Aircraft Repairs

A319 - Dent + Crack on RH Wing Leading Edge Track 2  + Bent Rib 

Discoveries in the RH Wing Leading Edge Skin Track 2 necessitated attention (CRACK PLUS DENT). Initial deviation involved substituting ASNA0079-5* blind rivet with EN6114V3-7 fastener and NSA 5472-3K7 nut. Stock rib unavailability posed an additional challenge.

Engineering Solutions:

• Issued initial Repair Design Approval Sheet (RDAS) addressing reported deviations (TD/80482390/037/2018 Issue B).

• Reported effectiveness of sub-spar raceway bracket packer; awaiting separate manufacturing instructions for stringer sections.

• Requested repair instructions for manufacturing stringer sections (TD/80482390/142).

• Gave CAD design for rib manufacturing as a solution due to unavailability in stock.

• Manufactured rib using CNC in Ava MRO, installed as per Airbus (AIB) repair instructions.

• Approved the deviation using EN6114V3-7 fastener and NSA 5472-3K7 nut, pending RDAS under DOA approval.

• Quotations provided for services surpassing 50MH.

• Delivered updated RDAS (Ref: 80482390/003/2018 Issue: C).

• Active communication and coordination for reported occurrences; additional information sought for investigation.

Final Solution:

• Approved deviation for EN6114V3-7 fastener and NSA 5472-3K7 nut with captive washer instead of ASNA0079-5* blind rivet at one skin attachment location.

• Quotations issued for chargeable services.

• Continuous communication and coordination for resolution, with requests for additional information to conclude the investigation.

• RDAS under DOA approval for implementation on the aircraft.

A318 - Seven corroded areas on LH Wing Top Skin

This case presented a substantial challenge for Avianca's engineering team, centered on the critical repair of LH WING - TOP SKIN PANEL 1/2 - UPPER SURFACE - CORROSION. The structural integrity of the aircraft was compromised, necessitating immediate attention. Avianca faced the challenge of managing this intricate situation, ensuring the repair was executed with precision while adhering to stringent aviation standards and timelines.

Engineering Solution:

The engineering team, under the guidance of a seasoned Structures Repair Engineer, initiated a comprehensive RDAS analysis. The meticulous examination of the corrosion damage led to the implementation of temporary solutions to address the immediate threat. Phased interventions, including reworks on Panel 1, doubler on Panel 1, and reworks on Panel 2, were strategically devised. The engineering solution not only showcased technical prowess but also highlighted Avianca's commitment to safety standards, ensuring the aircraft's structural integrity was restored in compliance with aviation regulations.

Final Solution:

The collaborative efforts of Avianca's engineering team culminated in the delivery of meticulous RDAS documents, categorizing the repairs as MINOR Category B and A. Transparent communication on financial aspects, including chargeability and comprehensive quotations, demonstrated Avianca's commitment to integrity and client satisfaction. The successful closure of the dossier underscored Avianca's ability to manage complex engineering challenges efficiently. The airline's dedication to safety, precision, and seamless repair processes contributed to enhancing its reputation for excellence in aviation maintenance.

A321- Lightning strike (Burn Spot) on FR35.8 Edge –

STGR 1 /LH side (Lap Joint)

The challenge presented was a lightning strike causing damage to the center fuselage skin at the FR35.8 butt joint and STGR1LH of the aircraft. This damage needed to be addressed promptly to ensure the structural integrity and airworthiness of the aircraft. The complexity of the damage, particularly at a critical joint, posed a significant challenge to the engineering and maintenance team.

Engineering Solution

To tackle this challenge, the engineering team implemented a two-step approach. The initial temporary repair involved blending the damaged area to remove the harm, followed by a High-Frequency Eddy Current (HFEC) inspection per NTM 51-10-08, which reported nil findings. This temporary solution allowed the aircraft to operate for 200 flight cycles while preparations were made for a more comprehensive and permanent repair.

Final Solution

The final engineering solution, as per Technical Disposition, comprised a detailed trim-out of the damaged area and the installation of a doubler on FR35.8 at stringer 1 LH. The doubler, made of 2024 T3 aluminum with a thickness of 3.2mm, was secured using specific fasteners at existing and new positions. The material removal thickness (MRT) on the butt joint was meticulously controlled, measuring 4.09/4.22 mm for the required 4.5 mm nominal thickness. To ensure the airworthiness of the repair, additional inspections, including HFEC, dye penetrant (DV), and roto-probe, were conducted, all of which yielded no findings. The repair was conducted in compliance with FAR Part26 Subpart E, Part 21A.449, and Part 21A.443 regulations, with approval granted by Wenjih Hsu, a Designated Airworthiness Engineer.

This comprehensive engineering solution successfully restored the aircraft's structural integrity, meeting regulatory standards and ensuring its safe return to service.