Inspeccion y Evaluacion de Daños Estructurales Boeing 737

14 de octubre de 2014 1
TIPOS DE
INSPECCION
SRM 51-00-06
GENERAL
TIPOS DE INSPECCION
General Visual (Surveillance) Inspection (GVI)
Detailed Inspection (DET)
Special Detailed (Non-Destructive Testing) Inspection (SDI):
 Eddy Current (HFEC – MFEC - LFEC)

 Ultrasonic
 Resonance Frequency (TAP TEST)
 X-Ray
 Magnetic Particle
 Penetrant
CLASIFICACION
DE
REPARACIONES
SRM 51-00-06
GENERAL
CLASIFICACION DE REPARACIONES B737
Repairs that have been evaluated and analyzed for

damage tolerance capability and are classified as
Category A, B, or C repairs.
Repairs which are not critical for damage tolerance

and are classified as permanent, interim, or time-
limited, based on the expected durability of the repair.
CLASIFICACION DE REPARACIONES B737
Category “A” Repair: A permanent repair for which the

inspections given in the Maintenance Planning Data (MPD)
document, are sufficient and no other actions are necessary.
Category “B” Repair: A permanent repair for which

supplemental inspections are necessary at the specified
threshold and repeat intervals.
Category “C” Repair: A time-limited repair which must be

replaced and reworked within a specified time limit. Also
supplemental inspections can be necessary at a specified
threshold and repeat interval.
REPARACIONES NO CRITICAS POR TOLERANCIA DE DAÑOS
Permanent Repair: A repair where no action is necessary

except the operator’s normal maintenance.
Interim Repair: A repair that has the necessary structural

strength and could stay on the aircraft indefinitely. The repair
must be inspected at specified intervals and replaced if
deterioration is detected or damage is found.
Time-Limited Repair: A repair that has the necessary structural

strength but does not have sufficient durability. This repair must
be replaced after a specified time, usually given as a number of
flight cycles, flight hours or a calendar time.
CLASIFICACION
DE DAÑOS
SRM 51-10-02
Inspección y
Remoción de Daños
INSPECCION Y REMOCION DE DAÑOS
NOTAS GENERALES
 Asegurarse de dirigirse al Capitulo – Seccion – Topico

aplicable para "Allowable Damage" en los Capitulos 52 al
57 del SRM para los correctos limites de retrabajo.
 Use buen juicio para encontrar el tipo de daño y un estimado

de los cambios de area de cross-sectional, por una
inspeccion visual del area especificada.
 Mida el daño o su combinacion , con su correcta

profundidad y largo.
CLASIFICACION DE DAÑOS SEGÚN SRM
"Allowable Damage" es definido como un daño que se permite

con ninguna otra restriccion de vuelo.
"Repairable Damage" es definido como un daño que puede ser

retrabajado o reparado.
"Replacement of Damaged Parts" es definido como un daño

en donde las partes deben ser reemplazadas.
DEFINICION DE TIPOS DE DAÑOS SEGÚN SRM
Abrasion: A damaged area that is the result of scuffing, rubbing,

or other surface erosion. This type of damage is usually rough
and has an irregular shape.
Corrosion: Damage that is the result of a complex electro-

chemical action, and gives a crosssectional area change. The
depth of this damage must be determined by a cleanup or a
removal operation. This type of damage occurs on the surfaces,
hole bores, or edges of structural elements.
Crack: A partial fracture or a full brake in the material that causes

a significant cross-sectional area change. This damage usually
has an irregular line and is often the result of fatigue in
thematerial.
Crease: A damaged area that is depressed or folded back so

that its boundaries are sharp or with well defined lines or ridges.
Consider a crease to be equal to a crack.
Delamination: A type of disbond that occurs between adjacent

plies of material. If an allowable damage section or repair section
does not give limits for disbonds, then use the limits specified for
delaminations.
Dent: A damaged area that is pushed in from its normal contour

with no change in the crosssectional area of the material. The
edges of the damaged area are smooth. This damage is usually
caused by a hit from a smoothly contoured object. The length of
the dent is the longest distance from one end to the other end.
The width of the dent is the second longest distance across the
dent, measured at 90 degrees to the direction of the length.
Disbond: A disbond occurs when there is a separation between

two or more plies of bonded material. Also a disbond occurs
when there is a separation between a bonded skin and core. A
disbond does not have to occur across the full surface. If an
allowable damage section or repair section does not give limits
for disbonds, then use the limits specified for delaminations.
Gouge: A damaged area where the result is a cross-sectional

change caused by a sharp object and gives a continuous, sharp
or smooth groove in the material.
Hole: A puncture or cut-out that is fully surrounded by

undamaged material. Other types of damage can be removed by
making an oversized hole or a hole that has an irregular shape, if
this hole stays in the allowable damage limits or can be repaired
with an approved procedure.
Nick: A local gouge with sharp edges. You can consider a series
of nicks in a line pattern to be equal to a gouge.
Puncture: A puncture is damage that goes fully through a part

thickness and has no regular shape. For example, a puncture
can occur when a part is hit by a sharp object. A repair of the
damage must be less than the allowable damage limits. Refer to
the applicable chapters in the Structural Repair Manual for the
allowable damage limits and the approved repair procedures.
Scratch: A line of damage in the material where the result is a

cross-sectional area change. This damage is usually caused by
contact with a very sharp object.
BOSQUEJO DEL
SRM
SRM
INTRODUCCION
USO DEL SRM
USO DEL SRM
This manual was made as specified in the Air

Transport Association Specification 100 - Specification
for Manufacturer’s Technical Data. The data in this
manual which has an important effect on the airplane
structure is approved by the Federal Aviation
Administration.
USO DEL SRM
SRM CHAPTER NUMBERS AND TITLES

Chapter Number Title
51 Standard Practices and Structures-General
52 Doors
53 Fuselage
54 Nacelles/Pylons
55 Stabilizers
56 Windows
57 Wings
USO DEL SRM
CHAPTER-SECTION NUMBERS AND TOPIC, FIGURE, AND PAGE NUMBERS FOR

TITLES FOR CHAPTERS 53 CHAPTERS 52 THRU 57
CHAPTER SECTION TITLE CHAPTER 52-57 FIGURE NUMBER PAGE NUMBER
NUMBER TOPIC
53-00 General General Figure 1-99 Page 1-99
Information
53-10 Seccion 41
Identification Figure 1-99 Page 1-99
53-30 Seccion 43 General
53-40 Seccion 44 Allowable Figure 101-199 Page 101-199
53-60 Seccion 46 Damage General
53-70 Seccion 47 Repair General Figure 201-999 Page 201-999
53-80 Seccion 48
USO DEL SRM
USO DEL SRM
IDENTIFICAR EL MATERIAL DE LA PARTE DAÑADA
ENCONTRAR LA DATA DE DAÑOS PERMISIBLES PARA LA

ESTRUCTURA DAÑADA.
ENCONTRAR LA DATA DE LA REPARACION PARA LA

ESTRUCTURA DAÑADA.
IDENTIFICACION
DE ESTRUCTURA
SRM 51-00-04
Estructura Primaria y
Secundaria
IDENTIFICACION DE ESTRUCTURA B737
AREAS DE SUAVIDAD AERODINAMICA B737
IDENTIFICACION DE ZONAS PARA DAÑOS PERMISIBLES B737
EVALUACION SCRATCH EN FUSELAJE B737
EVALUACION DE DENT EN FUSELAJE B737
DAÑOS
PERMISIBLES FAN
BLADES
AMM 72-21-02
Fan Blade Inspection
DAÑOS PERMISIBLES EN FAN BLADES
EJERCICIOS
EVALUACION
DAÑOS
SRM 53-00-01
Fuselage Skin Dent
IDENTIFICACION DEL AREA DE RETRABAJO
MEDICION DE DESGASTE DESPUES RETRABAJO
PASO A PASO EVALUACION DENT ZONA 1
(SRM 53-00-01)
(SRM 53-00-01)
(SRM 53-00-01)
PASO & PASO EVALUACION DENT SRM 57-53-01 Fig 2
1° PASO
IDENTIFICACION
DEL MATERIAL
DAÑADO
PASO & PASO EVALUACION DENT SRM 57-53-01 Fig 2
1° PASO
IDENTIFICACION
DEL MATERIAL
DAÑADO
PASO & PASO EVALUACION DENT SRM 57-53-01
2° PASO
EVALUACION DE
DAÑADOS
PERMISIBLES
DAÑOS EN
FUSELAGE
SRM 53-00-01
Airplane Operation
Limits
DAÑOS PERMISIBLES FUSELAGE SKIN SRM 53-00-01
5. Airplane Operation Limits
A. If there is fuselage skin damage, airplane operation limits can be necessary.

(1) Find the applicable area in Damage Dimensions for the Fuselage Skin, Figure
104/ALLOWABLE DAMAGE 1 for the length and depth of the damage in all 20-
inch by 20-inch square areas of the fuselage skin.
(a) The depth of the damage shown in Damage Dimensions for the Fuselage
Skin, Figure 104/ALLOWABLE DAMAGE 1 is given as a percentage of the
initial skin thickness.
1) When you calculate the damage depth, use the skin thickness given in the
applicable engineering drawings. Do not include doublers. Include only the
single layer of a bonded skin assembly from which material is removed.
(b) Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE
DAMAGE 1, Detail A is applicable to damage in fuselage skin allowable
damage Zone 1. Refer to Allowable Damage Zones, Figure
102/ALLOWABLE DAMAGE 1 for the definition of the fuselage skin zones.
(c) Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE
DAMAGE 1, Detail B is applicable to damage in fuselage skin allowable
Zones 2 and 3. Refer to Allowable Damage Zones, Figure 102/ALLOWABLE
DAMAGE 1 for the definition of the fuselage skin zones.
DAÑOS PERMISIBLES PIEL FUSELAGE SRM 53-00-01
5. Airplane Operation Limits( cont.)
(d) Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE

DAMAGE 1 is applicable to:
1) Cracks
2) Nicks, Scratches, Gouges, and Corrosion
3) Holes and Punctures.
(e) Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE
DAMAGE 1 is not applicable to:
1) Dents
2) Wrinkles or Buckles.
(2) Refer to Table 102/ALLOWABLE DAMAGE 1 to find the damage
treatment and permitted airplane operations for the area you found in
Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE
DAMAGE 1.
TABLE 102
DAÑOS PERMISIBLES PIEL FUSELAGE SRM 53-00-01 TABLE 102 (cont)
FIGURE 104
FIGURE 104
DAÑOS EN
FUSELAGE
SRM 53-00-01
Lightning Strike
DAÑOS PERMISIBLES PIEL FUSELAGE SRM 53-00-01 LIGHTNING STRIKE
D. For allowable damage for heat damage due to Lightning strike do as follows:
NOTE: These limits are applicable to all Zones of the aircraft.
(1) Do the following general inspections:
(a) Do a detail visual inspection of the damage with a minimum of 10X magnification in a 3
inch radius area around the damage to make sure there are no cracks.
(b) Do a general visual inspection of the skin within a 20 inch radius around the damage to
make sure there are no cracks or corrosion.
(2) For lightning strike damage to the fuselage skin away from fasteners, you can operate the
airplane for 350 flight cycles if you meet the following conditions:
(a) The lightning strike damage is equal to or less than 0.250 inch in diameter,
(b) The distance between any two lightning strike damages is greater than 3 inches, and
(c) The lightning strike damage is a minimum of 1 inch away from an edge of a part or
fasteners.
(d) No skin material is missing.
(3) For lightning strike damage to the fuselage at fasteners you can operate the airplane for up to
350 flight cycles if you meet the following conditions:
(a) The damage at a fastener is within the damage rating limits given in Figure 103, Details L,
M, N, and O.
(b) You do a close visual inspection to the damage area to make sure there are no exposed
countersink fasteners or further damage.
(c) You apply all initial production drawing finishes as necesary.
(4) You must do the repair given in 53-00-01, REPAIR 13 at or before 350 flight cycles for all
lighting strike damages.
Principios Basicos – Perspectiva
El ojo/cerebro necesitan pistas
Visuales para determinar perspectivas.
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14 de octubre de 2014 1

General Visual (Surveillance) Inspection (GVI)

Detailed Inspection (DET)

Special Detailed (Non-Destructive Testing) Inspection (SDI):

 Eddy Current (HFEC – MFEC - LFEC)

Repairs that have been evaluated and analyzed for

Repairs which are not critical for damage tolerance

Category “A” Repair: A permanent repair for which the

Category “B” Repair: A permanent repair for which

Category “C” Repair: A time-limited repair which must be

Permanent Repair: A repair where no action is necessary

Interim Repair: A repair that has the necessary structural

Time-Limited Repair: A repair that has the necessary structural

 Asegurarse de dirigirse al Capitulo – Seccion – Topico

 Use buen juicio para encontrar el tipo de daño y un estimado

 Mida el daño o su combinacion , con su correcta

"Allowable Damage" es definido como un daño que se permite

"Repairable Damage" es definido como un daño que puede ser

"Replacement of Damaged Parts" es definido como un daño

Abrasion: A damaged area that is the result of scuffing, rubbing,

Corrosion: Damage that is the result of a complex electro-

Crack: A partial fracture or a full brake in the material that causes

Crease: A damaged area that is depressed or folded back so

Delamination: A type of disbond that occurs between adjacent

Dent: A damaged area that is pushed in from its normal contour

Disbond: A disbond occurs when there is a separation between

Gouge: A damaged area where the result is a cross-sectional

Hole: A puncture or cut-out that is fully surrounded by

Puncture: A puncture is damage that goes fully through a part

Scratch: A line of damage in the material where the result is a

This manual was made as specified in the Air

SRM CHAPTER NUMBERS AND TITLES

CHAPTER-SECTION NUMBERS AND TOPIC, FIGURE, AND PAGE NUMBERS FOR

53-70 Seccion 47 Repair General Figure 201-999 Page 201-999

IDENTIFICAR EL MATERIAL DE LA PARTE DAÑADA

ENCONTRAR LA DATA DE DAÑOS PERMISIBLES PARA LA

ENCONTRAR LA DATA DE LA REPARACION PARA LA

A. If there is fuselage skin damage, airplane operation limits can be necessary.

5. Airplane Operation Limits( cont.)

(d) Damage Dimensions for the Fuselage Skin, Figure 104/ALLOWABLE

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