KEMENTERIAN PERHUBUNGAN

BADAN PENGEMBANGAN SUMBER DAYA MANUSIA PERHUBUNGAN

POLITEKNIK PENERBANGAN MEDAN

TEKNIK INSPEKSI PESAWAT

DAN PENANGANAN PESAWAT

BY: UNGKAP MAJU PURBA, ST, MT

MEDAN, 07 DECEMBER 2021

 OVERVIEW

AIRCRAFT MAINTENANCE HISTORY

MAINTENANCE PROGRAM

TYPE OF DEFECTS

INSPECTION TECHNIC

GENERAL REPAIR METHOD

STRUCTURAL REPAIR METHOD

AGING, FATIGUE AND CORROSION CONTROL PROGRAMMED

MAINTENANCE DATA
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Background
Corrosion is the electrochemical deterioration of a metal because of its chemical reaction with a surrounding
environment. While the aerospace industry is continuously developing new and better materials, progress is offset partly
by a more aggressive operational environment and by the complexity of the corrosion phenomenon, which can take
many different forms. The resistance of aircraft materials to corrosion can drastically change with only a small
environmental change.

Catastrophic Corrosion Events

Corrosion is most often a slow process of material deterioration, taking place over a long period of time. Examples are
general corrosion, pitting, stress-corrosion cracking, environmental embrittlement, and corrosion fatigue and exfoliation.
Corrosion degradation can occur very quickly, in days or even hours, and with catastrophic results. Corrosion thrives on
both the chemical and mechanical aspects of the environment and can cause catastrophic structural failure without
warning.

Corrosion Control Program

The possibility of an in-flight mishap or excessive down time for structural repairs mandates an active corrosion
prevention and control program (CPCP). The operational environment of the aircraft sets the type and aggressiveness of
the program. Aircraft exposed to such environments as salt air, heavy atmospheric industrial pollution, or over-water
operations, will need a more stringent CPCP than an aircraft operating in a dry environment.
FAA AC 43-4B
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Corrosion Control Program
Operators must follow a constant cycle of cleaning, inspection, operational preservation, and lubrication to prevent
corrosion. Prompt detection and removal of corrosion will limit the extent of damage to an aircraft and its components.
The basic philosophy of a CPCP should consist of:
1) Personnel adequately trained in recognizing corrosion, including conditions, detection and identification,
cleaning, treating, and preservation;
2) Thorough knowledge of corrosion identification techniques;
3) Proper emphasis on the concept of all-hands responsibility for corrosion control;
4) Scheduled corrosion inspections;
5) Aircraft washing at regularly scheduled intervals;
6) Routine cleaning or wipe down of all exposed unpainted surfaces;
7) Keeping drain holes and passages open and functional;
8) Scheduled inspections, removals, and reapplications of preservation compounds;
9) Early detection and repair of damaged protective coatings;
10) Periodic thorough cleaning, lubrication, and preservation;
11) Prompt corrosion treatment after detection;
12) Accurate recordkeeping and reporting of material or design deficiencies; and
13) Use of appropriate materials, equipment, and technical publications.
FAA AC 43-4B
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 Corrosion is a natural phenomenon which attacks metal by chemical or electrochemical action and converts it into
a metallic compound, such as an oxide, hydroxide, or sulfate. Corrosion is different from erosion, which causes
destruction by mechanical action. The corrosion occurs because metals tend to return to their natural state. Noble
metals, such as gold and platinum, do not corrode since they are chemically uncombined in their natural state. Four
conditions must exist before corrosion can occur (see Figure 2-1, Simplified Corrosion Cell Showing Conditions which
Must Exist for Electrochemical Corrosion):
1. Presence of an anode, or a metal that
will corrode;
2. Presence of a cathode, a dissimilar conductive
material which has less tendency to corrode;
3. Presence of an electrolyte, a conductive liquid;
4. Electrical contact between the anode and
cathode, which is usually by metal-to-metal
contact, or through a fastener.

FAA AC 43-4B
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Factors Influencing Corrosion
Some factors which influence metal corrosion and the rate of corrosion are the:
1. Type of metal;
2. Heat treatment and grain direction;
3. Presence of a dissimilar, less corrodible metal (galvanic corrosion);
4. Anode and cathode surface areas (in galvanic corrosion);
5. Temperature;
6. Presence of electrolytes (such as hard water, salt water, or battery fluids);
7. Availability of oxygen;
8. Presence of different concentrations of the same electrolyte;
9. Presence of biological organisms;
10. Mechanical stress on the corroding metal;
11. Time of exposure to a corrosive environment; and
12. Lavatory fluids with hard water, salt water, or battery fluids.

FAA AC 43-4B
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Common Corrosive Agents
Substances that cause corrosion of metals are called corrosive agents. The most common of these agents are acids, alkalis,
and salts. The atmosphere and water, the two most common media for these agents, may act as corrosive agents as well.

Acids. In general, moderately strong acids will severely corrode most airframe alloys. The most destructive of these corrosive
agents are sulfuric acid, present in battery acid; halogen acids, such as hydrochloric, hydrofluoric, and hydrobromic acids;
nitrous oxide compounds; and organic acids in human and animal wastes.

Alkalis. Although alkalis are generally not as corrosive as acids, alkali solutions aggressively attack aluminum and magnesium
alloys unless they contain a corrosion inhibitor. Washing soda; potash, of which wood ashes are an example; and lime, with
cement dust as an example, are particularly corrosive to aluminum. However, ammonia, another alkali, is an exception
because aluminum alloys are highly resistant to it.

Salts. Most salt solutions are good electrolytes and can promote corrosive attack. Some stainless steel alloys are resistant to
salt solutions, but aluminum alloys, magnesium alloys, and other steels are extremely vulnerable. It is harmful to expose
airframe materials to salts or salt solutions.

FAA AC 43-4B
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The Atmosphere
Major corrosive agents existing in atmospheric air are oxygen and airborne moisture, both in abundant supply. Corrosion
often results from direct action of atmospheric oxygen and moisture on metal, and additional moisture often accelerates
corrosive attack, particularly on ferrous alloys. However, the atmosphere in industrial and marine environments may also
contain other corrosive gases and contaminants which are unusually corrosive.
 Industrial atmospheres contain many contaminants, but most common are partially-oxidized sulfur compounds. When
these sulfur compounds combine with moisture, they form highly corrosive, sulfur-based acids destructive to most
metals.
 Marine atmospheres contain chlorides such as salt particles or droplets of salt-saturated water. Since salt solutions are
electrolytes, they corrosively attack aluminum and magnesium alloys, which are vulnerable to this type of
environment.

Water
The corrosiveness of water depends on the dissolved minerals, organic impurities, and dissolved gasses, particularly
oxygen, in the water. One characteristic of water which promotes corrosion is conductivity, or the ability to act as an
electrolyte and conduct a current. Physical factors, such as water temperature and velocity, also have a direct bearing on
corrosiveness.

FAA AC 43-4B
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EFFECTS OF CORROSION
 Most metals corrode, but corrosion can be
minimized by using corrosion-resistant metals
and finishes. The principal material in airframe
structures is high-strength aluminum alloy sheet
coated, or clad, with a pure aluminum coating,
called Alclad, which is highly resistant to
corrosive attack.
 However, pitting of the Alclad will occur with an
accumulation of airborne salts or industrial
pollutants, and an electrolyte, such as moisture.
 Once the Alclad surface is broken, rapid
deterioration of the high-strength aluminum
alloy below occurs.
 Other metals commonly used in airframe
structures require special preventive measures
to guard against corrosion, such as non-clad,
high-strength aluminum alloys, steel, and
magnesium alloys.

FAA AC 43-4B
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GENERAL
 The TCH should develop a baseline CPCP, which should be reviewed by EASA. The baseline CPCP is intended to facilitate
the development of a CPCP by an operator for their maintenance programme.
 The operator should include a CPCP in the maintenance programme, and where a TCH baseline CPCP exists, it should be
taken into account in the development of the operator’s CPCP. The operator should show that the CPCP is
comprehensive in that it addresses all the corrosion likely to affect primary structure, and systematic in that:
(a) it provides step-by-step procedures that are applied on a regular basis to each identified task area or zone; and
(b) these procedures are adjusted when they result in evidence that corrosion is not being controlled to an established
acceptable level (Level 1 or better).

Level 1 corrosion is:

 Damage occurring between successive inspections that is within the allowable damage limits; or
 Damage occurring between successive inspections that does not require structural reinforcement, replacement or new
damage-tolerance-based inspections; or
 Corrosion occurring between successive inspections that exceeds the allowable limits but can be attributed to an event
not typical of operator usage of other aircraft in the same fleet; or
 Light corrosion occurring repeatedly between inspections that eventually requires structural reinforcement,
replacement, or new damage-tolerance-based inspections.

AMC 20-Amdt20
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Baseline CPCP
 The objective of a baseline CPCP is to establish requirements for control of corrosion of aircraft structure to Level 1 or
better for the operational life of the aircraft.
 The baseline CPCP should include the basic task, implementation thresholds, and repeat intervals. The baseline CPCP
should also include procedures to notify the competent authority of the findings and data associated with Level 2 and
Level 3 corrosion and the actions taken to reduce future findings to Level 1.

Level 2 corrosion
 Any corrosion finding that exceeds Level 1, requiring a review of the operator’s CPCP effectiveness, but that is not
determined to be Level 3. The operator is responsible for making the initial determination of the corrosion level, and this
may subsequently be adjusted based on consultation with the DAH.
 A finding of Level 2 corrosion requires repair, reinforcement, or complete or partial replacement of the applicable
structure, or revised fatigue and damage tolerance inspections.

Level 3 corrosion
 The corrosion occurring during the first or subsequent accomplishments of an inspection task that the operator or
subsequently the TCH or competent authority determines to be an urgent airworthiness concern.
Note: If Level 3 corrosion is determined at the implementation threshold or any repeat inspection, then it should be
reported. Any corrosion that is more than the maximum acceptable to the DAH or EASA must be reported in accordance with
the current regulations. This determination should be conducted jointly with the DAH. AMC 20-Amdt20
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Baseline CPCP considerations
To establish an effective baseline CPCP, consideration of
the following is necessary:
a. the flight and maintenance history of the aircraft
model and perhaps similar models;
b. the corrosion properties of the materials used in the
aircraft structure;
c. the protective treatments used;
d. the general practice applied during construction and
maintenance; and
e. local and widespread corrosion* (see Figure A4-1).

AMC 20-Amdt20
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TCH-developed baseline CPCP
During the design development process, the TCH should
provide a baseline CPCP as part of the ICA.
The TCH initially evaluates the service history of
corrosion available for aircraft of similar design used in
the same operational environment. Where no similar
design with service experience exists, those structural
features concerned should be assessed using the
environmental damage approach of ATA MSG-3. The TCH
develops a preliminary baseline CPCP based on this
evaluation.
The TCH then convenes a working group consisting of
operator technical representatives and representatives
of the participating competent authorities. The working
group reviews the preliminary baseline CPCP to assure
that the tasks, implementation thresholds and repeat
intervals are practical and assure the continued
airworthiness of the aircraft. Once the working group
review is complete, the TCH incorporates the baseline
CPCP into the ICA (see Figure A4-2). AMC 20-Amdt20
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Operator-developed CPCP
Exceptionally, there may be instances where the TCH does not provide a baseline CPCP. In such instances, an operator may develop
their CPCP without using a baseline CPCP, as long as the operator-developed CPCP is consistent with the requirements. It would be
beneficial for an operator developing their own CPCP to consult other operators of the same or similar aircraft models in order to
broaden the service experience available for use in preparing their programme. When a TCH-prepared baseline CPCP is unavailable,
a group of operators may prepare a baseline CPCP from which each operator in the group will develop their CPCP.

(a) Operator-developed baseline CPCP

An operator-developed baseline CPCP should particularly focus on the areas of the aircraft prone to corrosion, such as:
(i) exhaust trail areas,
(ii) battery compartments and battery vent openings,
(iii) areas surrounding lavatories, buffets and galleys,
(iv) bilges,
(v) fuselage internal lower structure,
(vi) wheel wells and landing gear,
(vii) external skin areas,
(viii) water entrapment areas,
(ix) engine frontal areas and cooling air vents,
(x) electronic or avionics compartments, and
(xi) flight control cavities open during take-off and landing.
AMC 20-Amdt20
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Note: CPCPs for large transport aeroplanes were developed based on a triad amongst the Airworthiness Authorities, DAHs,
and the operators for the particular aeroplane model. If operator(s) were to develop a CPCP, they may want to follow the
example of the large transports.

AMC 20-Amdt20
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(b) Individual Operator Developed CPCP.
An operator may develop their CPCP without reference to a baseline CPCP only when a baseline CPCP does not exist.
The CPCP should be consistent with the requirements of the applicable operating rules.
Any operator who develops their own CPCP without a baseline CPCP, should review all available corrosion-related
service data on the individual aircraft model and similar design details in similar aircraft models when the operator’s
data and the service difficulty report data show no entries.

Continuous analysis and surveillance

The operator’s continuous analysis and surveillance system should contain procedures to review corrosion inspection
task findings and establish corrosion levels. These procedures should provide criteria for determining if findings that
exceed allowable limits are an isolated incident not typical of the operator’s fleet.
The operator’s programme should also provide for notifying the competent authority whenever a determination of Level
2 or Level 3 corrosion is made.
Due to the potential urgent airworthiness concern associated with a Level 3 finding, the operator’s procedures should
provide for notification as soon as possible but no later than 3 calendar days after a Level 3 determination has been
made.

AMC 20-Amdt20
 7 SCHEDULED MAINTENANCE
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Line Maintenance Program
ATR 72
07
NO TYPE SCHEDULED INTERVAL ACTIVITY
MAINTENANCE
1 Pre flight check Prior to First Flight Walk around check by GVI to check the condition of
fuselage (lower, upper , tail), radome, empennage,
powerplant, wing surfaces, landing gear, flight
compartment
2 Daily Check Daily, after the last flight of the Check the batteries voltage, crew oxygen, AFML and DMI,
day or once every 24 elapsed aircraft document, emergency equipment, pitot tube,
clock hours (ECH). landing gear, wings, propeller, powerplant, fuselage,
operational test of engine fire detection
3 Line Check (LC) 2 calendar days, means that next Check hydraulic fluid level, tire pressure, brake wear
due time is any time in day 3, if indicator, operational test of antiskid system, operational
previous accomplishment test of annunciator light system,
done any time in day 1.
4 Weekly Check 7 calendar days, means that next Drain water from fuel tank, GVI of landing gear, servicing
due time is any time in day 8, if and cleaning de-icer on inner wings, check PEC display,
previous accomplishment check powerplant, check oil cooler flap by DVI, check the
done any time in day 1. spare lamps
 7 SCHEDULED MAINTENANCE
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Blocked Maintenance Program
ATR 72
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NO TYPE SCHEDULED INTERVAL ACTIVITY
MAINTENANCE
1 A check 750 FH FOR 1A:
(1A, 2A, 3A, 4A) General visual inspection of flight and forward
Avionics compartment, fwd passenger/cargo compartment, passenger
compartment (fwd, mid, aft), lavatory and aft cargo compt, fuselage.
2 C Check 5000 FH FOR 1C:
(1C, 2C, 3C, 4C) Cleaning and lubrication of quick release Mechanism, hinge points on landing
gear, cleaning of door drain holes, lubrication of service door mechanism,
lubrication of internal door mechanism and Balance mechanism hinge points,
replacement of pack hoses, operational test of overboard valve through
Exhaust mode push button, cleaning of the main distribution duct outlet,
functional test of excessive cabin altitude Warning, functional test of the cabin
altitude pressure Measurement, Perform leak test of the heat exchanger, the
condenser, removal of heat exchangers condenser for cleaning and leak test,
functional test of dynamometric rod load Override, operational test of hot mike
function, operational test of cockpit voice recorder (CVR), etc.
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Aircraft Documentation means all

logs, manuals, certificates, data and
inspection, modification, repair, and
overhaul records which are required
to be maintained with respect to
the Aircraft under the Maintenance
Program or by the Relevant Aviation
Authority.
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7 MANUFACTURER DOCUMENTATION
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