Maintenance Powerplant; Maintenance Airframe
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Procedure; Aircraft; Logbook Entry; Manuals
Refer to report previously filed for Aircraft X Number 1 slat damage at out station ZZZ. Damage was out of limits once aircraft arrived and reevaluated in ZZZ1 causing Number 1 slat to be changed. Damage was not properly documented on the attached engineering order allowing the aircraft to fly out of ZZZ. Turns out when ZZZ filled out the damage report they did state there was a crease present. See attached documents for details.More often than not when we; ZZZ1 sheet metal; contacts ZZZ2 in regards to damage with a crease we almost always get push back from ZZZ2 maintenance with them always trying to claim it is not a crease by definition. The definition is black and white but yet they insist we reevaluate over and over again even when there are pictures with well define lines/ridges defining underlying structure. This is a known issue with ZZZ1 sheet metal and ZZZ2 maintenance.Maintenance should have never issued an engineering order with a documented crease over underlying structure. I suggest having maintenance contact Boeing to get the definition of a crease revised to their liking and have them stop intimidating technicians when they are contact with damage consisting of a crease.
Lead Technician reported that an aircraft with a damaged Number 1 leading edge slat was allowed to fly in an unairworthy condition.