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Federal Aviation Administration. WAPA 2010. Tim Smyth (847) 294-7132 [email protected] Representing the FAA. Federal Aviation Administration.

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wapa 2010

Federal Aviation

Administration

WAPA 2010

Tim Smyth

(847) 294-7132

[email protected]

Representing the FAA

slide2

Federal Aviation

Administration

This Year’s IssuesWestern Aircraft Propeller Service (Update)Hartzell Propeller Hub Oil Filling EffortALCOA Forging InvestigationFuture of FAA A/C Certification Support

slide3

Federal Aviation

Administration

  • Doing this presentation as a public awareness and education effort.
  • Currently employed as a Senior Engineer, Propulsion Branch at the Chicago ACO.
    • Hartzell Propeller FAA Program Engineer and Organization Designation Authorization (ODA) Oversight Management Team (OMT) Lead
slide4

Federal Aviation

Administration

Western Aircraft Propeller Service (Update)

SAIB NE-09-48, issued August 14, 2009

SUBJECT: Potential Nonconformities

Background: (Revisit the reason this all started)

How/Why did this happen?

  • Baron aircraft owner complaint!
    • “Improper overhaul(s) alleged”
    • Portland FSDO was contacted
slide5

Federal Aviation

Administration

SAIB NE-09-48(cont.)

  • Propellers removed and sent to another repair station for teardown and evaluation.
    • FAA Principal Maintenance Inspector (PMI) witnessed
      • Several nonconformities were discovered
        • “Slimcerts” not installed
        • Unauthorized shotpeening performed
        • Wrong finish paint used
        • Pitch change knobs improperly installed
        • Damaged hub threads
        • Damaged cylinder threads
        • EC776 sealer used but not appropriate
      • PMI decided to send propeller assemblies to Hartzell for further evaluation
        • Hartzell confirmed findings
slide6

Federal Aviation

Administration

SAIB NE-09-48(cont.)

Because of the previously described conditions….

  • Portland FSDO performed a focused repair station facility inspection, they found;
    • Signed off AD compliance without proper NDI qualifications
      • Out of date vision tests
      • Employee certifications expired
      • Training requirements not current
      • Calibration of equip out of date
  • Shop equipment out of calibration
  • No facility shotpeening qualifications
    • Process did not meet TC holders requirements
  • Chemical conversion coating not applied in accordance with TC holder’s requirements
  • Used parts tagged (8130-3) without reference or traceability to FAA approved or accepted data
  • Facility DID NOT perform all the steps cited in TC holder’s ICA documentation for overhaul
slide7

Federal Aviation

Administration

SAIB NE-09-48(cont.)

  • Western Aircraft Propeller Service has worked hard to correct these findings
  • Propeller and propeller components returned to service after July 1, 2009, are not subject to this SAIB
  • FAA has returned Western Propeller’s Repair Station Certificate to full capability active status
  • FAA re-issued SAIB NE-09-48R1to notify the public of Western Aircraft Propeller Service’s corrective actions and “Status” (Sept. 24, 2010)
slide8

Federal Aviation

Administration

SAIB NE-09-48 (cont.)

What can we all learn from this (Reminder)?

  • You never know when a complaint will generate an investigation
  • Keep records and certifications up to date
  • Maintain your agreements with the FAA and the propeller mfgrs
  • Make sure equipment calibrations are current
  • Work to the propeller manufacturer’s publications or other FAA approved/accepted data
    • Use the latest revisions (recommendation)
    • Make sure special processes are properly qualified/approved
  • Maintain frequent communications with your local FAA/CAA representative
    • Don’t forget FAA voluntary disclosure policies (AC 00-58B)
        • Self Audit your facility
        • Present findings to FAA prior to their investigation visit
        • Propose a corrective action plan
        • Show evidence you are correcting the issues found
        • Finally conduct a safety assessment on self audit findings
        • Study FAA website on Safety Management (advisory matl)
slide9

Federal Aviation

Administration

Hartzell Hub Oil Filling Effort (Ref. M. Mayhill Pres.)

Why?

  • Number of hub cracks/failures over the years
  • Cause HAS NOT been specifically identified
  • Design improvements have helped
  • Several ADs written over the years
  • Thousands of inspections performed
    • NO DETECTED CRACKS to date
    • BUT...small number of hub cracks still reported every year
  • Previous success with oil filling hubs
  • Develop a terminating action to maintain safety (Goal)
  • Reduce burden on flying public
slide10

Federal Aviation

Administration

Hartzell Hub Oil Filling Effort (cont.)

What’s been going on?

  • FAA has been encouraging Hartzell’s development program
  • Extensive design and field evaluation effort
    • Approximately three year program
  • Service Evaluation almost complete
  • FAA ready to implement when Hartzell is ready
  • AD Alternative Method of Compliance is being considered
slide11

Federal Aviation

Administration

Alcoa Blade Forging Investigation

What’s going on here?

  • To date, two reports of internal blade forging defects found
  • All solid aluminum blade forgings made by ALCOA potentially involved
  • Affects all propeller manufacturers that use solid aluminum blade forgings from ALCOA
  • NO failures to date
  • Defect may be introduced at the Ingot to Bar shaping level material process (ALCOA investigation findings)
  • Blade shape forging process can stretch internal defect over large internal blade surface areas
slide12

Federal Aviation

Administration

Alcoa Blade Forging Investigation (cont)

How is it found?

    • First report found during new blade production machining
    • Second report found during overhaul inspection
    • Both were found visually

How many blades affected?

      • Not sure
      • Condition could be present over many years

What do or can I do?

  • Get with the respective manufacturers for details
  • Report any unusual internal defects found (outboard blade section, blade bore, balance hole, etc.)

Ongoing Industry/FAA effort continues…..

slide13

Federal Aviation

Administration

FAA Aircraft Certification Changes?

Public awareness briefing:

  • A/C Certification Division is undergoing a transformation
    • What does that mean….?
      • A/C Certification appears to be going from a direct certification support activity with the public to an certification oversight activity for delegated authorizations?
        • What the….huh?
          • In the near future ACOs may be used to primarily conduct oversight of delegated certification authorizations in lieu of direct certification programs with the public.
          • Transition has started
          • Expect full change over to occur by 2015 or so
      • Changes to the Designated Engineering Representative (DER) Program in work.
      • Organization Designation Authorization (ODA) now in place (Since 2009)

Why?

      • Academy of Sciences Study from 1996-1998 (Report to Congress)
      • Harmonization with the European Union (EU)
      • Industry promoting changes (Advisory Committee Participation)
slide14

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

  • Academy of Science’s Report to Congress
      • Outlined streamlined and improved certification processes
      • Made recommendations to reduce certification burden
      • Proposed changes to standardize certification requirements
  • Harmonization with the EU
      • European Aviation Safety Authority (EASA) Current Structure
        • DOA (Organizational Certification Approval Authority)
          • Product Approval Holders (PAH)
          • Under DOA, PAHs control type design changes
          • Aircraft Operators/Users must obtain approvals from PAHs

Note: many operators have used US DERs to obtain design approvals in US, then submit validation requests through Bi-Lateral trade agreements

        • Applicants must meet certain qualification standards to directly submit Type Design approval proposals to EASA
  • FAA proposes to harmonize with this type of structure
      • Proposed re-write to 14 Code of Federal Regulations (CFR) Part 21 coming next year
        • Notice for Proposed Rulemaking (NPRM) scheduled for release in 2011

To:

slide15

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

14 CFR Part 21 Proposed Re-write (NPRM) (highlights, cont.)

  • 21.15, 21.21, 21.29; Establish certification applicant qualifications
    • Require demonstrated capability by applicants
    • Applicant must have an engineering system or hire designees
    • Similar qualification standards for STC applicants, etc.
    • Align with EASA
  • 21.47 Transfer
    • FAA reviews potential holder’s qualifications and capabilities
    • FAA agrees/approves transfer and reissues TC-STC
    • In line with EASA language and process
  • Standardize and enforce approval holders responsibilities
  • Other changes (Review NPRM)
slide16

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

FAA ODA Structure

  • ODA is an ACO like organization with “limited” certification approval authority.
    • ODAs can:
      • Issue PMA design approvals
      • Design approval for STCs and issue STCs
      • TC design approvals
      • Conduct inspections (conformities)
      • Provide approved data to other ODAs
      • Maintain/oversee Quality Systems for production
      • Receive repair and alteration design approval authority
      • Support FAA managed cert. programs
      • Other misc. authorities
slide17

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

FAA ODA Structure (cont.)

  • There are currently 160 + ODAs recognized and approved by the FAA
  • More are under review for approval
  • ODA structure is intended to be the means to obtain certification type design approvals in the future (Similar to EASA DOA)
  • FAA to rely on ODAs to conduct significant “day to day” certification program activities.
    • FAA to provide resources to oversee ODAs
    • FAA to transition to ODA oversight versus direct public certification programs once an ODA has approval for that function
    • Expect full implementation in the next 5 years or so
slide18

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

FAA DER Program Changes (highlights)

  • DER delegated authority to transition from function authority (e.g. Structures, Powerplant, Systems, etc.) to delegated authority by specific regulation (e.g. 23.907, 25.903, etc.)
    • Transition to occur (start) sometime in the next year (2011) or so
    • All DERS to receive delegated authority by regulation
      • If the DER doesn’t have the specific regulation callout in their authorization letter they can’t approve that data (find regulatory compliance)
        • DER will be evaluated yearly to determine if they have any activity to that regulation (find compliance)
          • If Yes, authority will likely be extended another year
          • If No, then FAA will determine if that regulation remains with that DER’s authority (yearly renewal)
  • DER numbers have diminished from approx. 4000 to less than 2000 (further reduction anticipated)
slide19

Federal Aviation

Administration

FAA Aircraft Certification Changes (cont.)

FAA DER Program Changes (highlights)

  • RS-DER delegated authority (Repair Specifications)
    • An RS-DER is a DER who has a specialized delegated authority to approve multiple, non-serialized part or component (including sub-assemblies, etc) repair specifications.
      • Starting July 2011, ONLYRS-DERs can approve these type’s of repair specifications.
      • RS-DER must have this specific authority listed in the DER authorization letter (and Designee Information Network (DIN))
      • RS-DER will sign the front page of the Repair Specification with his or her DER number
  • Other limitations on DERs are being proposed/implemented
  • Visit the FAA website for further information on DER changes
slide20

Federal Aviation

Administration

  • Questions???

Thank You!

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