INTRODUCTION TO

Aircraft Structure Repair

Manual
for Dummies

AVT-2018-02-2023
(SRM)
Property of Aviatech
 Structural Repair
Manual

Introduction:
Manufacturers publish SRM to provide data for structural maintenance of commercial
airplanes which have sustained structural damage.
BS- BODY STATION ABBRIVIATIONS
BBL or BL - BODY (Fuselage) Buttock Line.
Distance in a horizontal plane measured from vertical centerline WS -WING STATION. A PLANE
EM - EDGE MARGIN
PERPENDICULAR TO WING
ED - EDGE DISTANCE
CHORD PLANE AND REAR SPAR
PD - PITCH DISTANCE
WBL - WING BUTTOCK LINE. A MEASURED FROM
TP - TRANSITION PITCH DISTANCE
PLANE NORMAL TO WING INTERSECTION
FSS - FRONT SPAR STATION
HT - HEAT TREAT CHORD PLANE AND PARALLEL OF LEADING EDGE AND BL 0.
LE - LEADING EDGE TO BODY CENTERLINE. IT STA -STATION
MAX - MAXIMUM IS MEASURED FROM RBL- RIGHT BUTTOCK LINE
MIN - MINIMUM INTERSECTION OF WING LBL- LEFT BUTTOCK LINE
RH - RIGTH HAND
NAC WL - NACELL WATERLINE CHORD PLANE AND BL 0.
RSS - REAR SPAR STATION LH - LEFT HAND
WL -WATERLINE DISTANCE MEASURED S or ST - STRINGER
TE - TRAILING EDGE
PERPENDICULAR FROM A FWD - FORWARD
TYP – TYPICAL
STD - STANDARD HORIZONTAL PLANE LOCATED AFT - TOWARDS THE BACK OF
1st OS - FIRST OVERSIZE 148.5 INCHES BELOW BOTTOM
THE AIRCRAFT
2nd OS - SECOND OVERZIE OF BODY. F, FR, FRM - FRAME

Cum Line: CUMULATIVE LINE this can be seen MOSTLY in Sevice bulletins it means Manufactured parts/or
Aircraft of the Same Series 1 thru a particular higher number of Manufactured parts. Alos Called
Manufacturers Serial Number (MSN)
CHAPTERIZATION
In Accordance with the ATA specifiaction No. 100, The materials presented in this manual is divided into seven
chapters.

• 51 -Standard Practices
• 52 - Doors
• 53 - Fuselage
• 54 - Nacelles and Pylons
• 55 - Stabilizers
• 56 - Windows
• 57 - Wings

SECTION
NUMBERING:
Chapter numbers are sub-divided into section numbers. In some instances specific section number allocations
are made cater for structural varations between model differences.
 Note: SAMPLE
Chapter 51 ONLY
Chapter 51 deals with those subjects which are general in nature to the entire structure of the airplane .
It is arrange to allow maximum utilization of common data. the assigned numbers are as follows.
CHAPTER SECTION

NUMBER Nomenclature

• 51-00 GENERAL
• 51-10 INVESTIGATION, CLEAN UP OF DAMAGE AREA AND AERODYNAMIC SMOOTHNESS
• 51-20 PROCESSES AND PROCEDURES
• 51-30 MATERIALS
• 51-40 FASTENERS
• 51-50 SUPPORT OF AIRPLANE FOR REPARAND SYMMETRY CHECK
• 51-60 CONTROL SURFACE BALANCING
• 51-70 REPAIRS
 SUBJECT NUMBERING :

Subject numbers within the chapter/ section structure of chapter 51 will be

assigned sequentially

In chapter 52 thru 57 a consisten numbering system will be applied .

The subject numbers that have been assigned are shown below. Each section will only use
the subject number -
applicable to the structural elements that are described in the section.

This will mean that the subject number are not necessarily sequential.But it is
anticipated that regular manual users -
will become familiar with the consistent number system and will be able to turn
directly to their area of interest.
 NOTE : ATA CHAPTERS ARE ALL THE SAME
Subject number assignment: FOR BOEING AND AIRBUS. But there are some Section
Chapters 52 thru 57 and Subject Numbering that are not the same with both
Manufacturer's User Manual
5X-XX-00 GENERAL

• -01 SKINS AND PLATES

• -02 STRUCTURE COMPLETE
• -03 STRINGERS AND SKIN STIFFENERS
• -04 INTERCOASTALS
• -05 LONGERONS
• -06 FORMERS
• -07 FRAMES
• -08 BULKHEADS
• -09 RIBS
• -10 SPARS
• -11 INTERMEDIATE AUXILLIARY AND SUBSPARS
• -12 KEEL STRUCTURE
• -13 BEAM
• -14 LANDING GEAR SUPPORT STRUCTURE
• -15 DOOR SORROUND STRUCTURE
• -16 EDGE MEMBERS
• -17 THRU
• -29 NOT USED
 ATA
CHAPTER
SECTION NO.

SUBJECT NO.
SERVICE BULLETIN
(SB)
DAMAGE AREA/ REPAIR
AREA
 CUMULATIVE LINE-
PARTS Which from the 1st unit
Manufactured to or thru the
given next Part(s)
manufactured
IN WHICH THIS REPAIR OR SERVICE BULLETIN
IS EFFECTIVE
 IN AIRBUS CUMULATIVE LINE (CUMLINE) IS TRANSLATED TO
MANUFACTURER SERIAL NUMBER

BOEING USES CUMLINE want to know WHY???

WELL ..... CALL BOEING and ASK THEM!
SERVICE BULLETIN NUMBER
Everything has to be organized

LOCATION WITHIN THE CHAPTER

WHAT ATA CHAPTER IS

THIS??????????
 THIS BLACK LINE IS CALLED A
REVISION LINE OR REVISION BLOCK

This will tell you if there were any changes

or REVISED things within the SRM
NOTE: Always be on a look out for REVISION LINE/BLOCK

CAN YOU SPOT THE REVISIONED PART????

 LEGENDS
legends are key symbols which helps the reader to
identify what is being instructed,
Identify, Specifications and etc..
Examples of legends:
 Examples of legends:
LEGENDS or Key symbols are Case Sensitive

A B C Alphabet in a box
a is not = A
A is not Equal to A

I , II , III, IV, V, III is not = 3

VI Roman Numeral
so on and so
on.......
1, 2, 3, 4, 5 ,6 Numbers

A, B, C, D, E, F Alphabets Upcase

a, b, c ,d, e, f Alphabets Lowcase

(a) [b] and some others

These are legends as well:
The Highlighted are Fasteners Part No.
DAMAGE
Damage Classification
The term "DAMAGE" includes any and every type of permanent deformation or alteration to any cross-section of a structural component .
Deformation or Alteration to the cross-section of a structural component results from many causes, which can be generally categorized
into four main groups:

• Mechanical Action ( GROUP A )

• Chemical or Electrochemical Reaction (GROUP B)
• Thermal Action or Cycling (GROUP C )
• Inherent Metallurgical Characteristic (GROUP D )
Examination of Damage
Examine the type or extent of the damage, to determine the damage category.
Removal of all unwanted material from the surface of the damage component. Cut out all broken, bent, heated or badly damage
areas of the component. Remove all those rivets, 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 cause by transmission of force may be located some distance from the impact, Resulting in structure deformation, drawn
rivets or bolt holes.

if misalignment or twisting of the aircraft structure is suspected, alignment and/or leveling must be carried out
 DAMAGE
CATEGORIES

• Non allowable damage

Damage which exceeds the "Allowable Damage" limits can be repaired by cutting out the damaged are of a structural component and inserting or attaching
reinforcing piece, These specific repair are to be found in each chapter of the manual

• Non repairable damage

Non-repairable damage is defined as damage to structural components, which cannot be repaired and where replacement of the complete component is
recommended as repair is not practical or economical.
Refer to Chapter 51 for 'Replacement of Structural Components"

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

• Repairable damage
The damage must be classified either as "Allowable damage" or as Damage which requires a repair

• Allowable Damage
Allowable damage is defined as a minor damage which does not affect the structural integrity or decrease the function of a component. Allowable damage Values specified in
each chapter are be definition established in such way that damage within that limit does not require a structural repair during the design life goal of the aircraft, for example
48000 flight cycles. Although no structural repair is necessary, it does not mean that no action has to be taken. Minor repairs, such as BLEND OUT of a scratch or restoration
of PROTECTIVE TREATMENT (ex. ZINC CHROMATE PRIMER/ ALODINE / CIC) is Generally required.
Clean the area before examination in order to see if the damage is within allowable limits.

For Example, in the case of Corrosion, you first remove the corrosion (Removing corrosion also includes allowable material gauge/depth to be remove it depends) and then
examine the extent of the damage.
Compare the extent of the damage with allowable damage limits.
Operating limits are defined as limit for aircraft operation with damage
beyond allowable damage defined above. Example of acceptable aircraft operation: BEFORE XX FLIGHT CYCLES.
DOCUMENTATION
Supplementary Job Card
Documentation is very important when it comes to maintenance.

You will record the task on hand, Like removal of components, parts etc…
You will record Damages found, if allowable or not allowable
You will record all the action taken.