Dodge1500 mine did not have an OK TO SHIP sticker. not sure if your on to something here or not.

 

That sticker is a quality control means that all has been inspected and signed off as being compliant to all quality requirements prior to going out the door. What can happen is a mix up and, you may have received a unit that was actually not signed off.

I worked one commercial gig at Magellan GPS and, we used those stickers and, the first thing that came to mind when reading the OK TO SHIP sticker was how we were shipping non-tested units by mistake. They looked the same, had the same P/N, same box etc. How do you tell them apart someone asked. Well, the solution was to sticker them so that they could ID them from non signed off units.

CM

 

Umm call them and chew them out if you need a better pic let me know!! I think I'm no to something do you still have the box!

 

In statistical process control, not every part is tested. They take a 'representative sample', and if those pass, they all do..... Now, if they claim that "every part is thoroughly tested", might wanna have a chat with 'em.

 

Yes i do still have the box. Ill give them a call later today and see what they say. Either way my truck will still have to be down for 2 to 3 weeks because they wont send me a replacment till i send mine in and thats if it does not pass there "Bench test".

 

I would be almighty curious just what their 'bench testing' consists of.......

 

I really like that Tru-trac. Keeps the tires from chirping, even when I romp on it. The worst chirp I've ever got was this one:

http://www.youtube.com/watch?v=wl56bDPOls8

It's helped the wet weather driving. There's a video somewhere on the forum of a white 4x4 2nd gen that installed tru-tracs in the front and back and it's romping out in heavy snow all over the place.

I get a very slight amount of chirping on hard turns that I accelerate hard out of, and even then, I typically stop by the gas station and catch a tire that's a little low.

It essentially replaces the entire carrier unit. Got it when the factory LSD failed and broke off clutch pieces in the rear diff.

Here's a good example of what it does for others:
http://www.youtube.com/watch?v=C0menFmqWjw

 

OT: Aim you truck shifts before mine does at WOT. Would that be due to the TC?

 

I told hemifever not to change the stock shift and rev limiter points, as I was still running stock valve springs in the truck

Stock WOT shift should be 5000 RPMs, stock rev limiter is 5200 RPMs. With the shift kit and newer valve springs I should be safe upping it to 5500 RPM's, but with the stock cam, I'm not making any more power up there, so why bother.

 

Not entirely true: 100% lot testing may be required depending on the product history and the program requirements. While there are specs that govern your sampling plan, the lot size may be 15-20 pcs or, perhaps it's only five pieces. Again, it depends on how critical the product has been identified as well as product history. Case that comes to mind is air bag igniters. These were failing and, they had to perform 100% inspection on all due to having a history of failures.

What my point was in my previous post was, that some of the units that have the OK to ship sticker are the ones that have the TRAVELERS signed off BY QUALITY which is mandatory under quality control planning. The QC inspector has to stamp / sign off on all inspection levels during the build.

I wasn't referring to TESTING but, rather the units that were signed off as far as assembly was concerned or, possibly a defective unit that did not pass quality control had gone out the door. I've seen this happen many times. They rework units in the same area and fail to segregate the rework from the main product line thus creating potential for a defective / incomplete unit to be shipped out to a customer.

Here's a case I will present while working for Boeing.

CASE: Boeing 787 Braking System

Incident Report: Supplier failed to control their hardware- no configuration control. Units that were not complete or didn't go through quality inspection were shipped to Boeing to be installed on the craft for ground test.

Reason for occurrence:

Identical looking units at varying levels of assy sat on the same rack as completed units that were to be shipped. All had the same P/N. All looked the same. All had different serial numbers, all had paperwork. All units were in one common area thus creating potential risk.

The error occurred when someone grabbed the wrong units off the rack. They failed to check the paperwork to ensure the unit was signed off-meaning- it had gone through all build levels, software and firmware install, quality control insurance- INSPECTION which, is a function of quality control as is testing and screening.

Boeing received it, and noted the paperwork was not signed off. They immediately launched an investigation and found the supplier to be deviant of AS9100 and ISO 9000 where, the law states that they must have a plan to control their hardware at all times.

This was the same thing that happened while I worked as a Reliability Engineer for Magellan GPS- they failed to check the paperwork and shipped units that were not even loaded with software and, in another case, the wrong software version was loaded onto a N. American units and shipped out.

In both cases, a color coded labeling scheme was implemented. Green for OK TO SHIP, RED for NOT READY TO SHIP. It was easily identified on the floor and in the stock room.

In some cases, some units are checked back into stock as a DIFFERENT P/N / Higher Assy No. Then, on the next build level, those parts are issued to a work order where they are checked out and shipped to the next level of assy where (software, firmware or hardware) is installed.

This is why I mentioned that. I didn't mention it so much in respect to a sampling plan and testing but, rather the process of mistaken build level or partially reworked / defective unit that makes it's way out the door.


CM