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## Major or Minor Repairs 

It is an age-old question among rigging technicians, one that is yet to receive a clear, understandable answer. The distinction between a major repair and a minor repair is clouded by regulations and guidance material as created and applied to the repair of aircraft. The FAA classifies repairs into two categories: major and minor. Following is the FAA’s definition of both: 

Major repair means a repair: 

1. That, if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or 

2. That is not done according to accepted practices or cannot be done by elementary operations. 

Minor repair means a repair other than a major repair. It is recognized and allowed by the FAA, that the weight and 

balance and powerplant reference as stated in paragraph (1) under major repair is not applied to parachute repairs, but all other standards are mandatory. 

So, the person performing the maintenance as applies to parachutes in the view of the FAA is the one who decides if the repair or alteration is major or minor, and that person could be a rigger, a repairman (who must be employed by a manufacturer), or a person under the direct supervision of an appropriately-rated and qualified rigger (person with appropriate facilities, machines, tools, and materials). 

The manufacturer can determine if a repair is major or minor and delegate authority to rated riggers or lofts in the field to perform repairs to their required standards and approved data. The FAA or their representative can also determine what category the task may be. Often, these authorizations considered by manufacturers are a one-time only allowance or limited to a specific certificated or an approved TSO piece or type of equipment. 

Now we know who is responsible to make the determination on whether a repair or alteration is major or minor, but how will they decide? 

For some time, the FAA has published in Advisory Circular (AC) 120-77, Maintenance and Alteration Data, a chart to assist the technician in determining what type of repair qualifies and in which category as it applies to aircraft repair. Shown in Figure 7-13  is an example repair decision chart that riggers can use (both senior and master) to determine the processes that need to be followed when excessive wear or damage is identified during the inspection process. 

It allows for consideration of repair for both TSO equipment and non TSO. It also brings into effect the need for verification of the possibility of existing Safety Bulletin’s (SBs) or Airworthiness Directives (ADs) that may apply to the items found to be damaged during the inspection process. 

## Contamination Conditions 

During the inspection process, in many cases the focus is to locate and identify material damage, tears, rips, broken stitches, pulled tread, and burns, which generally are very apparent should they exist. Damage can exist in forms that are less apparent to the material properties/assembly. Much less obvious, but just as important, is contamination. 

Contamination conditions can be critical to the repair process and have a direct effect as to the decision of the repair type (major/minor) status. Listed below are common types of contamination conditions, their visual verification properties, and the manufacturer recommended processes to 

