September-October 2022 - 16

COVER STORY
* Time and cost for repair or replacement of damaged equipment
or materials
* The cost of losing a valued customer due to poor performance
or late supply of services
* Poor or eroded morale among employees
* Possible penalties or other sanctions applied where the incident
is determined to be caused by a violation of regulations
* The cost of completing the paperwork generated by the
incident
Preventing Incidents
With almost all damage being the result of human error, the
first step to preventing ground damage from taking place is with
training and procedures.
Popovich said some of the best practices are:
* Ensuring proper clearance during taxi. Ramps can be congested,
and ground crews should try to move GSE or other
movable objects out of the way. This can be done using
Repairing the Damage
While seeing no ground damage is best, it can be hard
to avoid forever. When it does happen, repairs are in order.
To help get damaged aircraft airworthy again, Dan Lane of
Epps Aviation and Glen Hart of Dassault Falcon Jet answer
common questions about repairing damaged aircraft.
What does repairing a damaged aircraft usually entail?
The first step is to classify the damage as major or
minor, so for this question I will assume a major repair.
If repairable, then by what data? Major repair must
have approved data, so if there is a structural repair
manual (SRM) and the damage is within the limits of
the SRM and a corresponding procedure for repair is
listed, then the repair is done in accordance with the
SRM. If the SRM does not cover this type of damage,
the OEM will be asked to assess the damage and, in
most cases, will supply an engineering document.
If not, then the owner may seek an FAA Designated
Engineering Representative to provide approved data.
Most of the events can be addressed by replacing
components but others may require a temporary repair be
performed so the aircraft can be ferried to a service center
for the permanent repairs (skin, wing replacement, etc.).
Once the approved data is in hand, you then must have a
highly skilled sheet metal mechanic who knows structures.
How long does it take to make these repairs?
Anywhere from a few days to several months
depending upon the extent of the damage and how
hard the aircraft was impacted. Most of the time it will
take about one to two weeks for the average event.
How do composite materials impact accessing
damage and repairs? Do certain materials
require special tools or training to repair?
Most of the assessments require nondestructive
testing (NDT) and that requires special training and tools.
Most of the composite materials that are damaged are
typically replaced vs. being repaired. If the decision
is to repair, then the personnel involved in completing
the repair are required meet the composite training,
which is recurrent training every 24 months.
There are specific tools and materials required to
make composite repairs, but any large repair would
be sent out to a composite shop. If a composite is
repaired, it does take someone with special skills,
facilities and equipment to complete the task.
What's the cost associated with damage of this
kind for both the person/organization that causes
the damage and for repairing the aircraft?
In most general aviation aircraft (12,500 lbs. and under)
damage from GSE or hangar rash would most likely be less
than $5,000 unless the engine and prop are involved.
With large aircraft (12,500 lbs. and over), we find most
of the events are reported to insurance and are typically
expensive and can easily be in excess of $5,000. When
reported and covered by insurance, there is typically
just the deductible that comes out of pocket but there
could be other customer requests such as alternate
lift that can exponentially drive up the expense for
the event. One major factor is damage history to the
aircraft and the loss of value. This can be in the millions
of dollars in some cases, based on lower resale price.
parking markers, painted guidelines, wingtip clearance
indicators, etc.
While servicing aircraft, some procedures could include:
* Always consider the aircraft's Circle of Safety.
* Reduce speed.
* Be deliberate, intentional and slow.
* Stayed focused on the task, avoid distractions.
* Use a guide person when maneuvering close to aircraft.
* Position smaller GSE by hand, if needed.
* Eliminate the 3-point connection.
* Consider all factors.
Another best practice is to customize GSE components to eliminate
possible hazards. Purchase extended cables, hoses, couplings
etc. Use GSE with larger diameter tires for ease of maneuvering,
or use GSE that is designed to be moved by hand.
" My best advice is training, training, training, " Mann said. " The
procedures are pretty standard and in place, but it's really a matter
of continually reminding people of what the procedures are,
16 SEPTEMBER/OCTOBER 2022
AIRCRAFT MAINTENANCE TECHNOLOGY
September-October 2022

Table of Contents for the Digital Edition of September-October 2022
