Repairs to Primar Structure 1

[MrHiLok]

I am trying to understand the compliance to airworthiness standards regarding repairs on aircraft. When a repair is carried out to a primary structure, in Boeing world, the repair carried out by MRO is sent to Boeing for approval and at the end of the repair, Boeing issue an 8100-9 FAA form approving the repair. Boeing also issues FA 8100-9 forms for any repairs which affects an Airworthiness Directives.
What is the procedure and the forms required on Airbus aircraft. When a repair is accomplished on a primary structure of an Airbus aircraft, I suppose airbus would issue a similar document to FA 8100-9 form approving the repair on primary structure. Can someone elaborate on this, explaining the process.
Thanks

 

[AiBBoe]

Of course Airbus have a similar process which is called a RDAS (repair design approval sheet). The difference between Airbus and Boeing is that the FAA form 8100-9 is DER signed one and the RDAS is issued under DOA privilege.

 

[debodine]

Pardon my lack of knowledge on Airbus, but what is "DOA" privilege? Thanks in advance for your answer.

 

[MiketheEngineer]

DOA = Dead On arrival???

 

[debodine]

Mike that was my first guess but I hope I am wrong......

 

[boo1]

Design Orginization Approved

 

[MNLiaison]

AiBBoe,

Not exactly correct. The FAA form 8100-9 is issued under Organization Designation Authorization (ODA) which is issued to a company (in this case Boeing). The company then decides who to appoint as the individual members. A DER cannot sign the 8100-9 form unless they are also an ODA appointed designee but the DER still uses the 8110-3 form to show compliance to the FARs. Either way, both forms are considered FAA "approved" data.

MrHiLok,

Review Chapter 3.3 of the following link for the acceptance of EASA and FAA "approved" data between the two organizations.

http://www.faa.gov/aircraft/air_cer...l_agreements/baa_basa_listing/media/EUTIP.pdf

Regards