The requirements must be accepted worldwide by companies and certified by airworthiness authorities, which include the US Federal Aviation Administration (FAA) as well as the European Aviation Safety Agency (EASA).
An order of magnitude of cost to airlines of an unscheduled aircraft on the ground is, on average, $100,000 per day ( Source: Boeing, ).Įverything needs to be controlled and approved by certification authorities. These two costs do not include grounding costs, which are really huge. The RTF was Jafter a stop of 160 days for a repair cost of about 5 million USD, which is a few percent compared to the A/C cost.
Even if a structural repair had been defined and validated by Airbus experts, Emirate Company decided to replace all damaged parts.Ī view of B787-8 after a fire under the crown in front of the vertical tail fin of an Ethiopian Airlines aircraft in Heathrow Airport (UK) is shown in Figure 10.1 (right) with no injuries and no fatalities.
The return to flight (RTF) was on December 22, 2009, after a stop of 277 days for a repair cost of about 80 million USD, which is an amount higher than 33% of the aircraft cost (A/C cost). Views of large repairs with (left) A340-541 after a tail strike ( ) and (right) B787-8 after a fire under the crown in front of the vertical tail fin ( ).Ī view of A340-541 after a tail strike (MSN 608) of Emirate Company for Flight EK-407 is shown in Figure 10.1 (left) with no injuries and no fatalities. They will describe the infrastructure and personnel capabilities/training that must be present at an aircraft maintenance depot in order to safely utilise the technology.įigure 10.1. The classes will cover all aspects of design, analysis, installation, quality control and in-service inspection. Finally, a set of training classes are being developed to safely integrate composite doubler technology into the commercial maintenance depots. The NDT procedure for bonded composite doublers (ultrasonic resonance technique) was also included in the Boeing NDT Standard Practices Manual. The engineering drawing for the composite repairs was integrated into the SRM. Using these look-up tables, maintenance facilities can have the option of choosing the traditional metallic repair or the ‘equivalent’ composite doubler repair.
The SRM revisions-incorporating DC-10, MD-11, MD-80, MD-90 and 717 aircraft-take the form of a look-up table that allows users to match flaw type/size with either a metallic repair or the equivalent composite doubler repair. This allows for more routine use of composite doubler repairs within the allowable application regime specified in the manuals. Dennis Roach, Kirk Rackow, in Aircraft Sustainment and Repair, 2018 8.3 Revision of Structural Repair ManualĪfter successful completion of the Pilot Program, the Structural Repair Manuals were modified to include this set of three composite doubler designs.
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