DXing wrote:...aren't parts obtained supposed to contain complete documentation from their manufacture to the airlines hands? How deep does a buyer check?
Remember one thing, cost is king. If it is cheap enough, some stringent buyers will bend their sight. Rotating engine parts are more scrutinized, and the word you're looking for is
traceability. Consider it a birth certificate of a sorts, that should go from cradle to grave. Life-limited parts are similarly tracked with time & cycles, or time and cycles
remaining. When you buy a part from an OEM, they will produce a document establishing the airworthiness of the part (FAA Form 8130-3 or EASA Form 1) is supplied, it stays with the aircraft/engine records until removed from service. Life limited parts need to be mutilated and scrapped to prevent any further use (Possibly what happened in this case). Quality manuals devote sections to this particular process. Sometimes, airlines purchase more spares than they need, so when they retire a particular aircraft/engine type, they will sell a parts lot, which should be supported with the proper documentation, along with supporting documents/contracts/purchase orders which will list the parts and provide a paper trail (traceability, remember?). In theory, this process is as strong as those willing to abide by the regulations and guidelines.
So you can get an idea:
Acceptability of Components/Parts. Describe the procedures to ensure that new component/parts consumed during maintenance on U.S.-registered aircraft and/or aircraft
components for the fitment onto U.S.-registered aircraft and foreign-registered aircraft operating under the provisions of 14 CFR have acceptable authorized release documents.
7.3.1 New Components.
7.3.1.1 New components/parts must be traceable to the PAH or DAH and be in a satisfactory condition for installation.
a. New parts manufactured outside of the territories of the United States are subject to the provisions of a bilateral agreement with the United States addressing the performance of design, production
approval, and airworthiness for the acceptance of that part.
b. New parts must be in a satisfactory condition for installation.
c. Airworthiness documentation required by the TIP associated with Annex 1 of the Agreement is acceptable for new parts.
d. Technical Standard Order (TSO) parts are acceptable on U.S.-registered aircraft with proper documentation.
e. New parts provided by a U.S. air carrier must have documentation in accordance with the U.S. air carrier’s CAMP.
1. Evidence of direct shipment authorizations extended to approved suppliers is required. If a replacement part is shipped under direct ship authorization, the Authorized
Release Certificate must indicate that the PAH has authorized direct shipment. This indication may be a supplemental “remark” entry on the Authorized Release Certificate indicating the authorization to the supplier for
direct shipment of replacement parts from the supplier’s location.
2. New parts that were received into inventory prior to October 1, 2016, must, at a minimum, have a document or statement (containing the same technical information as an FAA Form 8130-3) issued through an approved
design holder, the PAH, or supplier with direct ship authority. These parts in inventory, documented with the required information, will be grandfathered and remain suitable for installation into U.S. articles, provided the
U.S.-EU MAG, Section C: Appendix 1 March 19, 2021 page 127 certification/release date of these parts is prior to October 1, 2016.
f. For new components released by an EU-PAH, release must be on an EASA Form 1 as a new part.
g. Parts fabricated by an appropriately rated, EASA-approved AMO, in accordance with EASA Part-145.A.42 may be acceptable for installation.
h. Standard parts meeting the requirements of 14 CFR § 21.9(a)(3), (such as a nut or bolt, manufactured in compliance with a government or established industry specification) are not subject to the forgoing provisions, provided such parts are accompanied by a
conformity statement and are in a satisfactory condition for installation.
i. PMA parts may be accepted only as detailed the TIP associated with Annex 1 of the Agreement.
j. New components provided by a U.S. owner/operator (e.g., 14 CFR parts 91, 121, 125, 129, 135) shall have documentation acceptable under the FAA system (e.g., as described in the current version of FAA AC 20-62, Eligibility, Quality, and Identification of
Aeronautical Replacement Parts).
7.3.2 Used Components.
7.3.2.1 Used components/parts consumed in maintenance must be traceable to approved FAA-certificated persons authorized under 14 CFR § 43.7. The signature, certificate number, and type of certificate held by the person approving the work must be documented. The part must be in an
airworthy condition and eligible for installation. An authorized release document, as provided below, is acceptable to accompany the part.
a. An FAA Form 8130-3 issued as a maintenance release that accompanies a part from a 14 CFR part 145 repair station.
b. An EASA Form 1 issued as a dual maintenance release that accompanies a part from an EU-based 14 CFR part 145 AMO.
c. A 14 CFR § 43.9 maintenance record entry that accompanies a product or part from a person authorized under 14 CFR § 43.7.
7.3.2.2 Used components from an EASA-approved part 145 AMO not FAA-approved must not be used even if accompanied by an EASA Form-1.
U.S.-EU MAG, Section C: Appendix 1 March 19, 2021 page 128
7.3.2.3 Used components provided by a U.S. air carrier must have documentation in accordance with the U.S. air carrier’s or operator’s CAMP.
7.3.2.4 Acceptable components based on provisions of other bilateral agreements are not contained in this guidance. Please refer to the individual agreements or FAA AC 20-62.
[urlp=https://www.easa.europa.eu/en/downloads/120966/en]EASA Link MAG 8[/url]
I hope this shed some light on this.
And let's get one thing straight. There's a big difference between a pilot and an aviator. One is a technician; the other is an artist in love with flight. — E. B. Jeppesen
