Aircraft Repairs – Major and Minor

Repairs are categorised into minor and major based on their impact or potential impact on the aircraft.

The determination of this should be noted on any repair carried out and it is especially important for non-OEM repairs to check this.

EASA consider a Minor repair as one that has no appreciative effect on the following:

  • Structural strength
  • The mass or balance
  • Operational characteristics
  • Reliability
  • Environmental Characteristics (i.e.: Noise, Exhaust Emissions)
  • Operational Suitability
  • Any other direct effect on airworthiness of the aircraft.

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The Technical Log

The Technical Log is used for day-to-day operations and may be paper based as shown below or electronic on a tablet. Either is acceptable when performing a technical records review at the end of lease.

Technical Logs can be used to check non routine maintenance such as damage evaluations / repairs, modifications or any components replaced as a result of a defect. Note that any changes should also be reflected by the STATUS REPORT for the aircraft.

With a change of modification on the aircraft can come a change in maintenance requirements and so this is important to verify.

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Items to look into to verify aircraft modifications and capability

Mid-Lease Inspections to verify aircraft modifications and capability would often involve looking at the following items;
ACARS – Aircraft Communications Addressing and Reporting System – Confirm ACARS capability by reviewing FCOM (Flt Crew Ops Manual; if power is available, verify through MCDU (multifunction Control Display Unit) by checking for datalink printer; annotate the P/N into your checklist and report.

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Evaluating aircraft structural damage

Evaluating aircraft structural damage on a physical inspection against a damage map overview.

The location of the damage is the first item to check, this ensures you can pin point the damage and should the reflect accurate location on the aircraft – this should not be a vague zone (exterior fuselage skin between frames 14-15 and stringers L 12 – L 13 is not acceptable) and typical locations could detail Body Station / Frame / Stringer / Buttock Line etc.

The damage should be noted as a specific “type” and typical examples include “Dent”, “Scratch”, “Delamination”, “Gouge”, “Crack” or other such entry entries. This is an important part of the record, as the limits for damage and required actions can differ based on this assessment.

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Engine Exhaust Gas Temperature (EGT)

An introduction to Engine Exhaust Gas Temperature (EGT) and why issues with it are important in trend monitoring.

EGT is a measurement of temperature that is taken at the back of the engine. The location can differ for manufacturers where the EGT is measured, and each engine type will have its own limits and norms so an EGT range is specific to that engine type and not across the board.

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