Chapter 2. User-Friendly Service Bulletins
2-1. General. This chapter provides best practices and recommendations on how DAHs can improve the quality and usability of SBs associated with an AD action. It also provides guidance for streamlining the SB development and revision processes for such SBs, and provides references for where to find information on ex parté communication.
2-2. SB Improvements.
a. An SB that may be referenced in an AD as an additional source of information about the unsafe condition or IBR’d in an AD, should be written so owners and operators can understand and follow the accomplishment instructions. The following SB improvements will be discussed further in this chapter:
(1) Providing a standardized format and structure so the reader can easily locate important information on effectivity, compliance times, and accomplishment instructions (see paragraph 2-3).
(2) Including a clear and concise description of the safety intent of the SB as well as a precise description of the new configuration that removes the unsafe condition (see paragraph 2-4).
(3) Writing clear, concise, and unambiguous technical instructions that minimize the possibility of omission, error, or extensive judgment (see paragraphs 2-5 and 2-6).
(4) Giving clear, detailed illustrations appropriate to the task, and that help the user understand how to sequence and accomplish the tasks and/or steps (see paragraphs 2-7 and 2-8).
(5) Allowing use of industry standards or practices acceptable to the FAA (see paragraph 2-9).
(6) Differentiating critical tasks and task sequences requiring exact conformance from tasks that can be flexible, advisory, or common acceptable procedures (see paragraph 2-10).
(7) Streamlining the SB development and revision processes (see paragraph 2-11).
b. The concepts presented in this AC apply to development of new or revised SBs and are not intended to be applied retroactively, except when deemed necessary by the DAH and FAA (see paragraph 2-4b).
2-3. Standardized Format and Content.
a. The format and content of an SB should follow industry specifications for technical documents. Refer to the following documents:
(1) Air Transportation Association (ATA) Spec 2200, Information Standards for Aviation Maintenance.
(2) S1000D, International Specification for Technical Publications.
b. The accomplishment instructions in an SB should address resolving the unsafe condition identified in the AD. S ometimes, however, procedures are already published in other DAH documents which accomplish this goal. As such, the following guidelines are provided to help determine what procedures should, or should not, be included in an SB:
(1) When appropriate, include the following types of procedures in the SB:
(a) Inspection or test procedures that do not exist in a published DAH document available to other parties.
(b) Critical requirements in procedures that exist in manuals that are not FAA- approved (e.g., torque values, gap measurements, electrical bonding, etc.). List in the SB the critical requirements that must be met to comply with a planned AD and refer to the procedure in the manual that is not FAA-approved as an accepted procedure to achieve those requirements (see paragraph 2-9).
(c) Revised procedures when the original procedure(s) are in error.
(2) Do not duplicate (e.g., copy) the following types of procedures in an SB if affected owners and operators have the procedures in other documents (see paragraph 2-3c below). Instead of repeating the procedure, refer to the other document(s) for that task. F or example:
(a) Procedures that exist in other documents accessible by other parties (e.g., DAH SBs/manuals, component SBs, and supplier SBs).
(b) Common industry practices, including, but not limited to, the Standard Overhaul Practices Manual (SOPM) and Standard Wiring Practices Manual (SWPM).
(c) Tests for all components or systems that may be disturbed during incorporation of an SB. An SB should specify only the testing necessary to ensure the new or modified system operates as intended after the modification is complete (i.e., unsafe condition is resolved). Any additional functional tests that may be necessary due to an interruption to other airplane systems can be addressed in a note in the SB (see appendix A, paragraph 5).
c. For a requirement to use other documents to be enforceable, the affected operators must have actual notice of them. As such, before relying on references to other documents in SBs that will be IBR’d, confirm that affected operators actually have the referenced document.
d. If an SB uses mandatory language (e.g., “use,” “in accordance with”) to reference another document for completing a task required for compliance with an AD (reference paragraphs 2-9 and 2-10), include the revision level and date of the other document(s) within the SB. To prevent the need for an AMOC approval each time the revision level changes in the document referenced in the SB, the phrase "or later approved revision" may be added when specifying the revision level.
e. Use the following guidelines to refer to other document(s) in an SB:
(1) Specify the specific section(s) of the document that are applicable. Do not provide a blanket reference to the other document if only portions of the other document are applicable.
(2) Do not refer to documents that simply refer to other documents. Instead refer to the end document that provides the actual instruction.
(3) Do not refer to documents that do not provide sufficient information to perform the task (e.g., “Cad plate per SOPM AA-XX-YY” if document SOPM AA-XX-YY does not specify the type of cad plating for the specific part).
2-4. Safety Intent and Configuration Description.
a. When drafting an SB that might be IBR’d in an AD, the SB should contain a paragraph entitled “Safety Intent.” For ADs that will change the configuration of a part (e.g., a design change), a “Configuration Description” paragraph is also required. Place the paragraphs next to one another upfront in the SB (e.g., after the “Reason” paragraph). These paragraphs are intended to enhance and focus awareness of the safety issue during the development and approval of the SB as well as during implementation and subsequent maintenance.
(1) The “Safety Intent” paragraph should explain what accomplishment of the SB is intended to do (i.e., prevent, resolve, or otherwise remove the unsafe condition). T he description should be a succinct and clear statement of the specific technical objective of the instructions. For example, “The safety intent of this SB is to prevent electrical arcing between a wire bundle and control cables in the main wheel well, which, if not corrected, could cause a hydraulic or electrical fire.” The goal is to explain in technical terms what the affected part and failure mode or malfunction is, and how it will be prevented, resolved, or otherwise removed by accomplishing the SB. This differs from the “Reason” paragraph in most SBs, which typically provide the history and reason for taking the SB action.
(2) If accomplishing the SB will change configuration, a “Configuration Description” paragraph should be included that provides a succinct, high-level description of the design change that will result from accomplishing the instructions. For example, “Incorporating this SB results in installing a new wire bundle (P/N 123456) between the J135 and J234 connectors, and installing several standoffs of increased length to hold the wire bundle clear of contact.”
The “Configuration Description” should:
(a) Be limited to the features that will prevent development or recurrence of the unsafe condition, once the configuration has been implemented. The paragraph can provide the greatest value in SBs that specify ‘high risk’ modifications (e.g., instructions that are complex, workmanship intensive, or susceptible to reversal in operations).
(b) Assist in understanding the post-installation mandated configuration. The “Configuration Description” may guide, but cannot be used as the final determinant of compliance with an AD.
(c) For an AD that will require installation of a different part, the part number of the new part should differ from that of the original. If changing the part number (i.e., “rolling” the part number) is impractical, identify the “modification level” of the part. The configuration description for this case should control the part by the “modification level” in addition to the part number identification.
(d) Identify a specific part, sub-assembly, or assembly of a component affected by the safety intent. An affected component “part number” may contain both “good” and “bad” parts, sub-assemblies, or assemblies. But because the part number of the component might not have been changed or “rolled” to differentiate the configurations, identification using the component part number alone is inadequate. Therefore, the configuration description for such a case should control the specific parts, sub-assemblies, or assemblies in addition to the part number identification of the affected component.
b. For SBs originally written for reliability or economic enhancements that subsequently are found to provide correction of a safety issue, those SB should be revised to include the “Safety Intent” and “Configuration Description” paragraphs per the guidance in this AC.
2-5. Ambiguous Language.
a. Avoid unclear and confusing terms when writing an SB. See table 1 below for examples of ambiguous language used in SBs and how to rewrite them for clarity.
Table 1. Examples of Ambiguous and Unambiguous Language Instead of … Use … The sensor may not operate properly in cold temperatures The sensor may not operate properly in cold temperatures below 32 degrees Fahrenheit (0 degrees Celsius) Apply sealant as necessary Apply firewall sealant in gaps, holes, or voids in the nacelle strut door assemblies of the engines Make sure there is adequate clearance Inspect for minimum one inch clearance between wires Look for unsatisfactory elongation of holes Inspect bolt holes in the horizontal stabilizer for elongation.
See Table 1 for acceptable limits for bolt holes.
When in the area, inspect for … Inspect the right main landing gear wheel well for arcing damage Inspect for discrepancies Inspect for frayed wires, incorrect clearance or evidence of chafing
b. To prevent the use of ambiguous language in SBs, each DAH should develop guidance for using unambiguous language and consider implementing one or more of the following items:
(1) Training. Provide training to authors of SBs to stress the adverse impact of using ambiguous terms and the importance of providing clarity and accuracy.
(2) Tools. Use computing tools or checklists to prevent, or search for and eliminate ambiguous terms.
(3) Processes. Implement processes during the authoring, review, validation, and 8
DAH internal approval of SBs that will prevent the use of ambiguous terms.
(4) Draft Review. For SBs related to transport airplanes or engines installed thereon, implement a process during validation to allow the draft SB to be reviewed by the lead airline (see paragraph 2-11c(8)) so that ambiguous terms can be eliminated prior to issuance of the SB.
2-6. Notes.
a. Notes in SBs generally provide information related to the accomplishment of instruction steps. However, notes are informational only, and since they are generally unenforceable, they should not contain any requirements. Authors, therefore, are strongly encouraged to review notes to ensure they do not contain any critical step(s) for accomplishing the corrective action(s).
b. Unless specified otherwise, notes apply to figures, illustrations, and drawings within the SB. Refer to appendix A for examples of notes that can be used in SBs.
c. When possible, write notes such that the SB user has an acceptable level of flexibility to accomplish the tasks (e.g., specify alternative materials; allow acceptance to use other approved methods, techniques and practices, etc.). Refer to appendix B for examples.
d. If referring to other documents within an SB, ensure that the notes specified in the referenced document do not conflict with notes in the SB. If there is a conflict, add a note in the SB to specify which note takes precedence.
e. For SBs related to transport airplanes or engines installed thereon, seek lead airline review of the notes (reference paragraph 2-11c(8)) so that those who will be implementing the SB have an opportunity to make suggestions as necessary.
f. Notes should be placed at the beginning of the accomplishment instructions or adjacent to the relevant information (e.g., figure, illustration, etc.), as appropriate, and may include items such as:
(1) Referring to a list or document of acceptable alternative parts, materials, and processes;
(2) Specifying or referring to other documents for standard tolerances and dimensions;
(3) Providing warnings and cautions that apply to the entire set of accomplishment instructions;
(4) Specifying standard practices that apply to the entire set of accomplishment instructions;
(5) Providing definitions for inspections specified in the service information; and
(6) Referring to DAH maintenance documentation.
2-7. Figures, Illustrations, and Drawings.
a. To avoid subjective misinterpretation, the text in the accomplishment instructions must be the authoritative information. Use figures, illustrations, and drawings to supplement the accomplishment instructions. If a discrepancy between the accomplishment instructions and a figure, illustration, or drawing exists, the discrepancy must be evaluated and corrected.
b. Dimensions should be added to clearly define locations, such as installation of parts.
c. Tolerances should be included for measured values (e.g., dimensions, torque values, temperature). This can be done in the figure, illustration, or drawing itself, or in general notes in the SB (e.g., “All dimensions given have a tolerance of +/- 5mm unless otherwise stated.”).
d. Phantom lines, shading or cross hatching, and enlarged views should be used to assist in distinguishing important information from “reference only” information. Refer to appendix C for examples.
e. For SBs related to transport airplanes or engines installed thereon, seek lead airline review of the figures (reference paragraph 2-11c(8) of this AC) so that those who will be implementing the SB have an opportunity to make suggestions.
2-8. Logic-based Diagrams. An SB specifying numerous compliance times, configurations, conditions, and alternative corrective actions can be difficult to follow. For such cases, a logic-based diagram (e.g., a flowchart) is a useful tool to assist owners and operators in choosing the best corrective path, such as repetitive inspections or a terminating modification, based upon the discovered condition and compliance times.
a. It is the responsibility of the DAH to determine if logic-based diagram(s) would help simplify a complex SB. Consideration should be given to requests from owners, operators or the FAA as to whether a logic-based diagram would be helpful.
b. A logic-based diagram cannot be the primary source for tasks or compliance times in the SB. If used, logic-based diagrams should:
(1) Be located in an appendix in the SB;
(2) Use descriptive, concise, and consistent terminology; and
(3) Contain a note in both the logic-based diagram and the accomplishment instructions paragraph of the SB so it is clear that the logic-based diagram only supplements the information in the accomplishment instructions.
c. For SBs related to transport airplanes or engines installed thereon, ensure that the lead airline reviews the draft logic-based diagram (see paragraph 2-11c(8)) and agrees that there is no confusion with the intent of the diagram.
2-9. Mandatory versus Flexible Language. The use of mandatory language in the accomplishment instructions of an SB depends on whether other procedures acceptable to the 10
--- FAA are adequate to address the unsafe condition in an AD. If other procedures are acceptable to the FAA, use non-mandatory language in the SB.
a. When a procedure or document must be followed to accomplish a task in an SB, the appropriate terminology to cite the procedure or document is “in accordance with.” Use “in accordance with” for:
(1) A process or procedure that must be followed exactly to resolve the unsafe condition and comply with the AD. Also consider including the steps of the process or procedure in the SB and a note not to change the process or procedure without full consideration of the consequences. An example of a procedure that is frequently cited as one that must be followed is the Non-Destructive Test (NDT) procedure developed to address a specific condition that is self-contained in the SB and not duplicated in the NDT manual.
(2) Documents approved by a regulatory authority that must be used to ensure the part is installed, changed, or tested per the specific instruction. Documents approved by a regulatory authority when specified in DAH SBs may include, but are not limited to:
(a) Structural Repair Manual (SRM);
(b) Other SBs (e.g., Component, Supplier, etc.); or
(c) Airworthiness Limitations Section of the Instructions for Continued Airworthiness (ICA).
b. When a procedure or document may be followed to accomplish an action (e.g., the DAH’s procedure or document may be used, but an FAA-accepted procedure could also be used), the appropriate terminology to use to cite the procedure or document is “refer to ... as an accepted procedure.” Use this flexible language when referring to procedures in documents acceptable to the FAA and when owner or operators may use the document or their own procedure that is acceptable to the FAA. Documents or procedures acceptable to the FAA may include, but are not limited to:
(1) Aircraft Maintenance Manual (AMM) for access, removal, and testing;
(2) SWPM for standard industry wiring procedures such as installing wiring, electrical bonding and grounding, cleaning electrical connectors, etc.;
(3) SOPM for standard industry procedures such as general cleaning procedures, application of adhesives, lubricants, sealants, application of stencils, etc.;
(4) Overhaul Manual (OHM) and Component Maintenance Manual (CMM) for disassembly, assembly, and testing;
(5) Fault Isolation Manual (FIM);
(6) Wiring Diagram Manual (WDM); or 11
(7) Generic or common NDT manual procedures not developed for a specific SB application.
c. When using “in accordance with” or “refer to” language in an SB, the DAH should include a note explaining the meaning of that language. For example:
“Note: These work instructions refer to methods, techniques, and practices described in other {specify DAH name} documents. When the words "refer to" are used and there are other acceptable methods, techniques, and practices (including tools, equipment, and test equipment) those acceptable methods, techniques, practices (including tools, equipment, and test equipment) may be used to complete the work. When the words "in accordance with" are included in the instruction, the methods, techniques, and practices specified (including tools, equipment, and test equipment) in the {specify DAH name} document must be used.”
2-10. Critical Task Differentiation. Steps that have a direct effect on detecting, preventing, resolving, or eliminating the unsafe condition in an AD should be identified in an SB with “RC.” Any substitutions or changes to RC steps will require an AMOC approval.
Differentiating these steps from other tasks in an SB will improve an owner’s or operator’s understanding of which steps in the SB must be done to comply with the AD and help provide consistent judgment in AD compliance.
a. When using critical task differentiation, a DAH should coordinate with the FAA early in the SB development process to determine if the SB might be IBR’d in an AD and if the RC steps are appropriately labeled using the guidance in this AC or other methods acceptable to the FAA.
(1) Step(s) labeled as RC apply solely to the SB that is IBR’d in the AD. The designation is not transferable or implied as applicable to any other document.
(2) A DAH must include a note in the SB to define RC. An example is:
“Note: Some steps in the accomplishment instructions are identified as Required for Compliance (RC). If this service bulletin is mandated by an airworthiness directive (AD), the steps identified as RC must be done to comply with the AD.
Steps not identified with RC are recommended and may be deviated from; done as a part of other actions; or done with accepted methods different from those given in SB if the RC steps can be done and the airplane returned to a serviceable condition.”
b. Sometimes an SB is issued before a decision is made by the FAA to reference the SB as the appropriate source of information for compliance with an AD. If an SB is published without tasks labeled with RC, the SB can be revised to include the RC label. Depending where 12
-- in the AD process the AD action is, the revised SB can be referenced in the final rule AD as the appropriate source of information for compliance or be FAA approved as a global AMOC to the AD.
c. In general, if any of the following items are included in an SB due to a design deficiency, manufacturing error, systemic maintenance error, or repair, and directly impact the detection, removal, prevention, or resolution of the unsafe condition, the item should be labeled with RC. For example:
(1) Inspection methods, techniques or practices that are necessary to detect the unsafe condition. This includes repetitive inspections or a terminating action such as a repair.
(2) Removal or installation of part(s), including any hardware necessary to support the new part.
(3) Steps required to directly accomplish a change to an aircraft or component to resolve an unsafe condition (e.g., parts, material, dimensions, methods, and processes).
(4) Steps such as application of corrosion inhibiting compound, application of sealant, cleaning of surfaces for proper bonding, replacing lubricant, etc. The step to use the material may be labeled RC or the specific type of material may be labeled RC. However, the SB may refer to standard practices to apply the material.
(5) Repair methods, techniques or practices, including steps that specify to contact the DAH for repair, modification, or testing instructions.
(6) Operational or functional test procedures or test criteria to ensure the repaired or modified system is operating properly. This includes any necessary corrective action if the test failed.
(7) Recording data (such as pressure readings, torque readings, temperature readings, gap measurements, dimensions, etc.) that is specifically required to properly complete the inspection, repair, or modification.
d. In general, if any of the following items are included in an SB and do not directly impact the detection, removal, prevention, or resolution of the unsafe condition, the items should not be identified as RC in an SB:
(1) Aircraft preparation steps (e.g., removing electrical power, opening and tagging circuit breakers, jacking and shoring, etc.).
(2) Access steps (e.g., removing access panels, removing sidewall panels, removing galleys or lavatories, etc.).
(3) Access restoration steps (e.g., installing access panels, sidewall panels, galleys or lavatories, etc.).
(4) Airplane restoration steps (e.g., restoring electrical power, closing circuit breakers, removing jacking and shoring, etc.).
(5) Steps such as cleaning, painting, trimming, etc., that do not directly remove, prevent, or resolve the unsafe condition.
(6) Steps to update maintenance records to show that the SB has been accomplished, which is already required by regulation.
(7) Steps to report results, such as inspection findings.
(8) Steps to perform operational test procedures because of interruption to other aircraft systems (e.g., disconnection of a hydraulic system to gain access to an area or a test of the hydraulic system after it is reconnected).
e. The RC label should be identified at the beginning of each step in the accomplishment instructions that must be completed to meet the requirements of the AD.
(1) If the accomplishment step labeled RC has substeps or tasks with no paragraph designation under the labeled RC step, then all of the substeps or tasks must also be completed.
For example, the substeps (3)(a)1 – 5 in figure 1 below must all be accomplished.
Figure 1. Example of Identification of Tasks Required within a Step
(3) RC - Do a detailed inspection of the inboard MLG door (1) as follows:
(a) Push the inboard MLG door (1) to the end of its travel limits, keep it in this position and do the steps that follow:
1. Inspect the forward inner skin (3) in the shaded area shown on View B for signs of cracks and/or deformation.
2. Inspect the forward member (2) in the shaded area shown on View B for signs of cracks and/or deformation.
3. Inspect the cross member (5) in the shaded area shown on View B for signs of cracks and/or deformation.
4. Inspect the aft member (6) in the shaded area shown on Views B and C for signs of cracks and/or deformation.
5. Inspect the aft inner skin (7) in the shaded area shown on View B for signs of cracks and/or deformation.
(2) If RC tasks state to do the work in accordance with a figure, drawing, or illustration, then all of the information in the figure, drawing, or illustration is mandatory.
(3) Steps in SBs using the terminology “in accordance with” as defined in paragraph 2-9 should use the RC label. The phrase “refer to” can be used in steps with and without the RC label. For example, when used with the RC label: “RC – Install placard xyz. Refer to DAH Standard Overhaul Practice Manual xx-xx-xx as an acceptable procedure.” The placard is required to be installed, but allows flexibility regarding how to install it.
(4) If options in the accomplishment instructions exist for a task labeled with RC, those options must be preceded by the phrase “Do one of the following.”
(5) The only tasks that need to be accomplished on a particular airplane group are the tasks labeled with RC that are applicable to that airplane group. For example, the tasks defined for aircraft having configuration 1 are not required to be accomplished on aircraft having configuration 2. See figure 2 below.
Figure 2. Example of Identification of Tasks Required for a Group or Configuration RC - For aircraft that have configuration 1 (P/N 601R12310-1) leading edge panel installed See Figure 2, View C and F.
(1) Between WS352 and WS366, on the shroud, drill three holes as follows:
a. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 1.35 in (34.3 mm) outboard of the access hole and 0.48 in. (12.2 mm) below the upper shroud edge (Refer to View C).
b. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 1.35 in (34.3 mm) outboard of the access hole and 1.60 in. (40.6 mm) below the upper shroud edge.
c. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 1.80 in (45.7 mm) outboard of the access hole and 0.63 in. (16.0 mm) below the upper shroud edge.
RC - For aircraft that have configuration 2 (P/N 601R12310-3 or -5 or -7) leading edge panel installed See Figure 2, View D and G.
(2) Between WS352 and WS366, on the shroud, drill three holes as follows:
a. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 1.35 in (34.3 mm) inboard of the shroud and 1.75 in. (44.5 mm) from the lower edge of the shroud (Refer to View D).
b. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 2.00 in (50.8 mm) inboard of the shroud edge and 1.10 in. (27.9 mm) from the lower edge of the shroud.
c. Drill one hole to a diameter between 0.241 in. and 0.246 in (6.12 mm and 6.25 mm) at 4.00 in (101.6 mm) inboard of the shroud edge and 1.75 in. (44.5 mm) from the lower edge of the shroud.
(6) If there are tasks not labeled with RC, but there are optional steps that could result in different type design configurations, the DAH must account for all of the configurations that might result in the type design drawings produced by the DAH (i.e., both the RC tasks and those not labeled as RC).
(7) If a step labeled RC requires installation of (improved) parts, the DAH may identify a specific part number or later FAA-approved design part number (e.g., install -3 or later FAA-approved part) that is eligible for installation on the aircraft, powerplant or higher assembly.
f. Once an SB using the RC concept is IBR’d in an AD:
(1) Any revision to the SB by the DAH will require an AMOC request. This applies even if the SB revision only changes steps that were not labeled RC.
(2) Any substitutions or changes made to the RC steps by owners and operators will require an AMOC (see FAA Order 8110.103, Alternative Method of Compliance, appendix A, paragraph 109). Owner and operator substitutions or changes made to non-RC steps will not require an AMOC if the RC steps can be completed and the aircraft returned to a serviceable condition.
2-11. Streamlining Development and Revision of SBs.
a. Each DAH should have systems in place to continuously monitor and implement process improvements in both the development and revision of SBs. The system should help improve processes involving the quality of SBs as well as reduce flow time to produce those SBs.
b. It is important to remember that any change to an SB, such as a partial or temporary revision, after the SB information is FAA-approved and IBR’d in an AD requires an AMOC approval.
c. Below are examples of process improvements implemented by various DAHs to reduce flow time and improve the quality of SBs. Each DAH should review the list of items and evaluate the feasibility of implementing items from the list, or identify alternatives or equivalents that would improve SB processes.
(1) Use of Checklists and Tip Sheets. Implemented to assist authors in making sure requirements are met before documents are sent for approval.
(2) Use of Templates. Implemented to standardize the location and content of text in SBs, which reduces variation.
(3) Dispute Resolution Process. An informal process where a DAH communicates early and often in the SB process with its regulatory counterpart(s) for early resolution of issues.
(4) Validation Process. A formal process used to validate that the procedures in SBs are accurate, and that hardware kits/parts are complete and can be accomplished per the accomplishment instructions.
(5) Partial Revision Process. A process in which only changed information in an SB is sent to affected customers.
(6) Temporary Revision Process. A process in which only changed information in a document is sent to affected customers. The information is later included in the next scheduled revision cycle for the document.