✈️ AS9100
AS9100 Rev D Aerospace Stamping Suppliers
A stamped clip is one of the simplest things a press can make, yet the moment it flies it inherits the full weight of AS9100 Rev D: configuration locked to a print revision, traceability back to the heat lot, and a re-FAI triggered by a single die rework. What follows is how that standard reshapes a press shop, where it ties into FAA and NADCAP requirements, and how to confirm a certificate in OASIS before you release a controlled drawing.
AS9100NADCAPITAR
What Rev D Adds Beyond the ISO 9001 Core
AS9100 Rev D incorporates all of ISO 9001:2015 and bolts on aerospace requirements that hit stamping in three specific places: configuration management, counterfeit-part prevention, and full lot traceability. For a stamped aerospace detail, every blank traces back to the raw-material certification, a mill cert with chemistry and mechanical properties tied to the heat lot, and the as-built configuration is locked to a specific drawing revision. You cannot quietly run last year's die against a superseded print, which is exactly the kind of drift plain ISO 9001 tolerates.
First Article Inspection per AS9102 is mandatory and is the document that defines the relationship. The AS9102 report balloons the print, records actual measurements for every characteristic, and ties each special process to its approval. A design change, a tooling change, a process change, or a two-year lapse in production triggers a partial or full re-FAI. For stamping this is sharper than it sounds: a die rework or a move to a different press is a process change that can require re-qualification before the next shipment leaves.
Rev D also formalizes risk management under clause 8.1.1, attention to Key Characteristics through statistical control, and FOD (foreign object debris) control across the press, deburr, and packaging areas. And it tightens control of externally provided processes, so any outsourced plating, passivation, anodize, or heat treat must be controlled and is frequently NADCAP-accredited. The stamping itself is unchanged; the discipline wrapped around it is not.
Programs, Alloys, and the Parts That Drive Demand
Commercial and defense aviation are the core demand. AS9100 stamped parts include clips, brackets, shims, EMI/RFI shielding and gaskets, fuel-system and hydraulic brackets, structural reinforcements, and stamped lugs and fittings, typically in aluminum 2024 and 7075, precipitation-hardening stainless such as 15-5PH and 17-7PH, Inconel 625 and 718, and titanium for high-strength or hot-section work. These are usually low-volume, high-mix parts, hundreds per year rather than hundreds of thousands, which inverts the tooling economics versus automotive stamping.
Space and satellite hardware, engine accessories, and avionics enclosures pull the same discipline. Defense programs routinely stack ITAR registration on top of AS9100 because both the part and its technical data are export-controlled under the US Munitions List. Adjacent regulated sectors buy from AS9100 stampers too: power-generation turbine OEMs, semiconductor capital-equipment makers needing high-cleanliness stamped components, and energy companies building qualified hardware will specify AS9100 when flight-grade documentation discipline is the real requirement even outside aviation.
Verifying the Certificate in OASIS and Checking the Special-Process Chain
AS9100 certificates are tracked in OASIS, the IAQG's Online Aerospace Supplier Information System, and that is the authoritative source. Search OASIS by company name or certificate number to confirm the certificate is active and in good standing, to see the registrar and certification body, and to read the registered scope. A shop claiming AS9100 that does not appear in OASIS, or shows as suspended or withdrawn, is a disqualifier. The scope must cover manufacture of metal stampings or aerospace detail parts; a scope limited to distribution or machining will not satisfy a flight-hardware buyer or survive a prime's source inspection.
Go one step past the certificate and map the special-process chain. If your stamped part needs chem-film, anodize per MIL-A-8625, passivation, plating, or heat treat, those steps should be NADCAP-accredited, performed in-house under NADCAP or routed to NADCAP sub-tiers the shop controls under AS9100. AS9100 itself requires control of externally provided processes, and the prime will check that chain end to end. On ManufacturingBase you can filter for AS9100 stamping suppliers, review their certification and special-process detail, then validate against OASIS and confirm the NADCAP scopes before awarding tooling or transmitting controlled data.
Frequently Asked Questions
AS9100 Rev D contains all of ISO 9001:2015 and adds aerospace requirements that change how a stamping shop operates day to day. The largest additions are mandatory First Article Inspection per AS9102, full lot traceability from the finished part back to the raw-material heat and mill cert, formal configuration management tying production to a specific drawing revision, counterfeit-part prevention, FOD control on the press and deburr floor, and documented risk management for the part and process. Where ISO 9001 lets a shop define its own approach, AS9100 prescribes the deliverable. A die rework, a press change, or a two-year production gap counts as a change that can trigger a re-FAI before you ship again, something that simply does not happen under plain ISO 9001. Rev D also tightens control of outsourced special processes, so plating, passivation, anodize, and heat treat must run under NADCAP or at NADCAP sub-tiers. The net effect is that AS9100 stamping costs more and moves slower than commercial stamping, but it produces the traceability and configuration discipline flight hardware demands. If your part flies or feeds flight hardware, ISO 9001 alone will not pass a customer source inspection.
Use OASIS, the IAQG Online Aerospace Supplier Information System, which is the authoritative registry for AS9100, AS9110, and AS9120 certificates worldwide. Search by company name or certificate number to confirm the certificate is active and in good standing and to see the registrar, certification body, and registered scope. If a supplier claims AS9100 but does not appear in OASIS, or shows as suspended or withdrawn, treat that as a disqualifier. Read the scope statement closely: it must cover manufacture of metal stampings or aerospace detail parts, not just distribution or a different process. AS9100 runs a three-year certificate cycle with annual surveillance audits, so verify the most recent surveillance date to confirm the system is being maintained. For flight hardware, go one step further and confirm how special processes are controlled, because if your stamped part requires anodize, chem-film, passivation, or heat treat, those should be NADCAP-accredited in-house or at NADCAP sub-tiers, and the prime's source inspection will check that chain. On ManufacturingBase you can filter AS9100 stamping suppliers and review certification detail, but always cross-check OASIS before awarding tooling or releasing controlled drawings.
Two structural reasons: low volume and heavy documentation. Aerospace stamped parts are often produced in the hundreds per year, not the hundreds of thousands, so tooling, anywhere from $5,000 for a simple blank-and-form die to $200,000 for progressive tooling, amortizes over far fewer parts and drives a much higher per-piece allocation. On top of that sits the AS9100 documentation burden. A full AS9102 First Article Inspection on a multi-characteristic part typically runs $1,500 to $8,000 and adds weeks to the schedule, and any change can trigger a re-FAI. Raw material is more expensive and slower too: aerospace alloys like titanium, 7075 aluminum, 15-5PH stainless, and Inconel carry premiums, require full mill traceability and sometimes raw-material testing, and can have 6 to 16 week procurement lead times. Add NADCAP special processing for plating, passivation, or heat treat and both cost and lead time climb again, often 1 to 4 weeks per process step. When comparing aerospace stamping quotes, normalize on the total cost of a qualified, documented part including FAI and special-process certifications rather than the bare stamped piece price, because the paperwork and traceability, not the press time, are where the cost concentrates.
It depends entirely on whether your stamped part requires a special process, defined as one whose result cannot be fully verified by inspecting the finished part. Pure stamping, blanking, piercing, and forming are not special processes, so a part stamped and shipped as bare metal needs only AS9100. But most aerospace stamped parts get a finish: chem-film, anodize per MIL-A-8625, passivation per AMS2700, plating, heat treat, or chemical processing, and those are special processes. For those, the prime will require NADCAP accreditation on whoever performs them, whether the stamping shop in-house or an outsourced sub-tier. AS9100 itself requires the shop to control its externally provided special processes, and the practical way to satisfy that is to use NADCAP-accredited providers. So when you source an AS9100 stamping supplier, map your part's full routing. If it is stamp-and-ship, AS9100 alone is sufficient. If it includes any chemical, thermal, or coating step, confirm the special-process chain is NADCAP-accredited end to end. On ManufacturingBase you can filter for shops holding both AS9100 and NADCAP, which is the cleanest path when your part needs in-house special processing under one roof.
AS9100 is a quality-system standard, not an airworthiness approval, and the two operate on different levels that both matter for flight hardware. AS9100 governs how the stamping supplier controls its processes, traceability, and configuration; airworthiness authority sits with the FAA (or EASA abroad) and with the design holder, the OEM or PMA holder who owns the type design or parts manufacturer approval. A stamped detail does not get individually FAA-approved at the press shop; instead it must conform to the approved drawing and be made under a quality system the prime accepts, which is where AS9100 and the AS9102 First Article come in. For parts produced under a PMA, the PMA holder's quality system and the FAA's production approval framework flow requirements down to the stamping supplier, and full material traceability plus configuration control become non-negotiable because they support the airworthiness paper trail. The practical takeaway: confirm AS9100 in OASIS for the supplier's quality system, and separately confirm with your design or PMA holder which drawing revision, conformity documentation, and source-inspection requirements apply to your specific part, because the airworthiness obligations come from the design holder and the regulator, not from the AS9100 certificate alone.
Last updated: July 2026
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