Contract manufacturing · ATA 25 interiors & ATA 32 brake heat sinks
Seat components, galley hardware, interior panels and brake heat sink discs — built in China for approval holders, with carbon discs handed over at the process stage you name. You keep the certificate, the design authority and the release signature. We keep the process cards, the first article and the traceability file.
Manufacturing is carried out at qualified partner facilities. AeromatMall holds no Parts Manufacturer Approval and signs no airworthiness release document.
Scope of work
We take on work in two areas and say no outside them. The boundary is not modesty — it is what makes a first article predictable and a traceability file auditable.
Seat components, galley and lavatory hardware, interior panels and liners — the three cabin families, built to your drawing, with flammability evidence, weight discipline and repairability treated as design decisions rather than manufacturing conveniences.
Carbon discs can be handed over at the process stage you specify — at agreed density, machined, treated, or as a riveted stack — together with the metallic hardware used in riveting. Steel rotor discs, friction pads, disc cores and brake and wheel accessories are produced to your requirements.
In both domains the work is carried out at qualified partner facilities, output belongs to the programme that ordered it, and the release is signed under your approval. Stage names and delivered forms are published; process parameters are not.
Three things a certificate holder is actually short of, and none of them is a price list.
A holder does not need one more trader ringing the same three shops for a price. It needs capacity committed to its part number, with a named process owner, a fixed routing and someone who answers when the second batch is late.
The first article is not a sample sent for approval. It is a dimensional, material and process record in AS9102 format, submitted with the parts. We plan the inspection before the first chip is cut, not after.
Heat and lot numbers, material certificates, process traveller with operator sign-off, serial numbers on the parts and on the paperwork. When an auditor pulls one unit out of a fleet two years from now, the file has to close.
Not the price. Not the lead time. Whether the part can be installed on a registration you can sell into.
Every holder has had the same conversation: the parts are built, the paperwork arrives, and then someone asks which authority will accept the release document on the aircraft that is actually flying. That question is answerable before a purchase order exists — but only if somebody reads the acceptance position properly.
We issue a release path determination in writing. Four inputs go in: the part number, the aircraft type, the State of Registry and the approval you hold. Three lines come out: whether the part is installable, whose approval it hangs on, and which release document will travel with it.
It is free, it takes one exchange, and it is the reason most of our conversations start with a part number and no purchase order.
| Factor | Why it decides |
|---|---|
| State of Registry | Acceptance of a foreign release document is set by the importing authority, not by the manufacturer. |
| Approval basis | A part built under your approval is released under your approval. Ours is not a substitute for it. |
| Design authority | Some builds need the TC or STC holder’s written consent before they are launchable at all. |
| Release document | The tag has to match what the receiving authority accepts for that registration. |
Written down because the boundary is the useful part of the offer.
If it can’t be installed on your registration, we’ll tell you before you order.
Suppliers who say yes to everything are cheap to find. The reason to talk to us is that we will write down a no, with the reason, in the first reply.
The parts are half the delivery. This is the other half, and it is the half that gets audited.
Which one applies depends on what exists today: a drawing, a set of tooling, or nothing but a sample.
You hold the drawing and the approval. We manufacture to your data, return the production records, and you sign the release. The cleanest responsibility split there is.
A part already runs somewhere else and you want a second source, or a shop is closing. We audit the tooling, requalify it, and run a fresh first article before a single production unit ships.
A sample or an OEM reference part exists and no drawing of yours does yet. Engineering and process development come from the manufacturing side; design compliance and approval data stay with you.
What a build programme still looks like once the customer, the part numbers and the process parameters are taken out.
Carbon discs stopped at the process stage a holder specified, with the riveting hardware and a record set complete at that boundary. No finished part, no release tag and no published parameters.
Cabin interior details and wheel and brake components ran under one revision state, one first article plan and one traceability file across different workshops.
Why these notes are anonymised, and what is deliberately withheld →
The one-sentence version
Your certificate, your release documents, our production discipline.
A written answer within two working days is the only turnaround we publish. Everything else — tooling, first article, batch quantities, delivery — is quoted per programme, because a number given before the routing exists is a number somebody made up.
Send a drawing status, a part family and a state of registry. If the release path does not work, you will hear that in the first reply — not after the tooling is cut.
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