Inspection interval
Thread Starter
Join Date: Jun 2005
Location: 20000 leagues under the sea
Posts: 147
Likes: 0
Received 0 Likes
on
0 Posts
Inspection interval
Hi All,
What is the interpretation of the term "WITHIN" relating to inspection intervals. Is there any defined rule in ALI. MPD, SRM etc. stating when a inspection should be carried out.
If for example a SRM task states a one time NDT inspection at "WITHIN 15000 FC/ 22000 FH" (from damage) when is it appropriate to accomplish this check.
Cheers,
What is the interpretation of the term "WITHIN" relating to inspection intervals. Is there any defined rule in ALI. MPD, SRM etc. stating when a inspection should be carried out.
If for example a SRM task states a one time NDT inspection at "WITHIN 15000 FC/ 22000 FH" (from damage) when is it appropriate to accomplish this check.
Cheers,
Join Date: Oct 1998
Location: CGK to HKG
Posts: 249
Likes: 0
Received 0 Likes
on
0 Posts
Doctor I would like to add to your time, the inspection would be done not later than the given hours/cycles specified in the SRM, which ever arrived first. The interval limitation would be added to the accumulated hours/cycles from the point of damage repair and for ease of management aligned with aircraft hours/cycles. The high interval frequency of this inspection could easily be pre-planned into any major 'letter' check where adequate resources and ground time is available.
Not to be left for the final hour of course....but then perhaps a visit to the local Airworthiness Authority could get you a 10% extension if you sing the correct tune
Not to be left for the final hour of course....but then perhaps a visit to the local Airworthiness Authority could get you a 10% extension if you sing the correct tune
"If for example a SRM task states a one time NDT inspection at "WITHIN 15000 FC/ 22000 FH" (from damage) when is it appropriate to accomplish this check."
To explain in a little more detail:
If you have carried out a repair and the repair instruction requires NDT within 15000FC/22000FH; this indicates that the design authority approving the repair expects some sort of subsequent damage to be evident at "about" that period after the repair. (e.g. Cracks from Rivet holes, etc.)
For the purpose of this instruction you should conduct the NDT inspection as close to the total time/cycles indicated but also at a time suitable to fit into your scheduled maintenance programme.
It would be pointless to conduct the NDT after 100FH and expect to find something - though the phrase indicates you could do that!
Hope this helps.
Rigga
To explain in a little more detail:
If you have carried out a repair and the repair instruction requires NDT within 15000FC/22000FH; this indicates that the design authority approving the repair expects some sort of subsequent damage to be evident at "about" that period after the repair. (e.g. Cracks from Rivet holes, etc.)
For the purpose of this instruction you should conduct the NDT inspection as close to the total time/cycles indicated but also at a time suitable to fit into your scheduled maintenance programme.
It would be pointless to conduct the NDT after 100FH and expect to find something - though the phrase indicates you could do that!
Hope this helps.
Rigga
Cunning Artificer
Join Date: Jun 2001
Location: The spiritual home of DeHavilland
Age: 76
Posts: 3,127
Likes: 0
Received 0 Likes
on
0 Posts
Not always "whichever occurs first".
When assessing ADs I often come across compliance times such as "within the earlier of 50,000 flight hours or 10,000 cycles since the first issue of a C of A or within the earlier of 5,000 flight hours or 1,000 cycles of the effective date of this AD, whichever occurs later" With some customers' aircraft that may be close to the cut-over (i.e. at 45,000 hours/9,000 Cycles) and it can be quite tricky placing such an inspection into the maintenance programme.
When assessing ADs I often come across compliance times such as "within the earlier of 50,000 flight hours or 10,000 cycles since the first issue of a C of A or within the earlier of 5,000 flight hours or 1,000 cycles of the effective date of this AD, whichever occurs later" With some customers' aircraft that may be close to the cut-over (i.e. at 45,000 hours/9,000 Cycles) and it can be quite tricky placing such an inspection into the maintenance programme.
Thread Starter
Join Date: Jun 2005
Location: 20000 leagues under the sea
Posts: 147
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the inputs.
My understanding is the same as Rigga, that the subsequent inspection is to inspect for further damage i.e. fatigue, however QA say "within" is within the limit, so its ok to inspect anywhere after 1 FH or 1 FC up to the limit.
Anyway can't argue with QA, thanks again.
My understanding is the same as Rigga, that the subsequent inspection is to inspect for further damage i.e. fatigue, however QA say "within" is within the limit, so its ok to inspect anywhere after 1 FH or 1 FC up to the limit.
Anyway can't argue with QA, thanks again.
Join Date: Jan 2006
Location: Georgia, USA
Posts: 454
Likes: 0
Received 0 Likes
on
0 Posts
"If for example a SRM task states a one time NDT inspection at "WITHIN 15000 FC/ 22000 FH" (from damage) when is it appropriate to accomplish this check.
The operators approved Maintence Planning Doucment (MPD), the Maintenance Review Board Doucment (MRB) or a manufactures Service Bulletin (SB) should be use to establish maintenance and or inspection intervals.
Join Date: Oct 1998
Location: CGK to HKG
Posts: 249
Likes: 0
Received 0 Likes
on
0 Posts
glhcarl:
Please have another look inside the SRM for Repair Inspection Requirements.
Category 'B' repairs or Blind fasteners used in lieu of solid rivets for example will have details for future inspections with flight cycles or hours and the inspection procedure to be used.
The example I am presently using for skin disbond repair has an inspection at 15,000 cycles then a repeat visual every 1,000 cycles and an eddy current HFEC every 6,000 cycles, all contained within the SRM.
I tried to copy a portion of the SRM for reference that I have been using but cannot attach the image.
Please have another look inside the SRM for Repair Inspection Requirements.
Category 'B' repairs or Blind fasteners used in lieu of solid rivets for example will have details for future inspections with flight cycles or hours and the inspection procedure to be used.
The example I am presently using for skin disbond repair has an inspection at 15,000 cycles then a repeat visual every 1,000 cycles and an eddy current HFEC every 6,000 cycles, all contained within the SRM.
I tried to copy a portion of the SRM for reference that I have been using but cannot attach the image.
Join Date: Jan 2006
Location: Georgia, USA
Posts: 454
Likes: 0
Received 0 Likes
on
0 Posts
Please have another look inside the SRM for Repair Inspection Requirements.
Category 'B' repairs or Blind fasteners used in lieu of solid rivets for example will have details for future inspections with flight cycles or hours and the inspection procedure to be used.
The example I am presently using for skin disbond repair has an inspection at 15,000 cycles then a repeat visual every 1,000 cycles and an eddy current HFEC every 6,000 cycles, all contained within the SRM.
I tried to copy a portion of the SRM for reference that I have been using but cannot attach the image.
Category 'B' repairs or Blind fasteners used in lieu of solid rivets for example will have details for future inspections with flight cycles or hours and the inspection procedure to be used.
The example I am presently using for skin disbond repair has an inspection at 15,000 cycles then a repeat visual every 1,000 cycles and an eddy current HFEC every 6,000 cycles, all contained within the SRM.
I tried to copy a portion of the SRM for reference that I have been using but cannot attach the image.
Additionally, I have a complete SRM right next to me so no copy is required.
