics News March 2016 - 47
Avionics News March 2016 - 48
Avionics News March 2016 - 49
Avionics News March 2016 - 50
Avionics News March 2016 - 51
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Avionics News March 2016 - 53
Avionics News March 2016 - 54
Avionics News March 2016 - 55
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Avionics News March 2016 - 57
Avionics News March 2016 - 58
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Avionics News March 2016 - 77
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Avionics News March 2016 - 88
Avionics News March 2016 - Cover3
Avionics News March 2016 - Cover4
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