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What is the Process for Re-certifying Flight Hardware?

Why use water tanks from a retired Space Shuttle?What is the purpose of the Dream Chaser carry test?Falcon 9 1.1 demo flight (flight 6) - Was the second stage burn meant to test deorbit?Through what mechanisms would SpaceX test and examine the returned CRS-5 first stage?Does every liquid-fueled rocket engine get a test run before its actual flight operation?What will the Falcon Heavy maiden flight launch as its payload?Why is there any launch window at all for the Falcon Heavy test flight?Testing flight characteristics before actual flight in model rockets?What is the surrogate liquid for LOx during the preliminary testing of injectors?Why is a purging process necessary for static firing test of liquid rocket engines?Purging process of a rocket engine

3

$begingroup$

I was reading about how we reused the water tanks because they were still within their certified life-time and had two questions:

• When would a certification become VOID?
  
  
  
  
  • I'd assume if the water tanks accidentally took a fall they'd not be certified still.
  
  
  • What are some other examples of events that can void a certification?
  
  
  
  


• When an event occurs altering the suitability of flight hardware how is it re-certified?
  
  
  
  
  • I'd assume there's some sort of inspection, could someone outline what it'd be?
  
  
  • You may use the example of the water tanks being dropped, what would NASA do?
  
  
  
  

You may also consider the toppled NOA satellite as a case study too if you wish. I'd like to know what all they had to do to consider it as "certified" again after the incident.

reuse testing

share|improve this question

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

$endgroup$

add a comment | 

3

$begingroup$

I was reading about how we reused the water tanks because they were still within their certified life-time and had two questions:

• When would a certification become VOID?
  
  
  
  
  • I'd assume if the water tanks accidentally took a fall they'd not be certified still.
  
  
  • What are some other examples of events that can void a certification?
  
  
  
  


• When an event occurs altering the suitability of flight hardware how is it re-certified?
  
  
  
  
  • I'd assume there's some sort of inspection, could someone outline what it'd be?
  
  
  • You may use the example of the water tanks being dropped, what would NASA do?
  
  
  
  

You may also consider the toppled NOA satellite as a case study too if you wish. I'd like to know what all they had to do to consider it as "certified" again after the incident.

reuse testing

share|improve this question

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

$endgroup$

add a comment | 

$begingroup$

I was reading about how we reused the water tanks because they were still within their certified life-time and had two questions:

• When would a certification become VOID?
  
  
  
  
  • I'd assume if the water tanks accidentally took a fall they'd not be certified still.
  
  
  • What are some other examples of events that can void a certification?
  
  
  
  


• When an event occurs altering the suitability of flight hardware how is it re-certified?
  
  
  
  
  • I'd assume there's some sort of inspection, could someone outline what it'd be?
  
  
  • You may use the example of the water tanks being dropped, what would NASA do?
  
  
  
  

You may also consider the toppled NOA satellite as a case study too if you wish. I'd like to know what all they had to do to consider it as "certified" again after the incident.

reuse testing

share|improve this question

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

$endgroup$

share|improve this question

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

share|improve this question

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

asked 9 hours ago

Magic Octopus UrnMagic Octopus Urn

3,49011550

1 Answer
1

active

oldest

votes

6

$begingroup$

From what I've observed, the general process works like this:

1. A Non-Conformance Report (NCR) is generated. These are applicable for everything from an unexpected scratch or tool mark on a surface to a system-level failure. The NCR identifies the "is" vs. "should be" state of a component.




2. A Material Review Board (MRB) convenes. This is a group of engineers and managers who make decisions in a structured way regarding NCRs. From here, it's case-dependent. It may involve specific analysis, or it may just be a series of discussions. It all depends on the specific nonconformance.



3. 
   

   The NCR is dispositioned. Again, case dependent. The disposition is determined by the MRB. Typical disposition outcomes:

   
   
   
   
   
   • 
     Use as is. Analysis shows the nonconformance does not affect safety or mission success -- no corrective action is necessary to certify the part for flight.
   
   
   • 
     Rework the part. Case dependent. Could be as simple as redrilling a hole in the right location, buffing out scratches, etc.
   
   
   • 
     Use as is, issue drawing rev. In the case of a misdrilled hole, for example, create a drawing rev showing where the hole was drilled so that there is traceability between the drawing and what was manufactured.
   
   
   • 
     Scrap. The component is too far gone. Toss it out and build a new one. Depending on the source of the NCR, it may be a build to print, or there may be a redesign.
   
   
   
   

share|improve this answer

answered 8 hours ago

TristanTristan

11.5k13858

$endgroup$

• 
  
  
  

  
  

  
  
  
  
  
  

  
  $begingroup$
  +1, A couple of things to add: A) the MRB is usually given total authority over the future of the part and may direct the project office to examine, test, repair etc. B) there is usually a distinction drawn between "re-work" such as your first example and "repair" which is closer to your second example of buffing to remove a scratch. The difference lies in that "re-work" is re-application of the same processes used in the original build whereas "repair" uses additional (authorised) processes that were not needed for an original build.
  $endgroup$
  – Puffin
  5 hours ago
  

  
  
  
  

add a comment | 

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6

$begingroup$

From what I've observed, the general process works like this:

1. A Non-Conformance Report (NCR) is generated. These are applicable for everything from an unexpected scratch or tool mark on a surface to a system-level failure. The NCR identifies the "is" vs. "should be" state of a component.




2. A Material Review Board (MRB) convenes. This is a group of engineers and managers who make decisions in a structured way regarding NCRs. From here, it's case-dependent. It may involve specific analysis, or it may just be a series of discussions. It all depends on the specific nonconformance.



3. 
   

   The NCR is dispositioned. Again, case dependent. The disposition is determined by the MRB. Typical disposition outcomes:

   
   
   
   
   
   • 
     Use as is. Analysis shows the nonconformance does not affect safety or mission success -- no corrective action is necessary to certify the part for flight.
   
   
   • 
     Rework the part. Case dependent. Could be as simple as redrilling a hole in the right location, buffing out scratches, etc.
   
   
   • 
     Use as is, issue drawing rev. In the case of a misdrilled hole, for example, create a drawing rev showing where the hole was drilled so that there is traceability between the drawing and what was manufactured.
   
   
   • 
     Scrap. The component is too far gone. Toss it out and build a new one. Depending on the source of the NCR, it may be a build to print, or there may be a redesign.
   
   
   
   

share|improve this answer

answered 8 hours ago

TristanTristan

11.5k13858

$endgroup$

• 
  
  
  

  
  

  
  
  
  
  
  

  
  $begingroup$
  +1, A couple of things to add: A) the MRB is usually given total authority over the future of the part and may direct the project office to examine, test, repair etc. B) there is usually a distinction drawn between "re-work" such as your first example and "repair" which is closer to your second example of buffing to remove a scratch. The difference lies in that "re-work" is re-application of the same processes used in the original build whereas "repair" uses additional (authorised) processes that were not needed for an original build.
  $endgroup$
  – Puffin
  5 hours ago
  

  
  
  
  

add a comment | 

6

$begingroup$

From what I've observed, the general process works like this:

1. A Non-Conformance Report (NCR) is generated. These are applicable for everything from an unexpected scratch or tool mark on a surface to a system-level failure. The NCR identifies the "is" vs. "should be" state of a component.




2. A Material Review Board (MRB) convenes. This is a group of engineers and managers who make decisions in a structured way regarding NCRs. From here, it's case-dependent. It may involve specific analysis, or it may just be a series of discussions. It all depends on the specific nonconformance.



3. 
   

   The NCR is dispositioned. Again, case dependent. The disposition is determined by the MRB. Typical disposition outcomes:

   
   
   
   
   
   • 
     Use as is. Analysis shows the nonconformance does not affect safety or mission success -- no corrective action is necessary to certify the part for flight.
   
   
   • 
     Rework the part. Case dependent. Could be as simple as redrilling a hole in the right location, buffing out scratches, etc.
   
   
   • 
     Use as is, issue drawing rev. In the case of a misdrilled hole, for example, create a drawing rev showing where the hole was drilled so that there is traceability between the drawing and what was manufactured.
   
   
   • 
     Scrap. The component is too far gone. Toss it out and build a new one. Depending on the source of the NCR, it may be a build to print, or there may be a redesign.
   
   
   
   

share|improve this answer

answered 8 hours ago

TristanTristan

11.5k13858

$endgroup$

• 
  
  
  

  
  

  
  
  
  
  
  

  
  $begingroup$
  +1, A couple of things to add: A) the MRB is usually given total authority over the future of the part and may direct the project office to examine, test, repair etc. B) there is usually a distinction drawn between "re-work" such as your first example and "repair" which is closer to your second example of buffing to remove a scratch. The difference lies in that "re-work" is re-application of the same processes used in the original build whereas "repair" uses additional (authorised) processes that were not needed for an original build.
  $endgroup$
  – Puffin
  5 hours ago
  

  
  
  
  

add a comment | 

$begingroup$

From what I've observed, the general process works like this:

1. A Non-Conformance Report (NCR) is generated. These are applicable for everything from an unexpected scratch or tool mark on a surface to a system-level failure. The NCR identifies the "is" vs. "should be" state of a component.




2. A Material Review Board (MRB) convenes. This is a group of engineers and managers who make decisions in a structured way regarding NCRs. From here, it's case-dependent. It may involve specific analysis, or it may just be a series of discussions. It all depends on the specific nonconformance.



3. 
   

   The NCR is dispositioned. Again, case dependent. The disposition is determined by the MRB. Typical disposition outcomes:

   
   
   
   
   
   • 
     Use as is. Analysis shows the nonconformance does not affect safety or mission success -- no corrective action is necessary to certify the part for flight.
   
   
   • 
     Rework the part. Case dependent. Could be as simple as redrilling a hole in the right location, buffing out scratches, etc.
   
   
   • 
     Use as is, issue drawing rev. In the case of a misdrilled hole, for example, create a drawing rev showing where the hole was drilled so that there is traceability between the drawing and what was manufactured.
   
   
   • 
     Scrap. The component is too far gone. Toss it out and build a new one. Depending on the source of the NCR, it may be a build to print, or there may be a redesign.
   
   
   
   

share|improve this answer

answered 8 hours ago

TristanTristan

11.5k13858

$endgroup$

share|improve this answer

answered 8 hours ago

TristanTristan

11.5k13858

answered 8 hours ago

TristanTristan

11.5k13858

answered 8 hours ago

TristanTristan

11.5k13858