STRUCTURAL REPAIR MANUAL

DAMAGE CLASSIFICATION

1. General

A. The term ’damage’ includes any and every type of permanent deformation
or alteration to any cross−section of a structural component.
B. Deformation or alteration to the cross−section of a structural component
results from many causes, which can be generally categorized into four
main groups (Refer to Table 1):
− Mechanical action,
− Chemical or electro−chemical reaction,
− Thermal action or cycling,
− Inherent metallurgical characteristics.
2. Examination of Damage

CAUTION: HIDDEN DAMAGE CAN LEAD TO A FAILURE OF THE REPAIR OR SURROUNDING

STRUCTURE.

A. Examine the type and extent of the damage.

B. To determine the damage category:
− remove all unwanted material from the surface of the damaged component,
− cut out all broken, bent, heated or damaged areas of the component,
− remove all loose rivets.

(1) In all forms of damage, particularly where shock has been sustained,
secondary damage is likely to exist. Therefore, a close examination
of the structure surrounding the initial damage must be made. Damage
caused by transmission of force may be located some distance from
the impact, resulting in structure deformation, drawn rivets or bolt
holes.
(2) If misalignment or twisting of the airplane structure is suspected,
alignment and/or leveling checks must be carried out.

(3) After damage assessment if only the topcoat is damaged then restore
paint scheme according to Chapter 51−75−11 and 51−75−12 at the next
convenient opportunity. If the total paint scheme is missing only
from fastener heads then restore the paint scheme at the first op

portunity ensuring no corrosion.

(4) On composite parts, if bare composite is exposed, perform damage

evaluation according to Chapter 51−77−10 paragraph 2, if no damage
findings apply temporary surface re−protection according to Chapter
51−77−12 paragraph 2.A.. Apply permanent surface re−protection accord

ing to Chapter 51−75−11 and 51−75−12 at the first convenient oppor

tunity.

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3. Damage Categories

A. After cleaning and investigating the damage and surrounding area, the
damage must be classified into one of the following categories, also
taking into account the location of the damage.

(1) Repairable Damage

The damage must be classified either as ’Allowable Damage’ or as

damage which requires a repair.
(a) Refer to Allowable Damage (Chapter 51−11−11)

(b) Non allowable Damage

Damage which exceeds the ’Allowable Damage’ limits and requires a

structural repair. A structural repair restores the structural
integrity and function of the component to meet airworthiness re

quirements. For example this can involve cutting out the damaged
area, installing a reinforcing piece (either by bonding or bolt

ing to the original structure). These specific repairs are to be
found in each chapter of this manual.
(2) Non repairable Damage

Non repairable damage is defined as damage to structural components

which cannot be repaired and where replacement of the complete com

ponent is recommended as a repair is not practical or economical.
Refer to Chapter 51−72−11 for ’Replacement of Structural Components’.

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TERM GROUP DEFINITION

Mechanical Action Chemical or Electro− Thermal Action or Inherent Metallurgical
Chemical Reaction Cycling Characteristics
Scratch X A scratch is a line of damage of any depth
and length in the material which causes a
cross−sectional area change. A sharp object
usually causes it.
Gouge X A gouge is a damage area of any size which
results in a cross−sectional area change. It
is usually caused by contact with a relative

ly sharp object which produces a continuous,
sharp or smooth channel−like groove in the
material.
Mark X A mark is a damaged area of all sizes where
a concentration of scratches, nicks, chips,
burrs or gouges etc. is shown. You must pre

pare the damage as an area and not as a se

ries of individual scratches, gouges etc.
Crack X A crack is a partial fracture or complete
break in the material.
Dent X A dent is a damaged area which is pushed in,
with respect to its usual contour. There is
no cross−sectional area change in the materi

al, area edges are smooth.
Nick X A small decrease of material due to a knock
etc. at the edge of a member or skin.
Distortion X X Any twisting, bending or permanent strain
which results in misalignment or change of
shape. May be caused by impact from a for

eign object, but usually results from vibra

tion or movement of adjacent attached compo

nents. This group includes bending, buckling,
deformation, imbalance, misalignment, pinch

ing, and twisting.
Corrosion X X The destruction of metal by chemical or elec

trochemical effect.
Definition of Damage
Table 1

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TERM GROUP DEFINITION

Mechanical Action Chemical or Electro− Thermal Action or Inherent Metallurgical
Chemical Reaction Cycling Characteristics
Crease X A damaged area which is pushed in or folded
back on itself. The edges are sharp or well
specified lines or ridges.
Abrasion X X An abrasion is a damage area of all sizes
which causes change in a cross−sectional area
because of scuffing, rubbing, scraping or
other surface erosion. It is usually rough
and irregular.
Debonding X X X Debonding is when a separation of materials
occurs due to an adhesive failure.
Delamination X X X Delamination is when the separation of plies
occurs in a multi−laminate material. This can
be caused by the material being hit − Impact
Delamination, or when there is a resin fail

ure for any other reason.
Fretting X Surface damage at the interface between ele

ments of the joints resulting from very small
angular or linear movements. Evidence of
fretting is usually the production of fine
black powder staining.
Indentation X Indentations are pressure marks which typi

cally show regular smooth deformation of the
surface without change of the cross sectional
area.
Definition of Damage
Table 1

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4. Procedure of Skin Waviness Measurement

A. Measurement of Skin Waviness

(1) Installation of Control Tool 98D34103001000. For skin waviness mea

surement (Refer to Tool Drawing 98D34103001, sheets 01 thru 05 and
Figure 3 and 4.

(a) Identify the holes (4) in the fuselage skin, which are used for
attaching the Static Port storage blanking covers and Pilot/Stat

ic test equipment.

(b) Position the Adapter (0) and attach to the fuselage with the two
locking pins (3) over each of the Static Ports areas, as re

quired.
(c) Assemble the Measuring rule, using the large rule (2) for the
CAP’T/1stOFF Static Ports, and the small rule for the Standby
Static Ports, onto the Adapter (0) with the two knurled screws
(7) and adjust the two pad screws (6), equally they lightly con

tact the aircraft skin (Refer to Tool Drawing 98D34103001, sheets
01 and 02).
(d) Attach the Dial Gage in the selected position on the measuring
rule (Refer to Tool Drawing 98D34103001, sheet 01).

NOTE: Tool disassembly is in the reverse order.

(2) Measurement Procedure at CAP’T/1stOFF Static Ports LH/RH (Refer to

Figure 3 and 4).

(a) With the tool assembly in position (using the large rule (2)),
measure at nine points A, B, U, V, C, W, X, D and E with the
Dial Gage, as shown in Figure 1.

(b) Record each measurement.

(c) Calculation of Skin Waviness (Refer to Chapter 53−00−11 Paragraph
4.B. and Figure 105).

1 Area R1

((B + C) − (U + V)) divided by 2 + 0.29 mm (0.01 in.)

((C + D) − (W + X)) divided by 2 =

Refer to skin waviness value R1 given in Paragraph 4.B.(3) in

Chapter 53−00−11.

2 Area R2
((A + X) − (U + V)) divided by 2 =

((U + E) − (W + X)) divided by 2 =

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Refer to skin waviness value R2 given in Paragraph 4.B.(3) in

Chapter 53−00−11.
(3) Measurement Procedure at Standby Static Ports LH/RH (Refer to Figure
3 and 4).

(a) With the tool assembly in position (using the small rule (1)),
measure at six points A, B, U, V, C and D with the Dial Gage,
as given in Diagram Figure 1.
(b) Record each measurement.

(c) Calculation of Skin Waviness (Refer to Chapter 53−00−11 Paragraph

4.B. and Figure 105).

1 Area R1
((B + C) − (U + V)) divided by 2 + 0.29 mm (0.01 in.)

Refer to skin waviness value R1 given in Chapter 53−00−11

Paragraph 4.B.(3).

2 Area R2

((A + D) − (U + V)) divided by 2 + 1.15 mm (0.05 in.)

Refer to skin waviness value R1 given in Chapter 53−00−11
Paragraph 4.B.(3).

(4) Fastener Flushness (Refer to Tool Drawing 98D34103001, sheet 05, Fig

ure 2 and Paragraph 4.B. in Chapter 53−00−11).
(a) Using the Tripod tool (Item 9) as shown in Figure 2, check that
the fastener flushness in Area R1 and Area R2 is within the al

lowable tolerance given in Chapter 53−00−11 Paragraph 4.B.(3).

(5) Surface Roughness (Refer to Chapter 53−00−11 Paragraph 4.B.).

(a) Visually inspect Area R1 and Area R2 for any surface mechanical
damage defect on external skin.

(b) Measure any surface roughness in Area R1 and R2 and check that
it is within the allowable tolerance given in Chapter 53−00−11
Paragraph 4.B.(3).
(6) Depth of Damage or Doubler Thickness (Refer to Chapter 53−00−11 Fig

ure 106).

(a) Using the Tripod Tool (9) check that, the depth of any damage,
or doubler thickness, in Area A and B is as given in Paragraph
4.A. and 4.B in Chapter 53−00−11.

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CAUTION: MAKE SURE THAT THE REFERENCES/ILLUSTRATIONS ETC. BEING USED

FOR DEPTH MEASUREMENT ARE CORRECT FOR THE TYPES OF AIRCRAFT
AND STATIC PORT BEING INSPECTED. IF NOT, THIS COULD CAUSE
ERRORS WHICH COULD LEAD TO UNNECESSARY WORK BEING DONE.

(b) If there is a repair doubler in Area A and/or B, check that the

chamfer is in accordance with the data given in Paragraph 4.A.
and Figure 102 in Chapter 53−00−11.
(7) Angle of Attack Sensors (Refer to Chapter 53−00−11 Figure 107).

NOTE: There are two sensors.

(a) Using the Tripod tool (9) check that, the depth of any damage,
or doubler thickness, in Area R8 and Area R9 is as given in
Paragraph 4.A. and 4.B. in Chapter 53−00−11.
CAUTION: MAKE SURE THAT THE REFERENCES/ILLUSTRATIONS ETC. BEING USED
FOR DEPTH MEASUREMENT ARE CORRECT FOR THIS INSPECTION. IF
NOT, THIS COULD CAUSE ERRORS WHICH COULD LEAD TO UNNECES

SARY WORK BEING DONE.

(b) If there is a repair doubler in Area R8 and/or R9, check that

the chamfer is in accordance with the data given in Paragraph
4.A. and Figure 102 in Chapter 53−00−11.

(8) Pitot Probes (Refer to Chapter 53−00−11 Figure 108).

(a) Using the Tripod tool (9) check that, the depth of any damage,
or doubler thickness, in Area R10 and Area R11 is as given in
Paragraph 4.A. and 4.B. in Chapter 53−00−11.

CAUTION: MAKE SURE THAT THE REFERENCES/ILLUSTRATIONS ETC. BEING USED

FOR DEPTH MEASUREMENT ARE CORRECT FOR THIS INSPECTION. IF
NOT, THIS COULD CAUSE ERRORS WHICH COULD LEAD TO UNNECES

SARY WORK BEING DONE.

(b) If there is a repair doubler in Area R10 and/or R11, check that
the chamfer is in accordance with the data given in Paragraph
4.A. and Figure 102 in Chapter 53−00−11.

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Installation of Tool Assembly 98D34103001

Figure 1

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Use of Tripod Tool 98A34103000−044

Figure 2

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Installation of Tool Assembly 98D34103001

Figure 3

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Installation of Tool Assembly 98D34103001

Figure 4

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5. Measurement of Remaining Thickness in Small Blended Out Areas

A. Description of possible damage

(1) Type and location of damage:
− in sheet and plate materials, remaining material which is not
within the permissible limits,
− in any structural part, the depth of a blended out area, where
corrosion has been removed.

B. Area of applicability
Aircraft structure after the removal of corrosion in small, local areas.
For larger areas, use the ultrasonic procedure where possible, refer to
NTM Chapter 51−10−04−270−802.

C. Limits / Restrictions
D. Repair Category

E. Inspection

F. Structural Repair Kit List (SRKL)

G. Job Setup Information

(1) List of Materials

(2) List of Tools

(3) List of References

6. Procedure
A. Preparation for Inspection
(1) Make sure that the corrosion has been completely removed, refer to
Chapter 51−74−00 and NTM Chapter 51−10−02−002.

(2) Remove the paint, adjacent to the blended area, over an area large
enough to permit the straight edge, or dial gauge, to be positioned.
(3) Make sure that the inspection area is clean.

(4) See the SRM to determine:

− Configuration of the inspection area,
− Nominal thickness of top element being inspected,
− Permissible limits for remaining thickness.

B. Inspection
(1) Measurement using Feeler Gauges

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(a) Use a Feeler Gauge Set with a measurement range between 0.05 mm
(0.002 in.) and 1 mm (0.039 in.) steps, refer to Figure 5.
(b) Position a straight edge over the blended area as shown in Fig

ure 5.

(c) Measure the maximum gap between the straight edge and the deepest
part of the blended area, refer to Figure 5.

NOTE: If the area of blend is too small to allow the use of

Feeler Gauges, use the Dial Gauge method.

(2) Measurement using a Dial Gauge

(a) Use a Dial Gauge with a measurement range of 0 to 10 mm (0.394

in.) and measurement accuracy of
0.05 mm (0.002 in.), refer
to Figure 6.

(b) Position the Dial Gauge over the blended area as shown in Figure
6.

(c) Take measurements at several different points to determine the

maximum depth of the blend.
(3) Determination of Remaining Sheet Thickness

(a) Determine the nominal thickness of the sheet:

− Refer to NTM Chapter 51−10−04−270−802,
− Refer to SRM for sheet thickness values.

(b) Calculate the remaining sheet thickness by subtracting the maxi

mum depth of material removed from the nominal sheet thickness.

(4) Measurement of remaining material thickness of seat track crown ver

tical parts use a slide gauge. The slide gauge can be purchased lo

cally, but obey the specification shown in Figure 7.
C. Acceptance Criteria
(1) Record all measured values on the appropriate documentation.

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Measurement using a Feeler Gauge

Figure 5

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Measurement using a Dial Gauge

Figure 6

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Measurement of remaining Material Thickness of Seat Track Crown Vertical

Parts
Figure 7

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