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6.4.6  Approving the repair design
6.4.6.1  The CAA approval of the repair design should be documented such that a physical record can be retained by the aircraft Operator, as required by the maintenance recordkeeping requirement of Annex 6. A statement of “no technical objection” should be avoided, such an expression does not mean an approval, acceptance, or rejection. The CAA should consider documenting their clear approval through one of the following means:
a)  issuance of an approval letter signed by the CAA;
b)  issuance of an approval using a standard form established by the CAA;
c)  by signature or marking (stamp or seal) the repair approval document as submitted by the applicant; or
d)  in the case of recognizing foreign approvals, a statement of endorsement that such foreign approval is considered approved by the State of Registry.
6.4.6.2  The repair design should not be approved if there is a known or suspected design feature that could make the repaired product unsafe after installation. For example, the use of an inappropriate type of blind fasteners (multi-piece) to install a structural repair patch in an area subject to repeated vibration could eventually loosen the fasteners and weaken the repair. Applying this type of repair in the intake area of a turbine engine could result in loose or dislodged fasteners being ingested during engine operation.
6.4.6.3 The CAA should stipulate limitations, if any, associated with their approval of the repair design including, but not limited to, time limits (in the case of temporary repairs, or life-limited repairs), follow-up or repeat inspection requirement, installation considerations, specific applicability (or repeatability of application) to aeronautical product(s), permitted deviations or substitutions from the repair design. The stipulation should also identify approved changes or revisions to the approved airworthiness limitations contained in the Instructions for Continued Airworthiness for the affected product.
6.4.6.4  Repair designs provided by the original equipment manufacturer (OEM), which includes aircraft, engine and propeller manufacturers, should clearly indicate the approval status of their repairs. Where a CAA that has jurisdiction over the OEM approves a repair design, the State of Registry should give maximum credit and recognition to the approved repair. If clearly the OEM repair design has not been approved, the State of Registry should proceed with their own approval. Often, this type of repair is developed or provided in accordance with a specific request or need of an Operator because it is not available in the OEM-supplied repair manuals.
6.5 Post-approval activities
6.5.1 General
6.5.1.1  The activities following approval of a repair design involve; the actual accomplishment of the repair on the aeronautical product, documenting the repair accomplished, and the maintenance release of the affected aeronautical product as being airworthy.
6.5.1.2 Refer to Part IV, Chapter 3, Aeroplane Maintenance – Modifications and Repairs, of this manual for considerations involving repair installation and the responsibilities of the installer and aircraft operator.
6.5.2 Retention of repair design data
6.5.2.1  The requirement for an operator to retain repair data accomplished on their aircraft is stated under the maintenance record-keeping provision of Annex 6. If the holder of the repair design approval is different from the aircraft operator, the aircraft operator should be required to retain the repair data as a permanent record for the affected aircraft, engine, or propeller for as long as the affected product remains in service.
6.5.2.2  The CAA should keep a record of approvals granted for repair designs. The approval record need not necessarily include the substantiating documents normally retained by the aircraft operator or approval holder.
6.5.3 Responsibility of holder of repair design approval
　
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