STRUCTURAL REPAIR MANUAL

DAMAGE/DEFECT REPORTING

1. General
A. When it becomes necessary to report a defect or damage to AIRBUS it is
important that a recognized procedure is used. This procedure will ensure
that:
- AIRBUS has all the information necessary to provide a suitable and
safe repair,
- the repair information is available to the operator as quickly as posÈ
sible,
- the aircraft 'down time' is kept to a minimum,
- where necessary, action is taken to prevent further occurrences of the
defect/damage.
B. General information about damage classification is given in Chapter
51-11-00, and allowable damage is defined in Chapter 51-11-11.
C. The structure identification section of the Structural Repair Manual
(SRM) should be used where possible to identify and locate the item/area
affected by the defect/damage. Other technical documents may also be
used, for example, Aircraft Maintenance Manual (AMM), or Illustrated
Parts Catalog (IPC).
D. Figure 1 gives a series of logical steps that should be followed before
making a report. This will ensure that valuable time is not wasted.
E. Paragraph 5. details the specific requirements when making a defect/damÈ
age report. The report is divided into cracks and other types of defects
or damage.

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Logic Chart when Defect/Damage Occurs

Figure 1

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WARNING: AIRBUS MUST BE INFORMED OF ANY EXISTING REPAIRS IN THE DAMAGED AREA
BEFORE ANY FURTHER REPAIRS ARE DONE.
2. Reporting Methods
A. To ensure the quickest response to a defect/damage report, the report
should always be sent to department AI/SE-A1 at AIRBUS.
B. Various methods can be used to send a report, these are:
(1) Facsimile (FAX)
Whenever possible, this method should be used to send the report. It
enables the reporter to provide AIRBUS with all the required inÈ
formation, including illustrations immediately.
(2) E-Mail
This method should be preferred when digital photographs are availÈ
able. Photographs are to be used in addition to the damage report
for estimation of defect/damage.
(3) Telephone
When making a report by telephone it is essential that:
- a report is prepared first (Refer to Paragraph 5.). This will enÈ
sure that all the necessary information is passed quickly and ecoÈ
nomically,
- the person making the report is familiar with the problem and can
answer immediately any questions asked by AIRBUS.
(4) Mail
This method of sending a report should be used when:
- no other method is available,
- photographs are to be sent (Refer to Paragraph 3.A.(4),
- a written report with illustrations is to be sent as a follow-up
to an initial telephone report.
The type of mail service used will be the reporter's choice and will
depend upon the type of mail services that are available locally.
3. Illustrations
A. Various methods described below can be used to provide AIRBUS with an
illustration of the defect/damage. These illustrations should be used in
addition to the full damage report in Paragraph 5.
(1) Sketches
Sketches are a very good method for illustrating to AIRBUS the exÈ
tent of the defect/damage, and they are particularly suitable for
transmitting by Fax. Sketches should be dimensionally accurate as far

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as possible and should show all relevant dimensions. The sketch

should include a dimension scale on two sides; this will permit AIRÈ
BUS to make allowances for distortion caused by the Fax transmission.
Photocopies of existing SRM illustrations and/or production drawings
make a useful base for a sketch.
(2) Rubbings
To make a rubbing, a piece of opaque or transparent paper is placed
over the defect/damage and rubbed with a blunt pencil. This forms a
shape of the defect/damage. This method is good for accurately posiÈ
tioning sharp edged damage to any adjacent fasteners. Rubbings are
not very suitable for smooth edged damage (for example, dents or
blended corrosion). A rubbing is difficult to transmit by Fax.
(3) Tracings
A tracing is made by placing a piece of transparent paper over the
defect/damage and adjacent structure. The required detail is then
traced (drawn) onto the paper. With this method, the edges of the
smooth edged area can be shown. The tracing can then be copied onto
white paper for transmission by Fax. The accuracy of dimensions may
be reduced by this method.
(4) Photographs
Photographs of a defect or damage should be taken whenever possible.
Because photographs are unsuitable for transmission by Fax, they
should only be used in addition to one of the other methods, or
sent by E-Mail or mail as a follow-up to the initial report.
Photographs should include closeup and general views. Two sets of
photographs or the negatives should be sent to AIRBUS. When taking
photographs, adjacent structure (for example, ribs, frames and
stringers) should be identified by using a marker pen on masking
tape. The masking tape should be removed immediately after the
photograph has been taken.

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Typical Detail of Crack Dimensions

Figure 2

B. Figure 2, Figure 3, Figure 4, Figure 8 and Figure 9 are examples of

typical sketches and show the type of information that should be inÈ
cluded in the sketch.

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Typical Defect/Damage Sketch

Figure 3

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Alternative Typical Sketch for Defect/Damage

Figure 4

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4. Follow-Up
A. The operator making the report should also be concerned with establishing
the cause of the defect/damage. When the cause is an obvious one (for
example, debris from a burst tire), this information should be included
in the initial report.
B. Valuable evidence is removed or destroyed in the recovery process folÈ
lowing the discovery of a defect/damage. Therefore it is important that
the on-site reporter uses all the facilities available to make an asÈ
sessment of the cause of the defect/damage.
C. Structural items or components that contain a crack or fracture should
be sent to AIRBUS. No attempt should be made to open the crack, only
the minimum cleaning necessary for transit should be done on these
items. Fractured items should be wrapped separately before being packed
for transit.
5. Reporting Requirements
NOTE: All damage reports sent to AIRBUS should have an unique document refÈ
erence. This unique damage report reference can be used on any RAS
approval to identify the damage and will aid the timely approval of
repairs (Refer to Figure 7).
A. To ensure that the aims and benefits given in paragraph 1.A. are
achieved, a universally recognized procedure should be used whenever a
report is considered necessary.
B. The suggested formats as shown in Paragraphs 5.C. and 5.D. which follow
are suitable for all the reporting methods given in Paragraph 2. The
format details the minimum information required by AIRBUS. Any additional
information that the reporter considers to be useful to AIRBUS should be
included.
C. General Aircraft Data
NOTE: All dimensions used are metric/imperial (delete as applicable).
(1) Document (Airbus) Reference:
(2) Aircraft Type including WV:
(3) Aircraft Operator:
(4) - Manufacturer's Serial Number:
- Operator's Registration Number:
(5) Date defect/damage occurred or found:
(6) Aircraft Hours/Landings:
(7) Description/Part Number/Item Reference of component affected:

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(8) Component Serial Number and Mod. state:

(9) Component Hours and Flights/Landings:
(10) Details of finding defect/damage:
(scheduled/unscheduled maintenance, ISB, corrosion prevention program
etc.)
(11) Inspection Document Number (if applicable):
D. Defect/Damage Report
(1) Cracks
(a) Position of hole (when applicable) from which the crack starts:
NOTE: Fastener location drawings for the wings are available as
follows:
- R572-58201 for A320-100, R572-58270 for A320-200
When these drawings are used, the applicable sheet and fasÈ
tener location number must also be given.
1 Definition of rivet positions at stringer to wing skin for both
wings.
a Introduction:
This repair instruction describes a method of defining rivet
positions at stringer to wing skin joints.
b Procedure:
The rivet location has the following format (Refer to Figure
5)

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Rivet Location
Figure 5

c Key for rivet location:

- Rib number refers to the inboard rib in the rib bay.
- Stringer number refers to the stringer affected.
- Stringer generally have two rows of rivets, one forward of
the stringer centreline and one aft of the centreline.
Where stringers have only one row of rivets, then this row
will be either forward or aft of the centreline.
- The rivet number should start at the most inboard rivet
location in the rib bay. This should not include bolt
locations.
NOTE: In addition to the above information, it is necessary
to specify the following:
- State that this repair instruction has been used.
- LH or RH Wing.
- Top or bottom skin.
- Bolt locations should be identified using the applicable
bolt location drawing.
- There are usually several bolts installed at rib feet locaÈ
tions. Paint may make it difficult to differentiate between
bolts and rivets. Refer to the applicable bolt location
drawing if necessary (Refer to Figure 6).

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Example of Definition of Rivet Positions at Stringer to Wing Skin Joints

Figure 6

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(b) Length:
(c) Direction:
(d) Depth of initial indication from surface:
(e) Depth of final indication from surface:
(f) Specify surface from which measurements were taken:
(g) Inspection method used:
[ ] Visual
[ ] Close visual
[ ] NDT
[ ] Other than above, give details:
(h) Details of any adjacent repair allowable blends/reworks previously
performed.
(2) Defect/Damage other than Cracks
(a) Type of defect/damage as defined in Chapter 51-11-00:
(b) Suspected cause of defect/damage:
(c) Types of materials affected:
(d) Location of defect/damage. Where possible use applicable IdentifiÈ
cation Chapter of SRM and/or locate defect/damage by reference to
fasteners.
NOTE: Fastener location drawings for the wings are available as
follows: .
- R572-58201 for A320-100, R572-58270 for A320-200
When these drawings are used, the applicable sheet and fasÈ
tener location number must also be given.
(e) Relevant dimensions:
(f) Details of any secondary damage:
(g) Details of any adjacent repair or allowable blends/reworks preÈ
viously performed.
(h) Details of any unusual events (heavy landing, spillages etc.):
(3) Operator's Requirements:
(a) Temporary repair for specified number of flights:

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(b) Permission to defer final action for specified number of flights:

(c) Final repair:
(d) Urgency with specified dates:
(4) Additional information, if considered useful.

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Defect/Damage Evaluation Sheet

Figure 7

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Defect/Damage Reporting for Fuselage Skin

Figure 8

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Defect/Damage Reporting for Slats

Figure 9

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