Determining the right solution is key to a good customer relationship....

While there are always a number of potential solutions to piece part repairs there are always concerns about whether a repair station should perform a major repair only, requires a multiple use repair, or should pursue an STC or PMA. We are here to help with these decisions and can help provide interim solutions while we work on longer term solutions as well. Our goal is to help you get your product back to your customer and flying on an aircraft. We try and help the client early on with these decisions and explain to them the time required to generate the FAA approved engineering data and costs associated with each option. 

1) If you have an infrequent repair then a simple one time serial number type approval is recommended. The data generated would be a repair procedure, repair sketch or drawing, a simple engineering substantiation report and an FAA 8110-3 FAA Engineering Data approval form. Now if it happens that the repair is more frequent than anticipated we can convert the one time repair to a Repair Specification for additional cost but the basics are already there. These take a week or two to complete.

2) If you have piece parts that frequently require repair then a Repair Specification is the way to go. This is the current way that the FAA likes multiple use repairs documented as stand alone documents which are approved with the following documentation - a repair procedure, repair sketch or drawing, a more detailed engineering substantiation report, an FAA 8110-3 FAA Engineering Data approval form, repair specification and a signed Cover Sheet. These take two to three weeks to complete.

3) If you have the need to fabricate parts as part of a repair then this can be accomplished using the standard one time or multiple use approval for the aforementioned conditions. Same timelines as 1) and 2).

4) If your goal os to make and sell replacement parts then you will either want to go with a Parts Manufacturing Authorization (domestic) or Supplemental Type Certificate (worldwide). Now the first thing to be said about this is that you must have a MIDO approved quality system before you start making parts. The actual process to obtain a PMA or STC is about the same but these require reverse engineering, statistical analysis, material analysis, coatings analysis, creation of fabrication drawings, determination of the eligibility for installation, and data. Then all of this has to be gone through and prepared for submittal to the FAA ACO to project number assignment. Once there a new system is in effect as of January 2016 which requires submittals be submitted a specific way. The data is evaluated by the DER and also the ACO and once all the data is approved you need to fabricate a part and depending on complexity get to demonstrate that the form, fit and function are the same as the OEM part you plan to replace. This may require a parts conformity to your drawings as well as an installation conformity on the unit or even aircraft. These are witnessed by a DAR and DER as necessary. These processes can take from 6 month to over 18 months depending on complexity. This is the span of time not the actual work required by the DER.

In any case we will not guide you down a path that is NOT required for your particular situation. We are here to help guide you through the maze of the FAA product certification system and comply with 14CFR Parts 23,25,27,29,33 and the other FAA guidance including Service Bulletins, Airworthiness Directives, etc... to complete your project.