The Incident

At 08:30 a call came through requesting immediate AOG (Aircraft on Ground) support for a double wingtip strike at Dublin Airport. During towing, the left-hand wingtip of one aircraft was inadvertently pushed into the left-hand wingtip of another, leaving both unserviceable. A response team was rapidly assembled with a full damage assessment kit, and flights were booked from Heathrow to Dublin the same afternoon. Given the frequency of London–Dublin connections, the engineers were on site within ninety minutes of landing.

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Initial Assessment

The first inspections revealed that one aircraft had sustained heavier structural harm than the other. Aircraft One presented multiple issues:

• Damage to the wingtip leading edge panel, including grazing and denting outside allowable limits.
• A cracked navigation light lens, although the light itself remained functional.
• A forward wingtip fairing showing a through-crack in its composite structure.

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A tap test, which involves gently tapping composite materials to identify changes in sound that indicate internal separation or delamination, confirmed that damage extended beyond the visible crack. Composite materials can fail not only at the site of impact but also in surrounding areas due to hidden delamination. These findings mirrored patterns noted in other AOG scenarios, such as the windscreen heat failure, where damage extended beyond the immediately obvious components.

Aircraft Two had only one major finding: a less severe but still outside of structural limitations dent on its leading edge panel. Both cases required immediate reporting.

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Engineering Response

All discovered damage lay outside the limits set in the Structural Repair Manual (SRM), necessitating escalation to the aircraft manufacturer’s engineering department. A full damage map was prepared, with photographic and dimensional evidence.

The primary challenge was not only technical assessment but also the facilities available at Dublin. Replacement of composite panels requires drilled fittings, compressed air systems, and full hangar space. Such infrastructure, as highlighted in the hydraulic manifold leak case, is not always available at short-notice outstations.

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Manufacturer’s Engineering Order

By the following afternoon, the manufacturer issued a Report Engineering Order (REO). This one-off document authorised a single ferry flight under strict conditions. The order specified:

• Repeat inspections, including another tap test

• Application of approved speed tape to cover the cracks and dents

• A restriction permitting only one ferry flight to a maintenance base

Once taped and inspected, both aircraft were cleared to reposition. This reflects how carefully controlled temporary measures can permit limited operation, a theme also explored in AeroTechCareers’ article on how aircraft can fly even when broken.

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Repairs and Return to Service

Back in London, the required replacement panels and fairings had already been ordered. At the hangar, engineers had the necessary facilities to undrill and fit the composite panels properly. The final repairs included replacement of the forward fairing, leading edge panel, and navigation light lens. Aircraft Two required only a leading edge panel replacement. After panels replacement and testing of the nav light, both aircraft were returned to full service.

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Technical Reflection

This incident underscores three recurring lessons:

1. Composite structures demand caution. Visual cracks may be the tip of a larger delamination problem.

2. Location matters. Not all airports can support heavy structural repairs, highlighting the importance of ferry flight authorisations.

3. Coordination accelerates recovery. Timely communication between field teams and manufacturer engineers is essential to minimise downtime.

Events such as this also show the constant demand for skilled engineers and rapid-response teams. For those seeking opportunities in this field, our aviation job board features positions across maintenance, repair, and overhaul.

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