What can a LAME do?

[JSeward]

Hi everyone,

I'm just wondering what a LAME can actually do, can they do things such as:

Replace wing spars
Re skin wings
Replace ribs in the wing
Do the equivalent fuselage work (Frames, longerons, skin)
Also for older aircraft no longer in production (assuming they can re skin, replace spars and ribs) where do they get the parts? Can the parts be fabricated if so by who?


No doubt I will have more questions.

Thanks

[The90sAME]

None of that is usually carried out on the line. Line engineers can do it, but its hardly ever done out on the line.

Usually base maintenance engineers will do that depth of work.

[JSeward]

What is a line engineer and a base engineer, I am referring to a Licenced Aircraft Maintenance Engineer here?

[blackhand]

What can a LAME do
Drink beer, come to work unshaven, ride great motorbikes, work lots of overtime, shag pilot's women ... the list is endless

Mmmm editted to say... this question is easily answered by referring to the Regs, are you an LAME?

[JSeward]

CASR Part 145 manual of standards subsection (paragraph of whatever) A.43 says a maintenance place can fabricate parts during maintenance, does this mean they can fabricate any part as long as it is to the original parts design standards? i.e wing skin/spars etc.

Would someone be able to link me to where it says what kind of maintenance may be carried out in relation to my original questions?

Thanks very much.

[Hasherucf]

Question is what can't a LAME do :cool:

Sounds like you're thinking of a guy with a structures background (Sheeties) . Parts can be manufactured or modified under an engineering order (EO) . Or some large acronym's called MITCOM and FITCOM. More about that in link below

http://www.casa.gov.au/wcmswr/_assets/main/download/caaps/airworth/30_4.pdf

[The90sAME]

My bad, i got confused between Line-Aircraft Maintenance Engineer and Licensed Aircraft Maintenance Engineer.

As the others have said, once you're licensed, the question is, what can't you do (As long as you have no limitations on it that is)

But it all comes down to whether you're out on the Line, or in a Hangar, to what depth of repairs you carry out.

[happybiker]

In the European world parts fabrication is covered under Part 145.A.42 (c) and the associated AMC and Part M M.A.603 (c). These regs apply to approved organisations, not LAEs, and the extent of parts fabrication must be in accordance with approved procedures. The LAE working outside of an approved organisation will be limited in this activity to what is allowed in maintenance manual and in any case will exclude any task that falls with the definition of a complex task as specified in Part M appendix vii.

[JSeward]

The CASA regs say that you must be in a part 145 approved maintenance organisation to fabricate parts like you said, but if they had the right equipment does that mean they can make any part?

[AvChappy]

:= The short and sweet of it JSteward is no, a LAME cannot just knock up a structural part like you've listed. Depending on the aircraft type, class, and where the damage is, fabricating your own parts requires all sorts of approvals as long as your leg to make and isn't worth the risk... best off ordering the proper bits from the manufacturer.
On another note, what are you rebuilding??

[JSeward]

Unfortunately I'm not rebuilding anything, I was just wondering how some old planes that aren't being manufactured anymore can get parts, surely new parts would run out and then need to be fabricated?

[blackhand]

Refer Part 21M

[itsresidualmate]

As a B1 LAE you can certify any task listed in the aircraft maintenance manual or structure repair manual. You can also certify work if the aircraft manufacturer or design authority for the aircraft supplies a work pack, dependent on tooling being available. To replace a spar for example, if the task is not listed in the SRM you could request a repair from the design authority or manufacturer. You'd need the same approval to manufacture a part.

Hangar or line has no bearing on this. An LAE is an LAE and a repair can be carried out anywhere that has suitable facilities. For example, a few years ago an RJ100 was damaged during landing at London City. It was stuck on a barge, transferred to old docks and repaired there.

VIDEO and PICTURES: Swiss has removed damaged Avro RJ100 on floating pontoon at London City (http://www.flightglobal.com/news/articles/video-and-pictures-swiss-has-removed-damaged-avro-rj100-on-floating-pontoon-at-london-city-216951/)

[JSeward]

So if you had an old plane no longer being made, and no parts being made, it is possible to have a part made up by someone other than the original manufacturer and then have it used in the aircraft?

[itsresidualmate]

If the manufacturer no longer existed you would need to speak with the national aviation authority in your country. You'd need the original drawings and specifications to make a new part. If they didn't exist, say it was an WW1 aircraft, then you may be able to get an approved company to manufacture the part. The national aviation authority would need to be satisfied that the part was as good if not better than the original.

[JSeward]

Thanks everyone, you've been a real help. Just out of curiosity have any of you manufactured a part for a plane?

[The90sAME]

Ive manufactured small ventilation panels, no bigger then 12" x 3" to replace corroded ones, made a few strengtheners and doublers also.

Not made anything big like patch repairs or anything of the like.

[TURIN]

I manufactured some overtime once. :O

PS. Blackhand. Where do you work and how do I get a job there?:D

[Hasherucf]

Biggest would have been a repair on a Blanik wing . Spar splice (at the factory join) and replacing the wing skins . Ribs I ordered from the factory, skins I manufactured locally.

Otherwise many repairs and installs on EO's such as antenna doubler's , brackets etc.