Narrative:

A company owned sikorsky S76B helicopter was brought into the maintenance hangar on to begin a 100 hr / calendar inspection. The aircraft was opened and the inspection was started. Later that day; management informed the director of maintenance (dom) the aircraft was needed for a charter the next morning. The inspection was stopped and the aircraft was placed back in service. It was used on the flightline [after inspection]. It was returned to the hangar to continue the inspection. [After]; it was found that some areas of skin joints had 'bondo' applied to provide a smooth surface for the previous paint application. As the 'bondo' was removed; there was evidence of severe skin corrosion to the point where a lap joint had separated and rivets had popped. Again management informed the dom that the aircraft was needed for a charter over the weekend. The dom directed a non-licensed technician to repaint the corroded areas with 'rustoleum' spray paint to cover the damage. The aircraft was returned to service without a complete inspection performed and with out of limit skin damage. The return to service of an aircraft with obvious skin damage does not follow the repair station procedures as outlined in the quality control manual. It also was not in accordance with the S76 series sikorsky structural repair manual limits and repair procedures. There was no repair attempted and no reference to AC43.13-1B ch 4 and 6 inspection and repair guidelines was entered into the aircraft records. The flight crews continue to fly the aircraft with the visibly obvious skin lap joint damaged.

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Original NASA ASRS Text

Title: It was reported that a Sikorsky S76B Helicopter had evidence of severe skin corrosion where a lap joint had separated and rivets popped. This area was covered with 'Bondo'; painted and the aircraft was put back into service.

Narrative: A company owned Sikorsky S76B helicopter was brought into the maintenance hangar on to begin a 100 hr / calendar inspection. The aircraft was opened and the inspection was started. Later that day; management informed the Director of Maintenance (DOM) the aircraft was needed for a charter the next morning. The inspection was stopped and the aircraft was placed back in service. It was used on the flightline [after inspection]. It was returned to the hangar to continue the inspection. [After]; it was found that some areas of skin joints had 'BONDO' applied to provide a smooth surface for the previous paint application. As the 'BONDO' was removed; there was evidence of severe skin corrosion to the point where a lap joint had separated and rivets had popped. Again management informed the DOM that the aircraft was needed for a charter over the weekend. The DOM directed a non-licensed technician to repaint the corroded areas with 'RUSTOLEUM' spray paint to cover the damage. The aircraft was returned to service without a complete inspection performed and with out of limit skin damage. The return to service of an aircraft with obvious skin damage does not follow the repair station procedures as outlined in the quality control manual. It also was not in accordance with the S76 series Sikorsky structural repair manual limits and repair procedures. There was no repair attempted and no reference to AC43.13-1B CH 4 and 6 inspection and repair guidelines was entered into the aircraft records. The flight crews continue to fly the aircraft with the visibly obvious skin lap joint damaged.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.