Usually, yes. Cracked loader arms, broken implement frames, worn bucket edges, split trailer members, and sheared brackets are everyday field repairs: assess the metal, prep the joint, weld to restore the section, and reinforce where the design was weak. When replacement beats repair, the assessment says so.
More detail
Field repair is a judgment trade, and the judgment happens before the hood goes down. The assessment reads three things: the base metal (mild steel repairs straightforwardly; high-strength, cast, and abrasion-resistant steels each demand their own filler, preheat, and technique, and misreading them is how repairs fail twice), the failure (a clean overload break repairs differently than a fatigue crack that has been growing for a season, and a fatigue crack gets its ends drilled and the cause addressed, not just the visible line filled), and the load path (a repair that restores the original section is good; one that reinforces a design weak point, a gusset where the frame always cracks, is better). The work itself is standard discipline done in un-standard places: joints ground to clean metal, cracks veed out fully, correct filler for the alloy, and reinforcement plates shaped to spread stress rather than concentrate it at a hard edge. Hardfacing worn wear surfaces (bucket edges, shanks, augers) extends service life measurably and is cheap insurance during any repair visit. The honest boundary: safety-critical components (trailer couplers and axles, lifting points, anything whose failure drops a load on a person) get repaired conservatively or replaced, and when the math favors a new part over a repair, the assessment says that plainly. Most calls end with the machine working the same day, which is the entire point of a mobile rig.