Mark

That is not an easy question to answer.
What are we talking here? 20 aircraft? 50? 100?. What systems? What vendors?
You would have to do hours of work just on one item.
There are qualified record investigators out there. If you think the need is important..... I would hire a third party for all that work.

Not that car paint hasn’t been used before, but approved MIL Spec paint should be all that used.

I won't be able to help with that question.

The mechanic's signature or stamp is a statement of compliance. If the item is deemed important enough, then usually a QC follow-up assures the work has been done correctly.

All work must be done to Maintenance Manual, Structures Manual, or Wiring Manual directions. If any modifications are done to an aircraft.... they must reference these manuals and the procedures therein. 

You could physically observe at any time, but the paperwork is always the main driver.

To the best of my knowledge, they are reusable, but they must be recharged by a qualified repair shop.

Old containers cannot be shipped by air. They get hot (really hot..... I've held one in the discharge process. the heat was making it through three shop towels and I had to put it on the ground).

It was a box of (un-discharged) generators that brought down ValueJet 592 .

We had a leak on a static system that was not showing leak detector bubbles when we pumped the static system up with 450 Knts (approx - 5PSI pressure).

With some trepidation, we applied 20 PSI to the system which did help us locate a cracked fitting.

We used (100 PSI) nitrogen bottle pressure stepped down with a pneumatic system test unit. We were able to slowly bring up pressure from 0 to 20 PSI. We could have gone higher, but the leak was located within 5 minutes of using this modified procedure.

Bottle and regulator.....
  
     
  
Red adapter hose with 100 PSI pressure relief valve (located at bottom of image).
  
     
  
Pneumatic tester.....
  
     
  
Pressure indication.....
  
     
  
Leak found at a "through floor" fitting behind the F/O's static source select switch.
  
     
     
  
Connections at back of switch. (Most aircraft have these switches removed. Crews don't use them. They are a continual problem area because of unnecessary lines and fittings.)
  
     
  
Fitting crack.....
  
     
  
This was the first aircraft I encountered with quick disconnect fittings at the probe. These are usually flex line "B nut" connections.
  
     
 

Hours are logged to the minute on log sheets, either manually written down or reported by ACARS (or both).

When we refer to time on the aircraft, it is usually just time (whole hours) and cycles.
  
  

I haven't had time to look around. From a general Google search, it seems to be a interior furnishings part. Have you done a search in chapter 25?

No..... you cannot arbitrarily say a part is valid for one type of aircraft because it is interchangeable on another aircraft type.

A valid part (part number) "must" be listed in the IPC. That also includes being effective for a spicific aircraft serial number.

This looks like a complete wire bundle.

I would think Boeing should be contacted for a replacement.

Newer engines come with wire bundles completely encased in rubber. Repairs on these is not possible. They are replaced as an assembly and each has its own part number.

Wire bundles on aircraft are not replaced as a whole. Individual wires within the bundle can be re-run or repaired (and that is the usual practice).

Ordering a bundle would be difficult and the lead time long, plus there are probably mods done where extra wires have been installed (or removed) from the time the aircraft came off the line.

If a bundle was completely sliced in half.... it would still be easier to rebuild it "in-house" than trying to order another one.