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c)  the title, detailed description, and purpose of the repair design;
d)  the proposed airworthiness standards to which the proposed repair is designed and intended to show compliance with, including the identification of any impact on approved airworthiness limitations contained in the Instructions for Continued Airworthiness for the affected product;
e)  documentation and/or substantiating data of the repair design; and
f)  when required by a State of Registry for a foreign applicant, evidence of prior approval by the State that has jurisdiction over the individual or organization responsible for the repair design.
6.2.3.2  The administrative procedure or policy of a CAA for receiving a request for repair approvals should be flexible and supportive of the needs of aircraft operators. For example, the policy should be sensitive to approval turn-around times. The need for a repair design cannot always be predicted and largely a consequence of the aircraft’s operating situation. Therefore, a too strict procedure could impede aircraft operations.
6.2.3.3 When the repair design approval holder is, or will be a different person or organization than the aircraft operator, it may be necessary for the operator to obtain administrative or technical approval from the State of Registry to use or reference the repair design for their specific application. If the approval holder and aircraft operator are both under the jurisdiction of the same CAA, then no additional technical review is needed since the repair design would have already been approved. However, if the approval holder is under the jurisdiction of a foreign CAA, then the aircraft operator must obtain technical approval or acceptance of the repair design by the State of Registry. If commercial or proprietary considerations are involved between the approval holder and the aircraft operator, the CAA involvement is limited to ensuring that the repair design is approved and specifically applicable to the Operator’s aircraft.
6.2.3.4 An application is considered outstanding or open until an approval is finally issued. There is no validity period for an application within which the CAA must grant the approval. The operating schedule of the aircraft Operator normally indicates the time limitation by which an approval is needed, in order to release an aircraft back to service.
6.3 Repair categories
6.3.1 General
6.3.1.1  The maintenance provisions of Annex 6 and the continuing airworthiness requirements of Annex 8 specify that repairs, including the installation of a replacement part, must be in accordance with the airworthiness requirements of the State of Registry. This could be interpreted as requiring all repairs to be approved by the State of Registry. Depending on the civil aviation activity within a State, approving all repair designs could overwhelm a CAA and, require extensive technical resources to execute the approval process in a timely manner. For this reason, a majority of Contracting States have introduced a system for categorizing repairs as either a major repair or minor repair.
6.3.1.2 The general intent behind the categories is to optimize the CAA’s resources by identifying those repair designs that require their direct participation in the approval process. The repair categories also help an aircraft operator in deciding the kind of data needed to accomplish a repair. Some States may only participate in the approval of major repairs, while other States may require their involvement in the approval of both major and minor repairs. It is up to each State to establish their national policy on approval of repairs.
6.3.1.3 An applicant seeking foreign approval or recognition of their repair design should request their local CAA to consult foreign CAAs to clarify potential differences in the repair category, and consequently their approval requirements.
6.3.2 Major repair category
A major repair is usually considered a repair that might appreciably affect mass, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness. A repair in this category normally requires some form of engineering analysis or assessment. The CAA should evaluate the technical merit of a repair design proposal, and establish a clear understanding of the intended or consequential effect on the affected product. For example, it may not be appropriate to approve a repair that is purposely designed to be much stronger than the structure being repaired because the effect may be an undesirable change in the original structural load distribution. The threshold or level that distinguishes a major from a minor repair may vary from State to State. For the purpose of illustration, the following are examples that can be used to categorize a major repair: 
　
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