APPROVED VERSUS ACCEPTABLE REPAIR DATA
By understanding the type of repair data needed for each classification of damage, operators can minimize delays and return airplanes to revenue service quickly. The FAA and EASA definitions of each classification of damage and authorized repair data type are summarized in figure 1, and further explained in subsequent sections of this article.
Boeing and the FAA expect appropriately approved airline, maintenance, and MRO personnel to assess whether a repair is major or minor, and to use an assessment process preapproved by their national aviation authority.
FAA VERSUS EASA OVERVIEW
Figure 1
Although the FAA and EASA have similar definitions for what constitutes major and minor repairs, the requirement for acceptable or approved data is quite different.
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MAJOR REPAIR | MINOR REPAIR | ||
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| FAA DEFINITION PART 1 |
Major repairs are those that if improperly done, might appreciably affect weight, balance, structural strength, performance, power-plant operation, flight characteristics, or other qualities affecting airworthiness or that; are not done according to accepted practices or elementary operations. | Minor repair is any repair, other than a major repair. | ||
| EASA DEFINITION PART 21 |
All other repairs that are not minor. (Ref. EASA GM 21A.91 and GM 21A.435[a]) |
A minor repair is one that has no appreciative effect on the mass, balance, structural strength, reliability, operational characteristics, noise, fuel venting, exhaust emissions, or other characteristics affecting the airworthiness of the airplane. | ||
| FAA REPAIR DATA |
Approved data from the FAA or FAA designee — designated engineering representative (DER) or authorized representative (AR) | Acceptable data from the operator or type certificate (TC)/supplemental type certificate (STC) holder | ||
| EASA REPAIR DATA |
Approved by EASA orEASA design organization approval (DOA) | Approved data by EASA or EASA DOA; or acceptable data from the TC/STC holder or third party* | ||
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