Six Tips When Repairing Business Aircraft Damage

While a previously damaged aircraft can have a stigma attached when it’s time to resell your jet, aircraft owners who handle the repair process well can minimize the impact. Chris Kjelgaard shares six top tips from a selection of industry experts.

The cost of repairing damage to an aircraft can vary substantially depending on what the damage is and where on or in the aircraft it has occurred.

“At the lower end of the cost spectrum, you’ll find cosmetic work—light corrosion removal, erosion on composite surfaces, that kind of thing,” says Clément Sadokh, a Technical Specialist with aviation consultancy AviaPro. “These repairs are inexpensive and typically don't impact aircraft availability.”

However, surprisingly there are some repairs that – while quick to perform – can be quite expensive. “Replacing avionics or certain sensors, for instance, might be a straightforward job, but the components themselves are costly. So, you get a high material cost with minimal labor,” Sadokh shares.

At the upper end of the repair-cost spectrum, “you’ve got major structural repairs - full skin replacements, engine top-case work, or resolving large-scale corrosion. These are both time-consuming and expensive, with substantial downtime and resource needs.”

Indeed, repairing anything except cosmetic damage to an aircraft usually requires a substantial outlay, Tom Mitchell, Executive Vice President of Essex Aviation Group highlights, and due to the sophistication and design of aircraft, requirements for making proper repairs are rarely inexpensive.

“Repairs, especially to turbine-class aircraft, often involve referring to instructions found in the manufacturer’s Structural Repair Manual and in many cases involve the adding of engineering instructions to satisfy a proper return to service.”

“Exceptions to this rule might be when an entire component is replaced, he adds, “for example, a flap may be entirely replaced during an event when a tire fragment impacts it.”

“Costs involved with repairs due to damage truly run the gamut and are often influenced by the insurance underwriter’s involvement – and of course the type and model of the aircraft.”

The Effects of Damage on Business Aircraft Value

Regardless of the nature of the damage and the cost of repair, though, there are good reasons to ensure this is not an area you take half measures with. For example, you’ll need to ensure the quality of the repair has as little impact on the resale value of the aircraft as possible.

One factor to consider is the quality of any replacement parts needed when repairing the damage. “If you are replacing damaged parts with new ones, it really mitigates the [sale] cost loss,” says Eric Meitner, President of MRO consultancy Meitner and Associates.

Second, the certification and reputation of the MRO shop where the damage is repaired is likely to influence the aircraft’s subsequent resale value, he says. Having the damage repaired by the OEM, or by one of its third-party licensed repair facilities, or another DER-approved shop, is likely to mitigate – at least in part – any resale value loss.

Third, the aircraft’s resale value following damage and repair will depend partially on how well the repair process has been documented, according to Sadokh. For major repairs, “If these aren’t repaired strictly to OEM standards, or if the documentation is incomplete, that can raise red flags for buyers and potentially reduce resale value.”

Fourth, after the repair has been performed, the aircraft’s subsequent operational history is an important factor in mitigating any reduction in its resale value. Simply put, says Meitner, after the repair has been made, the longer the aircraft operates without any subsequent issue arising because of the original damage, the less it will matter to a subsequent buyer.

A buyer may want to substantially reduce the asking price of an aircraft repaired six months previously, particularly if the repair was not performed at a top-quality MRO shop, he says. But if the aircraft has operated for ten years without any subsequent issue arising because of the original damage and its repair, then “It’s not going to be such a potential big issue.”

Sadokh summarizes the issue of aircraft damage history and resale value. “Minor cosmetic repairs, when done properly and logged accordingly, tend to have little to no effect on resale value. Buyers understand that wear and tear happens.

“But when you get into moderate or major repairs – especially anything involving the structure, engines, or flight control systems – it becomes a different story,” he adds.

“If these aren’t repaired strictly to OEM standards, or if documentation is incomplete, that can raise red flags for buyers and potentially reduce resale value... Ultimately, it’s not just about what happened, but how it was handled.”

So, on that matter, following are a list of six top tips for handling aircraft repair work to provide assurance the standard of work will be high and will have a minimal impact on the value of your aircraft at the time of resale...

1. Choose the Right MRO Facility for the Aircraft Repair

The single-most important factor in ensuring that a repair to your aircraft is performed properly, using the right tools and parts, and that the repair detracts as little as possible from the aircraft’s resale value is to make sure the MRO facility performing the repair is right for the job.

All of the experts interviewed for this article agree on this point. “If the repair is minor, pretty much any shop or A&P mechanic can handle it,” Meitner says. “But for repairs which need engineering assistance, make sure the shop has the experience. Make sure the shop has the equipment and the tools.”

“You need somebody that has got experience with that kind of work and ... platform, has a rapport with the manufacturer for outsourcing of engineering, and has a good reputation – one that will work with you and that has trained technicians who can do the work,” Buck Curry of aviation maintenance consultancy BC Aviation Maintenance and Consulting elaborates.

“Green flags include strong relationships with OEMs, a clear and detailed quoting process, and consistent, open communication throughout the repair,” adds Sadokh. “A clean, well-equipped facility is also a good indicator of professionalism.

“Most importantly, thorough documentation practices and a proven track record of regulatory compliance tell you that the shop takes its responsibilities seriously. In aviation, trust is earned, and a good MRO partner will demonstrate that in every step of the process,” he highlights.

“Depending on the requirements of the repair and sophistication of the aircraft, it is often wise to either use an OEM or an approved OEM service center for the model of aircraft,” Mitchell explains. “Especially, if the repair involves engineering, there will be a perceived level of confidence that will be referred to thereafter, if the engineering is performed and recorded by OEM engineers.

“In the case of a light aircraft, most FAR Part 145 repair stations can be evaluated and likely considered as reasonable options.”

2. How to Find the Right MRO Facility to Repair Your Jet

The best way for aircraft owners to find an MRO facility which can handle the specific damage repair needed is to ask questions of other owners, pilots, maintenance directors, FBOs and MRO facilities themselves, and to listen especially carefully to how MROs respond, Meitner suggests.

“Ask critical questions [regarding the repair],” he says. “And listen to the words” MRO facilities use in response to those questions. If they say, “We ‘hope’ to do this and that – well, ‘hope’ is not a plan.”

A woolly response to an owner’s specific questions means the MRO facility in question may not have the facilities, tools, experience, or know-how to perform the repair properly, Meitner says.

Owners should also make an in-person visit to any MRO facilities they’re thinking of using for aircraft damage repairs, Curry says. “Go and look at the facility – make sure they have the equipment [such as sheet-metal handling and cutting equipment] that they need, and look at their training records.

“What is the parts availability” at each MRO facility? “If parts are not available, can finding the parts be outsourced, and if not can they salvage and certify the parts?”

3. How to Avoid the Wrong MRO Facilities to Repair Your Jet

Any MRO facility which gives an aircraft owner the runaround when they call to ask questions about a repair is one to avoid choosing when contracting the repair work, according to Curry.

“If you get transferred 22 times [in a call to a facility], are you able to get hold of the same person again [the next time you call]? If you don’t get calls back, it means they haven’t checked into something,” he elaborates. “If you can’t talk to the same person [each time you call], how are they going to be able to handle your aircraft and your needs?”

Moreover, when owners look into a given MRO facility’s reputation for repair quality, on-time performance and providing full and accurate repair documentation, one clear telltale sign should serve as a warning to avoid, according to Curry. “If there’s a revolving door [of employees], something’s going on.

“If they’ve had four directors of maintenance or chief inspectors in four years, then something’s wrong.”

“There are a few red flags to be aware of,” Sadokh adds. “One is limited experience with your specific aircraft type. Every aircraft has its quirks, and you want a team that knows the ins and outs of your platform. Another warning sign is a lack of direct OEM support or engineering resources. Without that backing, there’s a higher risk of non- compliant repairs.

“Also, be wary of shops with vague pricing models, histories of project delays, or inconsistent communication,” he says. “Transparency and accountability should be non-negotiable in this industry.”

Mitchell advises aircraft owners take a broader view in this regard. “...Think how [you] would view [yourself] as a buyer, and if the necessary damage repair was performed at a facility that makes [you] comfortable or concerned,” he highlights.

“It is wise to recognize that the records surrounding the repair are permanent – and therefore by what MRO or by whom the repair was accomplished is important.”

4. Act Quickly to Begin the Aircraft Repair

Any owner whose aircraft suffers damage and needs repair should take action immediately to assess the damage fully and determine the extent of the repair required, Sadokh highlights.

“The first step is always a rapid, yet thorough damage assessment, meaning detailed inspections using the Aircraft Maintenance Manual (AMM) or Structural Repair Manual (SRM) to determine if the damage falls within allowable limits or requires corrective action,” he adds.

“Next, early engagement with OEMs or Designated Engineering Representatives (DERs) is crucial,” Sadokh continues. “The sooner you have an approved repair disposition, the faster you can get started. For more serious repairs, deploying mobile repair teams is a great way to minimize aircraft-on- ground time and reduce logistics costs.”

When corrosion damage is found, particular focus and care is required to make sure it is performed properly, he advises. “When dealing with corrosion, the key is not just removal but complete treatment – including the use of corrosion-inhibiting compounds to prevent recurrence.

“And wherever possible, aligning repairs with scheduled maintenance helps streamline labor and avoid redundant downtime.”

5. Use Independent Expert Oversight of the Aircraft Repair Project

Most owners searching for the right MRO facility to repair damage their aircraft has incurred may find the process daunting – and could possibly find it difficult even to know how to begin the search.

Therefore, any owner who is not highly experienced in dealing with MRO shops or lacks a long involvement within the aviation community should arm themselves with expert help in selecting the MRO facility, Meitner suggests.

Owners can find such expertise from maintenance consulting firms, or from a former Director of Maintenance from the industry who is now offering independent consultancy services. (These can often be found by asking around at your local Business Aviation airports.)

Such experts will advise as to which shop(s) would be well qualified to handle the particular repair to the aircraft in question. They will assess each shop’s tooling, mechanic training quality and skillsets, inventory of and access to replacement parts, relationships with OEMs, and other facilities for any outsourcing of engineering work that might be required.

They will also evaluate the work scope, aircraft downtime and cost the shop's quote for the repair.

Once a shop has been contracted for the repair work, the aircraft owner is advised to retain the expert’s assistance to closely monitor the MRO facility’s progress in performing the work, including if the shop requests any decisions from the owner regarding parts selection or procurement being able to make those decisions on the owner’s behalf.

“It’s not unknown for an aircraft to sit a bit to wait for parts and engineering,” Meitner highlights. “Where possible the job of the owner’s representative is to try to prevent that from happening by making quick decisions on parts purchases and engineering outsourcing for the owner if the MRO facility asks [for authorization of] any extra costs involved.”

As the owner’s representative, the expert will also monitor the labor and engineering resources the shop devotes to the work to ensure they’re adequate and strive to make the facility stick to its original estimate of the aircraft downtime required.

The expert will particularly watch to see if the MRO diverts labor resources to other jobs when those resources are supposed to be devoted to your plane.

Any attempted diversion of labor resources will be immediately discussed on the owner’s behalf. On behalf of the owner the independent MRO expert will probably have one further, highly important role to play in ensuring a needed repair is begun quickly, that it is performed in the best way possible and also that it is documented properly, according to Mitchell:

“The course of action following a damage event is largely dictated by the aircraft owner’s insurance underwriter,” he notes. “That said, an owner or their representative should be prepared to negotiate for the most preferred repair scheme.”

That negotiation, which the owner will most likely want the independent MRO expert to advise upon if not handle directly, “may have influence as to what repair facility should do the work, the type of repair options, and the intended language to be used as in record entries,” says Mitchell. “Records should satisfy FAA regulations, but don’t expand into unnecessary verbiage.”

6. Used Parts and PMA Parts are OK to Use for Aircraft Repairs

Just about everyone in the Business Aviation industry testifies that in today’s MRO market parts availability remains problematic – and especially engine parts.

In an MRO market which remains very tight for the availability of new parts, making use of used parts – which the industry calls “used serviceable material (USM) – or new parts not manufactured by the original OEM but by other companies (known as Parts Manufacturing Authority (PMA) parts) to perform a repair is perfectly acceptable,” says Curry. If a decision is required to use such parts to perform a repair, then everything hinges on the airworthiness certification of the part(s) in question.

In the US, the certification of any USM or PMA part as acceptable for a given use in a given aircraft type is covered by FAA Form 8130-3, the ‘Authorized Release Certificate – Airworthiness Approval Tag’.

When completed by the relevant user/installer, the Form 8130-3 accompanying a USM or PMA part will, when accompanied in the aircraft’s maintenance records by a specific installation certification issued by the user/installer in accordance with the airworthiness regulatory jurisdiction’s national regulations, permit the USM or PMA part to be fitted.

“There’s a lot of USM available and PMA parts are widely used and accepted,” says Curry. Making use of such parts is allowable if their accompanying certification is valid, he adds. USM part certifications usually don’t present a problem, “especially if the part has come from a Part 135 aircraft.”

The key piece of part information that MRO shops performing repairs – and the mechanics actually performing the work – must note is whether or not a used replacement part has exceeded being in place in the total number of aircraft overhauls allowable in its life, Curry highlights.

If it has not, then continued use of the part – accompanied by its certification in the aircraft’s maintenance records – won’t present any problem. “The Form 8130 is your verification,” he says. “Most MROs and technicians know what to look for in an 8130” to decide whether a given USM or PMA part can be used to perform an aircraft damage repair.

In Summary...

Sadokh offers a final thought on the subject of repairing aircraft damage. “Aircraft damage is inevitable over time – it’s how you respond that makes the difference,” he says.

“With the right repair strategy, a proactive approach to maintenance, and a dependable MRO partner, you can minimize disruption, protect your investment, and keep your aircraft flying safely for years to come.”

 

Authors

Chris Kjelgaard has been an aviation journalist for more than 40 years and has written on multiple topics relating to the industry during that time. From the balancing of engine rotor stages, space-based ADS-B, double-dip tax-based leveraged lease financing transactions, or any number of topics in between, Chris has written on it over the years.

Clément Sadokh is a Technical Specialist supporting Inspections and Technical Services at AviaPro. With a background in aviation maintenance and project management, Clément previously served at HOP!, the regional subsidiary of Air France, where he led the successful phase-out of the Embraer ERJ 145 fleet. A graduate of ELISA Aerospace, he brings strong expertise in fleet transitions, aircraft inspections, and operational coordination. At AviaPro, Clément works to deliver high-quality technical services including MRO oversight and ferry flight planning within our inspections and technical services department.

 

Sources

BC Aviation Maintenance and Consulting: www.bcaviationmaintenance.com
Essex Aviation: www.essexaviation.com
Meitner and Associates: www.mainc.aero 

This article is also featured in AvBuyer.