Certify a Component Repair Done per SRM

[delros]

In FAA rules, is it legal for a Part-145 Repair Station to do a one-off certification of a component repaired per approved SRM but has no shop-capabality/approval for that component?

To be more specific... an aircraft acquired impact damage on an inlet cowl, which was later replaced with a serviceable one to continue revenue operations. The removed cowl "component" was then repaired per approved "aircraft" SRM by a part145 repair station, which has no "component" shop capability for the said cowl. Is it legal for that part145 repair station to install the repaired cowl on the aircraft? What's your opinion...any legal work-around to have the component installed...what are the FAA rules/solutions revolving such case...thanks very much.

This is my first time to start a thread. Hope my question has sense.

 

[thruthefence]

14 CFR 145 subpart C

was the specific repair in the SRM?

If the shop is airframe rated, and they have experienced sheetmetal folks, there shouldn't be a problem. You also might look at the aircraft operator's ops specs,as well as the repair stations. & see if they are locked in to a certain criteria for such repairs.

 

[delros]

from my sample, a specific SRM repair done but the repair station has no shop capability for said cowl...is 8130-3 really reqd before the repaired cowl can be installed?... need some more advice/opinion

 

[thruthefence]

http://rgl.faa.gov/regulatory_and_g...900686257274004ebfba/$FILE/Order 8130.21E.pdf

scroll down to 302. (a)

This seems to indicate that the FAA "recommends", but doesn't "require" an 8130 on a repaired part.

If the CRS is "Airframe rated" it should be able to repair the cowl using the SRM. (or any other part of any aircraft) A FAA approved SRM is approved data.

If it is "Limited airframe rated" the manufacturer of the Aircraft in question must be on the CRS specs. (For example, you would have Cessnas on your repair station, but not Beechcraft.)

I would be surprised to find ratings on the separate & varied components of airframes. ( Rudders, cowlings, ailerons, ect. )

Landing gear, propellers, engines, avionics ect are the exception.

It is possible that the manufacturer of the nacelle/cowling, has, in an effort to control quality (and cash flow) has written something into the certs that require certain repairs be done 'in house'. If thats the case, the decision should have been already made to send it in for repair, rather then fixing it in the field.

 

[Dan320]

As a side note, EASA has separate shop approvals for structures, C4 = Doors, C8 = Flight controls, C20 = Structures.
Not very practical as repairs differ less from what part is being repaired and more as to materials and methods.

 

[bf109g]

Something from my experience - if the traveler states that the cowl came from a specific tail, it has to go back on that airplane. This happens during letter checks.

If it is not going back on the same airplane and is to be repaired as a spare, a repair order should be issued to that P/N & S/N and it has to go through the operators process for repairs to components.

Seems silly that you can do the same repair when the airplane is in the hangar and not have to go through the component repair deal, but that's been my experience.