Parts Rule Changes Hit Gazette One: Some key points of this rule change governing installation of parts

Parts Rule Changes Hit Gazette One Some key points of this rule change governing installation of parts By John Glavind On September 29, 2001, several changes to Canadian Aviation Regulations (CARs) Part V and the associated standards...


Parts Rule Changes Hit Gazette One
Some key points of this rule change governing installation of parts

By John Glavind

On September 29, 2001, several changes to Canadian Aviation Regulations (CARs) Part V and the associated standards (571 and 573) governing the installation of parts were published in the Canada Gazette Part I. They are now available for comment from the general public. After completion of the comment period and incorporation of any resulting amendments, the final rules will be published in Canada Gazette II, and come into effect on the specified date. Key points of the changes are summarized in this article.

Definitions
The new rules introduce the terms "standard part" and "commercial part," and define "undocumented parts." To paraphrase, commercial parts are parts that were not originally intended for aeronautical use and that do not affect the safety of the aircraft. Standard parts are parts conforming to specifications established by a standard setting body. Undocumented parts are parts without sufficient certification or history to make them eligible for installation on an aircraft.

Life-limited parts
The reference to life-limited parts has been amended to clarify the issue of disposal. A new paragraph has been added to require life-limited parts that have reached their service limits, to be either rendered unusable, or identified as unairworthy and segregated from other parts.

The standards on life-limited parts have been reworded to clarify the minimum technical history required, and two information notes have been added. The new wording makes clear that the technical records for life-limited parts differ from those for other parts only in one major respect; life-limited part records must include the number of hours, cycles, or calendar time since new, as applicable.

Parts tags
New standard and commercial parts may be used without conformity certification, provided they can be identified through markings or other documents, and are specified in the type design. Used commercial and standard parts are still subject to a maintenance release. Parts removed from damaged aircraft and aircraft that have been permanently withdrawn from service may be used, provided they are traceable to the manufacturer, have been inspected for conformity and condition, and an applicable maintenance release issued. The Authorized Release Certificate (24-0078) has been amended to bring it into line with the standard agreed upon between Transport Canada, the FAA, and the European JAA. The three national documents (24-0078, FAA 8130-3, and JAA Form One) are now virtually identical, but not interchangeable. Maintenance organizations must use the appropriate form that applies to their particular regulatory framework.

Parts substitution
The restrictions on FAA Parts Manufacturing Approval (PMA) parts will soon be lifted, and an equivalent Canadian system, the Parts Design Approval (PDA) has been introduced. Unlike the FAA PMA system, which combines design and production approval under a single authorization, Canadian PDA holders will be required to hold a separate manufacturer approval in order to manufacture the parts.

Re-certification of undocumented parts
The biggest change relates to the procedures for "rehabilitating" undocumented parts. While done in the past, this is the first time it has been officially recognized. This should add a measure of standardization. A new appendix outlines the process. The re-certification will take the form of a maintenance release, stating that the part has been inspected and tested in accordance with an approved procedure, to ensure it conforms to its type design. The process is not applicable to life-limited parts or to parts that are subject to rejection following an abnormal occurrence. (For example, in the absence of appropriate technical records, parts that are subject to absolute limits on torque or temperature, must be assumed to have exceeded those limits, and rejected, regardless of their visual condition.)

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