The History of Duplicate Inspection

[OctopusMak]

Having a bit of a hard time with some policy changing from my national aviation authority, just hope that someone on this platform could shed some light on that.

Regarding Duplicate Inspection, my NAA decides to phase out Duplicate Inspection and replace that with Independent Inspection to align with the requirement in EASA. The question, for Duplicate Inspection, it is intended to cover two categories of area, vital point and control system. But for Independent Inspection, the only reference to Part 145 requirement is in AMC 145.48, but it does not mention anything of these two, instead, it is introduced as an acceptable way of so-called error capturing method for all the (safety) critical maintenance task.

So my question is, how would you cover the scope of duplicate inspection with the newly introduced Independent Inspection?

[Rigga]

In my view there are three types of ‘re-inspection’ of work carried out:

Duplicate Inspection - was supported by National Authorities - can be done by an independent inspector OR by the same person if necessary and quoted as for Vital Points and Control Systems where VPs could be structural joints and connections or hidden fastenings or locking devices, etc.
Independent Inspection - now mandated by EASA - but was essentially the Best Practice method used by many Commercial Air Transport operators and maintenance organisation. Should be done by an independent inspector and, apart from Control Systems, EASA doesn’t really mandate any specific area for inspection but leaves that to the discretion of the AMO/CAMO.
Safety Critical Maintenance Tasks - DON’T CONFUSE THIS WITH OTHER INSPECTIONS!! SCMT is dependent on similar defects on similar systems between flights...basically on LINE maintenance. If you’re not sure about Safety Critical Maintenance Tasks get some training!!

The wording (and the actual method) of re-inspections doesn’t need to change - just change the references