Because we don't own our aircraft we lease them. If you've ever done a lease hand back you'll know what an absolute nightmare it is.
The leasing surveyor will go over every repair (structural or electrical) and may insist on "as new condition" What may be considered as a permanent repair for an airworthy issue may not necessarily satisfy the owners. That's why tech services and quality get involved. Sometimes it's cost effective to try and do an "as new" repair over an acceptable one.
From then on it gets political and way over my pay grade. I just do as I'm told!
Also with this EGT issue we had a conflict of manuals as stated before. My inclination would be to go with the engine SWPM over the A/C one on this issue. After all, Rolls Royce made the engine, not Airbus. Rolls obviously have a reason why they prohibit ILS on an EGT harness. I don't know why, maybe it's because of what Vortechs Jenerator said!
My guess is that it upsets the Wheatstone bridge and that you shouldn't be adjusting the bobbin resistors to trim the ballast. (Used to do that on VC10 Conways) When you change the entire harness, you get the ballast resistor value needed with it.
I'm now going to get controversial and state another reason why electrical repair schemes may need prior approval and that's because these repairs are now supposed to be done by an A&C engineer!
I started life as an aircraft electrician but carried on along the B2 route. When I converted my licence to EASA B2, they also gave me a restricted B1 to allow me to carry on being an electrician! Learning about the minefield that is cables and connectors and picking up the required skill to use precision termination tooling (PTT) is not something you can do by subscribing to club66dotcom and sitting a multi-choice exam!
That's how I got the rest of my B1 modules. I am now qualified to do a structural repair. But would I do one? No chance, I would leave that to a proper tin basher.
Last edited by winglit; 26th June 2008 at 04:57.