JAP 100A 01 Chap 9.12-UNCONTROLLED COPY WHEN PRINTED-Expedient Repair

There may be occasions when, due to a lack of either time or resources and the need to meet an overriding operational requirement, it is necessary to undertake repairs 4(which may include repairs to structural, mechanical, electrical, avionic and weapon systems)3to an aircraft that are outside the limits for normal peacetime operations detailed in the Aircraft Document Set (ADS). Such a repair, which generates 4a level of3 operational capability, potentially at the expense of a reduced level of airworthiness or longer-term aircraft 4structural and systems3 integrity, is termed an Expedient Repair (ER).

The purpose of this chapter is to state the policy on the application of ER.

1.2 Superseded instructions

This chapter supersedes the following instructions:

1 AP 100A-01 Leaflet 310 – Aircraft Battle Damage Repair.

2 AP 100J-01 Order 0302 – Aircraft Battlefield Maintenance.

3 AP 100N-01 Leaflet 205 – Aircraft Battle Damage Repair.

1.3 Applicability

This chapter is applicable to the Military Air Environment.

2 Policy on Expedient Repair (ER)

ER is only to be undertaken when authorized by FLCs and the authorization granted is to reflect the need to balance operational requirements against any potential reduction in airworthiness or longer-term aircraft integrity.

3 General principles of ER

ER is designed to restore operational capability by providing rapid repair solutions for military aircraft both in deployed and non-deployed environments. Depending on the operational imperative, local resources and aircraft suitability, ER can range from the application of Aircraft Battle Damage Repair (ABDR) techniques up toa fully restorative and permanent repair. However, formal recovery action is to be carried out for all ER in accordance with paragraph 8. The fundamental principle of ER is that the repair solution should always aim to achieve the greatest degree of restoration within the constraints of time and available resources.

The two common links for all ER are:

1 An ER involves the application of a repair solution that is neither taken (wholly) from the ADS nor from a previous, fully restorative and permanent, repair solution produced by the Designer or Forward Support (Air) (FS(Air)) and hence may have airworthiness considerations.

2 The repair process, from damage assessment through repair scheme development to implementation of repair, is achieved in the most expeditious manner that resources, local conditions and operational constraints allow.

It follows that the need to undertake ER will be minimized if the ADS contains all authorized repair schemes. Platform IPTs are therefore to ensure that their Topic 6 (Aircraft Repair Manual) or 4Structural Repair Manual (SRM)3 and Topic 6C (Aircraft ABDR Repair Manual) are regularly updated 4in accordance with Chapter 8.13.

4 Authorization of an ER regime

4.1 Airworthiness considerations

The platform IPT retains responsibility for design airworthiness and the ADS; moreover, the IPT will not amend the Platform Safety Case to reflect the application of any ER (see Chapter 1.1 for more information).

The FLC is responsible for operating its aircraft fleet within the Release to Service documentation/criteria and for maintaining its aircraft fleet in accordance with the ADS authorized by the IPTL. However, during operations, resources and lines of communication may become degraded, so generating a need to increase local responsibility for engineering decisions. FLCs are to assess operational situations and decide whether local engineering commanders are likely to need to undertake ER to support the operational commander’s requirements.

Local engineering commanders are responsible for the ER decisions that they make. These decisions are to be commensurate with the authority granted them by the FLC and are to reflect both the operational situation and their ER assessments. In addition, the local engineering commander is to ensure that the local operational commander is fully aware of any potential reduction in airworthiness, and the associated risk, that an individual ER imposes on an aircraft.

4.2 Criteria for an FLC to authorize an ER regime

The criteria that an FLC should consider before authorizing ER will depend on the operational circumstances and the level of support available. It follows that any decision to invoke ER must balance the airworthiness risk against the operational necessity. Consultation between the FLC and the appropriate IPTs, and other organizations such as FS(Air) and 4Business Units within Defence Equipment & Support (DE&S)3, is necessary to maintain continuity and relevance. Factors affecting a decision on how and when to invoke ER include:

1 The alternative operational solutions that are available and consistent with the operational imperative.

2 The level of ER decision-making authority granted to the local engineering commander.

3 The lines of communication and levels of equipment support available, ie is there an accessible Main Operating Base or Logistic Support Site, or is the Sqn/Unit operating in isolation?

4 The availability and deployability of the following resources:

4.1 Technical information support (eg technical authority/design support).

4.2 Logistics support (eg spares, manufacturing or cannibalization options).

4.3 Ground support equipment (including tools and test equipment).

4.4 Personnel of the appropriate competence (including ER assessors, technicians and AD FS(Air) deployable repair teams).

4.5 Aircraft recovery assets (including FS(Air) deployable aircraft recovery teams).

4Note:

The FLC is to monitor the operational situation to ensure that the criteria for invoking an ER regime remain valid.3

4.3 FLC authorization to invoke an ER regime

Under normal circumstances repairs are to be carried out in accordance with:

1 The ADS.

2 Specific repair schemes prepared by the platform Designer or FS(Air).

Note:

4The techniques contained in AP 101A-1500-0 and the Aircraft Topic 6C are not to be used unless specifically authorized by the IPT or ER has been authorized by the FLC.3

To move to an ER regime, the appropriate FLC must accept the increased airworthiness risk. During the transition to a period of increased operational activity, an FLC, unless it has already established its ER regime via a standing instruction, is to state clearly the authority granted to local engineering commanders to invoke ER and defineany associated restrictions via an engineering operation order or equivalent.

Where 4ER Assessors (ERAs) and ER Operators (EROs)3 are available to the local engineering commander, they are to be authorized in accordance with FLC instructions.

5 4Implementation of ER3

5.1 4Local Engineering Commander (LEC)3

4There will be circumstances where an aircraft returns from a sortie in which it has suffered damage not normally encountered or expected, which has degraded its operational effectiveness. As a consequence, if an ER regime has been authorized by the FLC, the relevant LEC may decide that the damaged aircraft could be returned to flight by means of an ER. Therefore, the LEC is to:

1 Confirm that an FLC-authorized ER regime is in place.

2 Task his ERA to assess the damage and formulate an ER in accordance with paragraph 5.2.

3 Balance the airworthiness/safety risk of implementing an ER with the competing operational necessity.

4 Carry out a risk analysis of the ramifications of implementing the proposed ER.

5 Consult the:

5.1 Local operational commander, where practicable, and confirm that the operational imperative justifies any potential reduction in airworthiness and the longer-term effect to structural and system integrity.

5.2 IPT where practicable.

5.3 Consult with/request assistance from any local RSU teams from FS(Air) that may be deployed specifically for assistance in the ER role.

6 Authorize the ER.

7 Report full details of the ER to the FLC and IPT when implemented, as ER schemes require approval/recovery by the relevant authority at the earliest opportunity; see paragraph 8.3

5.2 4ER Assessor (ERA) requirements3

4The ERA is required to:

1 Assess damage to an aircraft’s structure and systems to determine the degree of degradation on airworthiness, safety, system functionality and operational capability.

2 Determine the aircraft repairability, based on an assessment of the impact to structural or systems integrity and/or safety-related functions of aircraft systems and immediate operational and resource constraints.

3 Independently scheme a structural or system repair using information, principles and techniques contained within the ADS, ABDR publications and generic repair manual and be able to communicate the repair scheme to the ERO, understanding their competence and resource limitations.

4 Produce an effective repair scheme and supervise its implementation to return the aircraft to an operationally capable state, potentially with a reduced level of airworthiness or long-term structural integrity.

5 Judge the balance of airworthiness risk against the operational necessity in determining an ER proposal and advise the LEC of the effect of the ER proposal on long-term structural or systems integrity and any limitations to operational capability post repair.

6 Determine when the repair of damage to structure and aircraft systems is outside the capabilities of the unit and implement the process of requesting assistance from external agencies such as FS(Air), the platform IPT or the Designer.

7 Understand ER policy as detailed in JAP 100A-01, Chap 9.12, in particular the risk assessment/management aspects and the process for authorizing and reporting an ER.

8 Have a thorough working knowledge of the appropriate FLC ER instructions.

9 Supervise the ERO who is implementing the ER.

Note:

The subsequent repair should be commensurate with the time and resources available for its application.3

5.3 4ER Operator (ERO) requirements3

4The ERO is required to:

1 Carry out repairs to aircraft structure and systems in accordance with the ADS.

2 Carry out ER to structure and/or systems as directed and supervised by the ERA, utilizing specialist ABDR/ER tools and techniques where necessary.

3 Have either documented training or experience in the use of aircraft fasteners, fabrication and repair of structural components, and repair and replacement of system components.3

6 4Training and authorizations3

6.1 4ERA3

4Personnel required to be ERAs are to have completed the relevant ERA training course (TBD) and are to be granted authority level E by an authority level J in accordance with Chapter 4.3.3

6.2 4ERO3

4Personnel required to be EROs are to have completed the relevant ERO training course (TBD) (or trade training course which meets the requirements of the ERO as detailed in paragraph 5.3) and are to be granted authority level C by an authority level J in accordance with Chapter 4.3.3

7 Documenting ER decisions

To maintain the airworthiness audit trail and to assist in formulating recovery plans, all ER measures are to be documented. When the ER involves the recovery of structural integrity, including permanent repairs, this is to be recorded in a database in accordance with Chapter 11.1.2. Repairs that are fully restorative and permanent are to be documented in accordance with Chapter 7.2. All other repairs that either fall short of this standard and require subsequent recovery, or impose limitations in terms of life and/or capability, are to be recorded on MOD F703 or MOD F704 as appropriate in accordance with Chapter 5.4.2.

Note:

The policy for recording maintenance activities is detailed primarily in Chapter 7.2 and supplemented in the relevant JAP 100A-01 chapter for specific maintenance activities.

8 Recovery

The use of ER will require the IPT to determine any actions required to recover in full the structural integrity (in accordance with Chapter 11.1.4) and system capability of the aircraft.

The level of recovery required will depend on the impact of the ER. As soon as it is practicable, an operational Sqn/Unit is to forward to the IPT, via its FLC, details of any ER measures taken on its aircraft. The IPTis then to dictate, at the earliest opportunity and in accordance with Chapter 5.4.2, any necessary recovery action. In determining this action, advice may be sought from a Subject Matter Expert (SME) 4within the DE&S Air Systems (DE&S AS) organization3 and FS(Air).

9 Responsibilities

9.1 Stns/Ships/Units

1 Stns/Ships/Units are responsible for ensuring 4that their FLC is informed of3of all ERs that have been undertaken.

2 4Ensuring that they have sufficient personnel trained and authorized to undertake ER assessment in accordance with FLC instructions3.

9.2 Front Line Command (FLC) responsibilities

FLCs are responsible for:

1 Authorizing local engineering commanders to undertake ER as necessary.

2 Taking measures to provide for their anticipated ER requirement, including:

2.1 Ensuring that their Stns/Ships/Units have sufficient personnel trained and authorized to undertake ER assessment.

2.2 Ensuring that their Stns/Ships/Units carry out ER training (where applicable).

2.3 Ensuring that external agencies such as 43other FLCs are made aware of any resources that the FLC expects the agency to provide to generate its ER capability, including personnel (eg from FS(Air)), spares, tools and repair materials.

3 Informing IPTs of those ERs undertaken on their platforms.

4 4Terminating a previously authorized ER regime when circumstances permit.3

9.3 Aircraft IPT responsibilities

The aircraft IPT is responsible for ensuring that:

1 The Topic 6 4or SRM3 and Topic 6C are regularly updated. In particular:

1.1 ERs are reviewed and, if considered appropriate, published in the ADS as approved repairs in the Topic 6 so that they can be used in the future as normal repairs.

1.2 ERs developed from generic principles are considered for inclusion in the Topic 6C.

2 FLCs are advised at the earliest opportunity of any post-ER recovery actions.

9.4 4Defence Equipment & Support, Air Systems (DE&S AS) responsibilities3

4The Aircraft Structural Integrity branch within DE&S AS’s Continuing Airworthiness Support Division (DE&S AS CASD ASI)3 is responsible for:

1 Acting as SME for AP 101A-1500-0.

2 Sponsoring ER training courses.

3 Acting as SME to DCAE and FLCs on all ER matters, including the requirement to include ER awareness training in initial trade training.

4 Providing SME advice to the appropriate Equipment Capability Customer on the development of generic ER techniques for publication in AP 101A-1500-0 or platform Topic 6C 4or SRM3.

5 Providing IPTs with specialist technical assistance in formulating recovery plans.

10 References

This chapter makes reference to the following publications:

1 AP 101A-1500-0 – Joint Service Aircraft Battle Damage Repair Manual.

2 4SRM – Aircraft type-specific Structural Repair Manual.3

3 Topic 6 – Aircraft type-specific Repair Manual.

4 Topic 6C – Aircraft type-specific ABDR Repair Manual.