Avionics News July 2018 - 13
capacitors, diodes, and transistors, if not specifically
marked by the equipment manufacturer's part number
or marking scheme, may be substituted or used as
replacement parts, provided that such parts are tested or it
is determined that they meet their published performance
specifications and do not adversely affect the performance
of the equipment or article into or onto which they are
installed. The performance of such equipment or article
must be equal to its original or properly altered or
repaired condition. Integrated circuits such as hybrids,
large scale integrated circuits, programmable logic
devices, gate arrays, application specific integrated
circuits, memories, CPUs etc., are not included because
their highly specialized functionality does not readily lend
itself to substitution.
Do you struggle with your receiving inspection? The latest
edition of FAA Advisory Circular 20-154 provides guidance for
developing a receiving inspection system for aircraft parts and
materials.
The AC provides guidance and information regarding
receiving inspection systems with the aim to establish sufficient
traceability to ensure you have airworthy parts into your
inventories. This AC contains an excellent and extensive
definition of "approved part," which should be included when
developing repair station procedures for the management of
suspected unapproved parts.
The industry best practice for a SUPS program is quite
simple.
1. Items are received and inspected as part of a
"receiving inspection."
2. Parts that do not pass the receiving inspection are
quarantined.
3. The discrepancy discovered during the receiving
inspection of the quarantined item is investigated
and, if possible, resolved. Then, and only then,
does a part get labeled as a possible unapproved
part and processed under the SUPS program.
The latest edition of FAA AC 21-29 provides guidance
on how to process items that cannot be confirmed as
acceptable for installation in a type-certified product.
When we talk about software configuration management,
there is a long list of reference materials. The Civil
Aviation Authority of New Zealand has Advisory Circulars
AC43-15 and AC91-18 that provides guidance for the
management of software in aircraft systems and provides
a means of managing the software configuration aspects
of aircraft configuration management. In addition, the
Australian Civil Aviation Safety Authority has a draft
AC 20-01 on software configuration management. Both
can help provide a framework for a shop to build their
best practices. A bit more current that the other ACs, the
FAA published AC 43-216 at the end of 2017 to address
software management during aircraft maintenance. This AC
provides guidance for developing a software management
program and showing compliance with applicable
regulations related to continued airworthiness when
managing aircraft software during maintenance activities.
Wait - did I just say, "Managing aircraft software during
maintenance activities?"
Yes, sorry, I did. The AC 43-216 specifically states that
"Loading of software is an integral part of any maintenance
program. This is especially true in modern aircraft and
powerplants with advanced connectivity." In supporting
the value and need to have a configuration management
program, the AC continues by stating that "In almost all
cases, software in installed aircraft systems is considered
an aircraft part, and as such is subject to the same
recordkeeping processes and controls as standard aircraft
parts." And finally, the AC makes note that "Special
consideration should be given to cases where the host
aircraft/system may require a different software revision
level than specified by the LRU manufacturer in order to
meet aircraft type design."
This last point is extremely important for OEM service
centers. For decades, it has become standard practice for
OEM service centers to arbitrarily take it upon themselves
to upgrade the software to the latest revision. However,
as indicated in the AC 43-216, the software is considered
a unique part, and should the software be changed or
updated, it is a maintenance or alteration action against
both the component receiving the software update as
well as the aircraft the component is installed in. This is
something the OEM service centers should not arbitrarily
do without explicit written approval of the customer.
Then you have the issue of recordkeeping. For an
avionics repair station, developing a configuration
management program, which allows you to register each
customer's aircraft that not only lists each component
and the "approved" software revision level but also
a description of the software configuration of each
component, will allow for a more-efficient maintenance
action in the future while also minimizing the possibility
of inoperable equipment following maintenance. Is there a
repair station requirement to do this? No. Is it an industry
best practice and good customer service? I believe so.
The other major item that came up during the annual FAA
and Industry Rotorcraft Forum was the issue of historical
records for minor alterations.
Continued on page 16
avionics news
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july
2018
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Table of Contents for the Digital Edition of Avionics News July 2018
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Avionics News July 2018 - No label
Avionics News July 2018 - Cover1
Avionics News July 2018 - Cover2
Avionics News July 2018 - 1
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Avionics News July 2018 - Cover3
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