Aye, but it’s not just a little bit of paper – the traceabilty usually goes back to manufacture which adds a big headache. When I worked as an avionics tech, everything had to traceable, even items from cannablised units. As it was back then, only somebody with the correct approval could certify something without traceable paperwork, and only then it had to be in agreement with the OEM. So there is a reason why aircraft things get expensive. The manufacturer doesn’t know whether or not it’s going to an airworthy aircraft or one for static, therefore to avoid non-certified stuff going onto an airworthy aircraft, it’s all to the same standard…

We get charged a fortune for Atchely servo valves for the ROV vehicles I now work with, soley due to this, despite us never getting airborne – we only fly underwater…..

Again, regards the certification issue, there are plenty here on this forum will have a direct working knowledge of the rules, as I have been away from the aviation industry for 11 years, and I know CAA / JAA rules have changed since I left

All the best,

Scotty 🙂

I agree with you on servicable stuff, It has to be Bonefide, as lives depend on it, its the “Collectables ” market i was refering to really,as even though technically a lot of it is dare i say scrap or U/S to requirements, it still hold high value .