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PROCEDURE COMPLIANCE
EASA KCAA

1. Introduction

Many factors influence the condition of the aircraft structure; this is mainly driven by structural fatigue
damage, in which the flight time (cycles and hours) and aircraft utilization play a significant role.

Aircraft structures are affected by multiple factors including but not limited to accidental damage,
corrosion, operational/environmental condition, design features, modifications performed, maintenance
and repair practices to name a few. Furthermore, each aircraft has its own utilization rate, FH and FC
accumulated and a unique maintenance history.

2. Objective

The main aim of this procedure is to provide engineering personnel with guidelines on how to handle
aircraft structural damages that are found within or beyond the manufacturer’s Structural Repair Manual
(SRM). Moreover, this procedure also discusses how to issue and handle Structural Damage
Assessment Report (SDAR).

3. Definitions

3.1 Aircraft Structure

All sections of an aircraft falling under ATA Chapters 51 to 57.

3.1.1 Primary Structure is that structure in the aircraft which contributes significantly to carry
flight, ground and pressurization loads and whose failure could
result in the catastrophic failure of the airplane.

3.1.2 Secondary structure is that structure in the aircraft which carries only air or inertial loads
generated on or within the secondary structure.

NOTE: Refer to the applicable aircraft SRM (ATA Chapter 51- Structure Classification) for the
figures showing the primary and secondary structures of the airplane.

3.2 Repair Classification:

3.2.1 Major Repair “major repair” means a repair of an aeronautical product that if improperly done
might appreciably affect the structural strength, performance, powerplant, operation flight
characteristics, or other qualities affecting airworthiness or environmental characteristics, or
that will be embodied in the product using non-standard practices; See Kenya Subsidiary
Legislation,2013. (Refer to Boeing SL-777-51-012-D / later Boeing recommendations or
Embraer SNL190-00-0041R08 / later Embraer recommendations) for classification of repair as
major or minor)

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3.2.2 Minor Repair A repair to a secondary structure or minor part of the aircraft.

3.2.3 Major Part Part whose failure might adversely affect the structure integrity of the
aircraft.

3.2.4 Minor Part Part which is not considered a major part.

NOTE: Notwithstanding Kenya Subsidiary Legislation, 2013, for definition/classification of type of

structure refer to related SRM.

3.3 Levels of Corrosion

1) In case corrosion is found, Development Engineering- Structures shall investigate the corrosion
history of the affected part/location and shall accordingly assign a level to it, as per Table 1
below. DE- Structures shall raise Corrosion Prevention and Control Program (CPCP) Analysis
Report Ref: KQ/TE/3/ED/0106, which shall form part of the CPCP Reliability Database by
hyperlinking this report with its respective entry on the database.

2) Development Engineering(DE)- Structures shall also control, monitor and propose corrective
and preventive actions in order to improve the reliability and structural integrity of Kenya
Airways’ affected aircraft type fleet. These data shall be captured and monitored under the
CPCP Reliability Database on Engineering Development site; Structures; CPCP Reliability
Database Folder.

It is not mandatory to report Corrosion Level 1. Kenya Airways will report corrosion findings as follows

Corrosion Level Inspection Phase Reporting Requirement

Level 1 Any -Technical Records Only

- Immediately to the manufacturer.

Initial

Level 2 - Immediately to the manufacturer.

- To KCAA/Appropriate CAA Within 72 hrs on
proposed corrective action to reduce
Repeat corrosion to Level 1 or better

- Immediately to the manufacturer.

Initial
Level 3
- Immediately to the manufacturer.
Repeat - To KCAA/Appropriate CAA Within 72 hrs on
proposed corrective action to reduce
corrosion to Level 1 or better
- To KCAA/Appropriate CAA Within 7 days
with action plan for the fleet

Table 1- Corrosion Level Identification and Reporting Requirements

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3.4 corrosion levels

3.4.1 Corrosion Level 1

 Corrosion occurring between successive inspections that is local and can be

reworked/blended-out within manufacturers’ allowable limits (e.g., SRM, Service Bulletin,
etc.).
or
 Corrosion occurring between successive inspections exceeds allowable limit but is local
and can be attributed to an event not typical of operator usage of other aircraft in the same
fleet (e.g., Mercury spill).
or
 Operator experience over several inspections has demonstrated only light corrosion
between each scheduled inspection but the latest inspection and cumulative blend-out now
exceeds allowable limits.

 The terms "local corrosion" and "light corrosion" are model specific and will be
determined by the manufacturer and published in appropriate maintenance
documents.

3.4.2 Corrosion Level 2

 Corrosion occurring between successive inspections that requires a single re-work / blend-
out which then exceeds allowable limits, requiring a repair / reinforcement, or complete or
partial replacement of structure listed in the Baseline Program,
or,
 Corrosion occurring between successive inspections that is widespread and requires a
single blend-out approaching allowable rework limits.

3.4.3 Corrosion Level 3

 Corrosion found during the first or subsequent inspections, which is determined (normally
by the operator) to be an urgent airworthiness concern, requiring expeditious action.

4. Responsible Persons

- Manager Engineering Development

- Principal Development Engineer-Structures
- Senior Development Engineer-Structures
- Development Engineer-Structures

5. References
- Manufacturer’s (Boeing and Embraer) Structural Repair Manual(SRM)
- KCAA CAA-AC-AWS014A or Equivalent (For third party not under KCAA)
- KCAA CAA-AC-AWS014 or Equivalent (For third party not under KCAA)
- Regulation 65 of AOC & Administration Regulation 2018
- Configuration Deviation List (CDL)
- Type Certificate Holders MPM

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6. Procedures

6.1 Structural Damage Handling for Damages within SRM Repair Scope

This refers to both Cat A and Cat B damages as per E & RA (appendix 1)

The instructions provided below shall serve as guidelines on how to handle a structural damage on an
aircraft that is within SRM Repair Scope:

3) DE-Structures shall assist with damage assessment and repair recommendation if consulted.

4) Upon receipt of a dully filled SDAR, the DE-Structures shall follow instructions as per steps 6.3
(1) thru 6.3 (6) for SDAR handling and/or as per E & RA matrix (appendix 1)

6.2 Structural Damage Handling for Damages beyond SRM Repair Scope

This refers to Cat C damages as per E & RA (appendix 1)

1) Upon receipt of SDAR/NRC, DE-Structures shall assist with repair recommendation for
damages falling beyond SRM allowable damage limits and/or outside SRM repairable limits.
DE-Structures shall follow instructions as per steps 6.2 (2) thru 6.2 (6) and 6.3 (1) thru 6.3 (7)
for SDAR handling.

2) In the event of finding a damage that it is beyond the allowable damage limits or beyond the
SRM’s repair scope, Development Engineering- Structures shall contact the
Manufacturer/vendor for any applicable repair or rectification and request the following
(depending on the aircraft situation) from the manufacturer/vendor for their approval:

- Aircraft damage or discrepant part to remain as-is without the need for an immediate repair or
replacement. However, DE shall provide a proposed time (aircraft flight cycles or hours or date of
aircraft grounding) to the manufacturer or vendor on when the repair or replacement shall be
carried out.

- A Temporary or Time-Limited Repair valid on the aircraft’s next grounding or maintenance

layover (A or C-check).

- A CFRR (Configuration and Flight Restrictions Record /ETD/NTO to dispatch the aircraft)

-A Permanent repair (If there is conveniently sufficient groundtime)

3) Upon obtaining approval or NTO/CFRR/ETD from the manufacturer or vendor, the

NTO/CFRR/ETD, all the relevant communications with the manufacturer or vendor plus a
covering letter from QA shall be immediately forwarded to the local authority for their approval
prior to aircraft dispatch or release.

NOTE: ALL manufacturer or vendor NTO/CFRR/ETD to dispatch (even to ferry flight) must have
an approval from KCAA or Appropriate CAA prior to aircraft dispatch or release.

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4) Once approval from KCAA or appropriate CAA is obtained, the aircraft can then be released to
service. However, all flight limitations (Flight Cycles and Flight Hours) and all details and
conditions provided by the manufacturer or vendor, such as supplemental inspection intervals
and validity of temporary repairs must be documented. An ADD shall also be raised, as
applicable.

5) In a situation where repair must be accomplished, once the repair design/scheme is finalized,
Development Engineering- Structures shall raise EO with OEM instructions and refer to the
Repair Generation column of the E & RA matrix for the necessary EO issuance (e.g. if major
repair, seek approval from KCAA or appropriate CAA, if minor no, approval required). Any
generated EO shall be processed & approved as indicated in the E & RA matrix.

6) Upon receipt of copies of SDAR, NRC and all the DFP, DE-Structures shall review the repair
paperwork for completeness, accuracy and share the same with Senior Development Engineer
–Structures / Systems & Structures for verification before updating the Dents/Buckles/Repair
Mapping on the airplane and Dents/Buckles/Repair Summary Logbook for the affected aircraft.
This shall be done as soon as possible, but not later than the aircraft’s next scheduled A-check.

6.3 Structural Damage Assessment Report (SDAR) Handling

1) All SDARs (either original or a scanned copy) (appendix 3), after being raised by
AME/Approved Technician /SRS/Structures Personnel, shall be forwarded as soon as possible
to Engineering Development via Email:SystemsandStructuresEngineers@kenya-airways.com

2) DE-Structures shall use the information available on the SDAR (appendix 3) to check for
completeness and accuracy of the entries, and for damage re-assessment and consult OEM (if
required). If damage is erroneously assessed the DE-Structures in liaison with Senior
Development Engineer-Structures / Senior Systems & Structures Engineer shall communicate
to the AME/Approved Technician /SRS/Structures Personnel / planning with instructions
requesting for another assessment ASAP.

3) DE-Structures shall retain a copy of the SDAR (appendix 3) which shall form part of the
Dents/Buckles/ Repair Summary Logbook.

Note: DE shall action all AME’s/Approved Technician/SRS/Structures Personnel raised

SDAR’s (appendix 3) as soon as possible, but not later than the aircraft’s next scheduled A-
check.

4) Before updating the Dents/Buckles/Repair Mapping and/or Dents/Buckles/Repair Mapping

Summary Log, DE-Structures shall seek verification of the damage and/or repair paperwork
(SDAR/NRCs or equivalent) from Senior Development Engineer-Structures / Senior Systems &
Structures Engineer.

5) DE-Structures shall facilitate replacement of the Dents/Buckles/Repair Mapping on-board the

airplane with the audited and printed copy whenever airplane visits hangar but not later than the
aircraft’s next scheduled A-check.

6) Senior Development Engineer-Structures shall routinely audit all the Dents/Buckles/Repair

Mapping Summary Log for completeness, accuracy and currency.

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7) Depending on damage repeat inspections and/or repair threshold, DE-Structures shall evaluate
the requirements considering the fleet utilization and communicate to planning to callout
inspections and/or repair before due. Upon confirming the above instructions have been
captured in Maintenance Programme, DE-Structures shall communicate with MCC to clear the
ADD.

NOTE: Only Aircraft Damages/temporary repairs with repeat inspections and/or a specified
threshold to accomplish permanent repair shall be captured on the ADD as Cat Z.

SDAR does not replace the ATL book, this means that for all items listed on the
Structural Damage Assessment Report, there should be a reference to the ATL book.

7. Evaluation and Repair Accomplishment Matrix

7.1 Repair Classifications & EO Generation:

7.1.1 For all damages, certifying engineer shall forward the accomplished SDAR form (appendix 3)
to DE- Structures for their evaluation & assessment and any further action required. (Refer to
Repair Generation Section of E & RA matrix.). Any generated EO shall be processed &
approved as indicated in the E & RA matrix.

Note: A copy of the NRC related to Minor & Major repairs (within SRM repair scheme), shall
be forwarded to DE-Structures

7.1.2 For any repair carried out on the aircraft, upon receipt and processing of SDAR, NRCs
and /or any other repair paperwork, DE-Structures shall update the Dents/Buckles/Repair
Summary Logbook for the affected aircraft. DE-Structures shall update the online
Dents/Buckles/Repair Summary Logbook ASAP but not later than the aircraft’s next
scheduled A-check and keep a backup of the same on the desktop.

7.2 Repair Accomplishment:

7.2.1 KCAA or appropriate CAA approvals for Kenya Airways Engineering to accomplish the repair
is NOT REQUIRED except for major repairs. Repair execution and certification shall be as
indicated in columns 7 and 8 of the E&RA matrix (Appendix 1) respectively.
Notes:
- KCAA or appropriate CAA Approval to carry out repairs on Kenya Airways aircraft is not
required for MRO’s carrying Design Organization Approval (DOA) approved by FAA or
EASA except for major repairs.

- If the SRS/Structures Personnel encounters any problems while carrying out the repair
as per the repair instructions provided in the Kenya Airways EO or SRM,
SRS/Structures Personnel shall consult Kenya Airways DE-Structures

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7.3 Repair Certification:

Repair accomplishment certification shall be as per column 8 of the E & RA matrix.

NOTES:
1) It is highly recommended that flush repairs be accomplished where possible.

2) All repairs EOs, SDARs, NRCs and Dents/Buckles/Repair Summary Logbook are to be
maintained as part of each aircraft’s record.

7.4 CRS after Repair has been accomplished:

1) For all Major repairs, the CRS shall be issued by the AME who meets eligibility criteria
as reflected in MPM.

8.0 Records Keeping & Aircraft Return

8.1 During Aircraft Operation

For all aircraft currently operated by Kenya Airways, the original SDARs, NRCs and DFP
shall be filed and kept in good condition by Technical Records. Development Engineering
shall keep a copy on DBRM Summary Log and back up file for their future reference.

8.2 During Aircraft Acquisition

1) For any aircraft leased by Kenya Airways, from another operator or from any leasing
company, records (hard and soft copies) of structural related findings, corrective actions
and SDARs or equivalent shall be acquired from the previous aircraft operator or the
lessor prior to the aircraft hand over to Kenya Airways.

2) During the process, the personnel in charge of acquiring or receiving the aircraft on
behalf of Kenya Airways shall ensure that all damages found on the aircraft are
documented to the standards acceptable to Kenya Airways.

8.3 During Aircraft Re-Delivery Or Turn-Over To Lessor Or New Operator

1) The Dents/Buckles/Repair/Mapping shall be reviewed and re-evaluated by Base

Maintenance against the actual/existing aircraft condition. Engineering assistance may
be requested from Development Engineering Structures on a case-by-case basis.

2) Any undocumented allowable damage found or repair performed during the aircraft’s re-
delivery/turn-over check shall be recorded accordingly.

3) Records of repairs to external damages that are no longer valid or existing in the aircraft
(e.g. re-skinning of the fuselage, therefore removing all damages and repairs to that
area) shall still be retained, as well as the terminating action performed and include the
wording deleted. See table Appendix 2 below.

4) The copies of the SDARs shall form part of the re-delivery/turn-over documents that
shall be provided to the lessor or new operator.

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9. Documentation Standards

9.1 Guidance Notes For The Use Of The Dents/ Buckles And Repair Mapping Diagram
(Appendix 2)

9.1.2 Item No.

Enter a repair number sequencing that commensurate with the repair mapping
Status diagram.

9.1.3 Location

Enter the repair location such as fuselage, power plant, pylons and struts,
wings and undercarriage, empennage(stabilizer and tail cone), Radome,
Pax/cargo/access/ mlg/nlg/ doors, cargo comp ball marts and roller trays, flight
control surfaces etc.

9.1.4 Station

Enter damage location within two precise adjacent body station for external
fuselage repairs, between nacelle stations for power plant damages, wing stations/
stabilizer station/ rudder stations. Include BSTA and BBL location for all internal
repairs e.g. Btw BS1016- BS1042.

9.1.5 Stringer

Enter damage location within two precise adjacent stringers for external fuselage
repairs e.g. Btw.STR8L-STR9L

9.1.6 L/H or R/H

Enter damage location whether on the L/H or R/H. indicate N/A if LH or RH

damage location cannot be appropriately be defined.

9.1.7 Damage Description

State description of the damage as per SRM and/ or engineering judgment i.e.
corrosion, scratch, dent, hole, puncture and provide all the necessary dimensions
e.g length, width, depth and remaining skin thickness for scratch/ corrosion blend
outs. (A/Y ratios for dents must be calculated and entered). If necessary give the
damage location by referencing a measured distance from an end point. e.g dent
on the RH aft flap 30” from trailing edge and 12” from the inboard edge. (See
appendix 2) e.g. Dent measuring L=5.867” W=4.51” Y=0.045” W/Y=100.2

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9.1.8 Repair / Assessment Description

State a brief description of repair that has been accomplished/ assessed per SRM/
AMM/ CMM procedure if the repair is found within SRM/ AMM/ CMM limits or RDR
(Repair and Deviation Record) or FAA Form 8100-9 or ANAC F200-06 if the repair
is outside SRM.eg dent, blend out within limits. (all assessments/ repairs must be
done using the approved manuals/ repair instructions) e.g. REPAIRED IAW SRM
53-00-01, fig. 201, REPAIR 1, (rev 96 dated 20-Nov-14) or Dent evaluated and
found within limits IAW SRM 53-00-01 Fig 103, Detail G (Rev 53 dated
10Mar2015)

Briefly state the results of NDT carried out.eg surface HFEC done, nil cracks found.
State the size of the damage cut out if composite repair was accomplished.

9.1.9 Repair / Assessment Date

Enter repair date with this format 20-NOV-2015.

9.1.10 Reference Documents

State the full SRM references that the damage has been assessed against.. e.g.
SRM 55-10-01 Allowable Damage 2 Fig 101, Detail E, Rev 51 dated 14th August
2015 or for a repair SRM 51-70-04 Repair 10 Para 5C Rev 51 dated 14th August
2015. Other references may include EO, Boeing Messages, Embraer ETD, RDR,
ANAC F200-06 or FAA Form 8100-9.

9.1.11 NRC, WO OR A/C TECH LOG NO

Enter NRC, W/O, A/C TECH LOG number used for repair or assessment. (This
information is crucial for future traceability of the damage records).

9.1.12 Status/ Remarks

Indicate if the repair is permanent CAT A or permanent CAT B or time-limited

(temporary repair) with clear inspection and or replacement threshold and repeat
interval in FH/ FC/ Days as per the repair documents. See examples in Appendix
2

NOTE 1: On the diagrams provided mark and number the approximate location of the
damage. The numbering must match what is on the index.

NOTE 2: If damaged part captured on the index table has been replaced, capture all the
details as required and insert a wordArt with the wordings DELETED in red. See table
Appendix 2 below.

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9.2 Guidance Notes for The Use Of SDAR (Appendix 3)

1) All fields in appendix 3 form to be filled as applicable.

Note: SDAR book is kept in the cockpit in the ADD folder or in certificate file compartment for
B787-800.

9.3 Guidance Notes For The Use Of NRC (Appendix 4)

1) All fields in appendix 4 form to be filled as applicable.

2) Damage description and repair description to be documented as per 9.1.7 and

9.1.8 respectively.

3) NDT, Welding and heat treatment should have a separate job cards each dully filled and
signed by approved production personnel for the job (Shot and flap peening are
standard process as referenced in SOPM chapters hence no separate job cards
required).

4) If a structural member has been replaced attach the relevant EASA form 1 or
FAA form 8130-3 in the repair docs.

5) Show proper correlation in moving from a specific SRM repair chapters (i.e.SRM chapter
52 to SRM Chapter 57) to general SRM repair chapter 51. Be advised that all general
SRM repairs must be authorized from the preceding specific SRM chapter. Quoting only
the general SRM repair in chapter 51 invalidates the whole repair accomplished.

6) For most composite repairs whether wet lay up or prepeg repairs include the size of the
damage cut out where applicable

NOTE: Part numbers and batch numbers of repair materials and/or Part numbers and serial
numbers for replaced components must be entered.

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9.4 Dents/Buckles/Repair Summary Logbook

9.4.0 Dents/Buckles/Repair Summary Logbook shall contain the following in
One document:
1. Dents/Buckles/Repair Mapping

2. SDAR
 Dully filled and signed describing how the repair was assessed.

3. Singed NRCs
 Dully filled and singed/ stamped NRCs describing how the repair was carried out.
 Specialized skills such as NDT, Welding etc. should have separate NRCs dully filled
and signed/ stamped accordingly. For corrosion cases where ultrasonic skin
thickness has been mapped, all the remaining skin thickness should be documented.
 See Para 9.3 for more information on NRCs

4. Relevant SRM Extract Pages

 Print out the relevant SRM extract pages ie SRM Identification pages, SRM Allowable
Damage Section and SRM repair pages and attach to the summary logbook if the
repair was accomplished within the principles laid out in the SRM.

5. Photographs
 Before and after photo to be attached where necessary.

6. Service Request Communications

 Print out of all Boeing/ Embraer email correspondences in relation to the repair and
attach to the summary logbook.

7. Engineering Orders

 Where applicable, dully filled and signed/ stamped engineering orders containing
OEM repair instructions should be attached.

8. Hot Bond Print Outs

 Attach hot bonder print outs reports for prepeg composite repair.

9. Form 8100-9/ RDR/ANAC F200-06

 Attach OEM Form 8100-9/ RDR/ ETDs/ANAC F200-06/FAA Form 8130-3 approving
the repair deviations.

10. Pick slip

 Attach tech stores pick slip containing the material used batch numbers where
necessary.

11. Major Repair Record Form:

Dully filled and signed Form AC-AWS014 and AC-AWS014A or equivalent for major
repairs

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Aircraft structural Damage Evaluation & Repair Accomplishment Matrix (E&RA) Appendix 1

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DAMAGE ASSESSMENT AND
KQ/XX/Y/TPM
REPAIR STANDARDS
A.S.D.A.R.P FOR ENGINEERING DEVELOPMENT

Aircraft structural Damage Evaluation & Repair Accomplishment Matrix (E&RA) Appendix 1
AME: Aircraft Maintenance Engineer
DE: Development Engineering
SDAR: Structural Damage Assessment Report
CDL: Configuration Deviation List
DBRMD: Dents/Buckles and Repair Mapping Diagram
SRS: Structural Repair Specialist
N1: Consult DE if required
N2: Permanent/Temporary repair as per SRM or Manufacturer’s instructions

N3: Engineering evaluation reveals repair to be accomplished by specialized third party team. The team shall be an approved MRO

N4: Upon accomplishment of the repair, DE or MRO Eng. shall obtain FAA Form 8310-3/8100-9, RDR or EASA Repair Approval
Sheet (RAS) or ANAC Form F200-06 or its equivalent & pass a copy to KCAA or appropriate CAA & one to be attached to the
Related repair EO.

N5: Only Aircraft Damages/temporary repairs with repeat inspections and/or a specified threshold to accomplish permanent repair
shall be captured on the ADD as Cat Z. Depending on repeat inspections and/or repair threshold, DE shall evaluate the requirements
Considering the fleet utilization and communicate to planning to callout inspections and/or repair before due. Thereafter, DE shall
communicate to Maintenance Control Center to clear the ADD.

NOTE: Only Damages/Repairs with short repeat inspections and/or a short specified threshold to accomplish permanent
repair shall remain on the ADD for monitoring purposes.

N6: Form AC-AWS014 or equivalent to be filled and sent to KCAA or appropriate CAA for approval prior to major repair
accomplishment.

Upon completion of the major repair, details of the work carried out must be entered on the Major Repair Record, Form: AC-
AWS014A, which will be part of the operators records and shall be made readily available for inspection by the Authority when
required and a copy shall be submitted to the Authority.

(*) CRS should be cleared ONLY by an Approved AME

Types of Damages:

1. Category A: Damage found is within the SRM or CDL allowable or dispatchable limit with or without repeat inspections:

2. Category B: Damage found is dispatchable provided that a temporary or a time-limited repair be performed as per the
applicable manual

3. Category C – Damages falling under this category are either:

- Not dispatchable as per SRM or CDL allowable damage limits (and/or)
- Outside the applicable SRM repair (and/or)
- NO allowable limits defined in the SRM (and/or)
- NO repair(s) provided in the SRM.

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For Boeing Aircrafts Dents/Buckles and Repair Mapping Diagram Appendix 2

Item Location Station Stringer LH/ Damage Repair/Assessment Repair/ Reference NRC,WO, Status/Remarks
No RH Description Description Assessment Document Techlog No.
Date
1 Fuselage Betw. Betw. LH Dent Dent evaluated and 11/Jun/15 SRM 53-00- NRC0051352 Permanent Closed
BS1016- STR8L- measuring found within limits 01 Fig 103, Cat A
BS1042 STR9L L=5.867” IAW SRM 53-00- Detail G &
W=4.51” 01 Fig 103, Detail Table
Y=0.045” G & Table 102 102(Rev 53
W/Y=100.2 (Rev 53 dated dated
10Mar2015) 10Mar2015)
2 Fuselage Betw. Betw. RH Dent Dent evaluated and 02/Jul/15 SRM 53-00- NRC0051492 Do HFEC
BS1016- STR9L- measuring found within limits 01 Fig 103, inspection within
BS1042 STR10L L=3.5” W=2.5” IAW SRM 53-00- Detail G & 5,000 FCS.
Y=0.135” 01 Fig 103, Detail Table Do DVI every 4,000
W/Y=18.51 G & Table 102 102(Rev 53 FCS.
(Rev 53 dated dated Permanent Repair
10Mar2015) 10Mar2015) before 13,000 FCS
3. Engine N/A N/A LH Dent Damaged Lip Skin 19/06/2017 Repair Order Repair Order Closed
No.1 measuring L= Segment Replaced No:R0645587 No:R0645587
11  5.91” X I.A.W Repair Order Dated
O’clock  W=3.94” X D No:R0645587 28Jun2017,
Position  =0.39” Dated 28Jun2017 EASA From 1

(FLA)  FTN:A570920

For Embraer Aircrafts Dents/Buckles and Repair Mapping Diagram

Item Location Station Stringer LH/ Damage Repair/Assessment Repair/ Reference NRC,WO, Status/Remarks
No RH Description Description Assessment Document Techlog No.
Date
1 Fuselage Betw. Betw. LH Dent measuring Dent evaluated and 11/Jun/15 SRM 53-00- NRC0051352 Permanent Closed
FR18- STR8L- L=5.867” found within limits 01 Fig 103, Cat A
FR19 STR9L W=4.51” IAW SRM 53-00- Detail G &
Y=0.045” 01 Fig 103, Detail Table
W/Y=100.2 G & Table 102 102(Rev 53
(Rev 53 dated dated
10Mar2015) 10Mar2015)
2 Fuselage FR18- Betw. RH Dent measuring Dent evaluated and 02/Jul/15 SRM 53-00- NRC0051492 Do HFEC inspection
FR19 STR9L- L=3.5” W=2.5” found within limits 01 Fig 103, within 5,000 FCS.
STR10L Y=0.135” IAW SRM 53-00- Detail G & Do DVI every 4,000
W/Y=18.51 01 Fig 103, Detail Table FCS.
G & Table 102 102(Rev 53 Permanent Repair
(Rev 53 dated dated before 13,000 FCS
10Mar2015) 10Mar2015)

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 AIRCRAFT STRUCTURAL Ref. No.
DAMAGE ASSESSMENT AND
KQ/XX/Y/TPM
REPAIR STANDARDS
A.S.D.A.R.P FOR ENGINEERING DEVELOPMENT

Structural Damage Assessment Report (SDAR) Appendix 3

Revision 0 Effective: 01 March 2016 Page 15 of 18

 AIRCRAFT STRUCTURAL Ref. No.
DAMAGE ASSESSMENT AND
KQ/XX/Y/TPM
REPAIR STANDARDS
A.S.D.A.R.P FOR ENGINEERING DEVELOPMENT

NRC Appendix 4

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 AIRCRAFT STRUCTURAL Ref. No.
DAMAGE ASSESSMENT AND
KQ/XX/Y/TPM
REPAIR STANDARDS
A.S.D.A.R.P FOR ENGINEERING DEVELOPMENT

CFRR (Configuration and Flight Restriction Record) Appendix 5

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 AIRCRAFT STRUCTURAL Ref. No.
DAMAGE ASSESSMENT AND
KQ/XX/Y/TPM
REPAIR STANDARDS
A.S.D.A.R.P FOR ENGINEERING DEVELOPMENT

Repair and Deviation Record Appendix 6

Revision 0 Effective: 01 March 2016 Page 18 of 18