Originally Posted by
vikingivesterled
Might just be a system figure of speech. Sample:
A rotable is removed from an aircraft by a mechanic/engineer and is placed on the Unserviceable shelf.
An actual engineer from lets says tech services inspects the part and have 2 options:
Relase it back to service or send it for repair. If he is not absolutely certain of its status he/she selects to send it for repair.
When it comes back from repair, and it migh just have been tested/inspected to tolerances by a certified company, it is taken into stock with a tag as repaired.
In this sample it just means it went via the authorized repairer (this could be the manufacturer) instead of having been directly released back into stock by the tech services engineer.
Wonder if the sensor PN for the Max is the same as for the NG (Bjorn Fehrm's write up would seem to suggest that)? Problem seemed to be compounded after the sensor change. Two prior segments - unreliable airspeed. Segment after change, unreliable airspeed and nose down. Last segment....
If SW changed a couple attempting to solve an autothrust fault wonder what the maintenance manuals say about AoA sensor false readings?