STRUCTURAL REPAIR MANUAL

CLASSIFICATION - REPAIR APPROVAL

1. General
A. Current regulations require that structure repair design is subject to
approval. To this effect all repairs to the structure must be done in
accordance with data acceptable to the operator's Airworthiness AuthoriÈ
ties.
Acceptable data may include:
- aircraft type relevant SRM,
- Airbus approved repair drawings or repair instructions,
- Airline developed data approved by Airbus,
- Airline developed data.
B. In the case of repairs beyond approved documentation (i.e. SRM limits
etc), specifically to primary structure, including PSE's, it is recomÈ
mended that Airbus approval is obtained to ensure that the applicable
airworthiness requirements are met.
C. In certain countries the operators authorities request that the design of
repairs is approved by the primary airworthiness authority (the authority
who made the aircraft type certification).
D. The Airbus Repair approval procedure complies with the European RegulaÈ
tion No.1592/2002 and the Commission Regulation for implementation rules
No.1702/2003 with particular respect to the relevant articles of its anÈ
nex Part 21A and to the Acceptable Means Of Compliance And Guidance MaÈ
terial to Part 21 as per Decision No.2003/01/RM of the European Aviation
Safety Agency (EASA).
E. Mention to Part 21 in all the of this chapter refers to this annex Part
21A of Implementation rule No.1702/2003.
F. Today the data approved in accordance with this procedure are accepted
in USA under the FAA/DGAC Implementation Procedures, Page 46, pending an
agreement between the USA and the European Communities.
G. Airbus holds a 'Design Organization Approval' (DOA) from EASA and is auÈ
thorized, through the Airbus Office of Airworthiness, to approve the
Structure Repair Manual (SRM) and Service Bulletins as indicated in the
first pages of these documents. In case the instructions included in the
above documents are not sufficient or are not applicable to design a reÈ
pair for a particular structure damage, Airbus can be contacted to esÈ
tablish and provide the repair design and associated approval. Airbus is
also authorized to approve minor and major repair design.
H. This EASA approval shall be recognized by the Authorities of the operaÈ
tor.

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2. Airbus Repair Design Approval Procedure

A. The repair design approval is provided by means of the ’Repair Design
Approval Sheet’ (RAS). This is the official Airbus repair design approvÈ
al document.
B. It shows compliance with the applicable regulation. It is provided when
Airbus has been asked to develop a specific repair design or has been
asked to agree on a specific repair design not established by Airbus.
C. This document covers only design aspects and excludes workmanship asÈ
pects. It is prepared only for a specific aircraft or component solely
on the basis of the information supplied to Airbus. It is not to be
used for any other aircraft or component or any other purpose, other
than that for which it is supplied, without the written approval of AirÈ
bus.
D. The RAS is the offical Airbus repair approval document. The RAS form is
shown in Figure 1.
E. The RAS provides a summarized record of:
- Affected aircraft or removable component
- Damage description and location
- Repair solution
- Repair classification
- Repair justification references
- Repercussions on the maintenance program
- Stress and/or design authorization
- Airworthiness Authority approval
F. RAS Issuance.
(1) The RAS is issued to the operators for all structural repair cases
beyond the published limits of an Airbus document, e.g.: SRM, SB,
AMM. This includes temporary repairs. Change to a repair design reÈ
quires a new RAS issuance.
G. RAS for Non-Repairable Damage.
(1) The RAS is also issued when the damage beyond published limits is
not repaired, e.g. dent or crack left unrepaired. This is done in
order to certify that the unrepaired structure satisfies the relevant
airworthiness criteria.
H. Change to an issued RAS.
(1) A changed RAS must be raised in issue. For RAS’s generated from AIB
Structure Damage Management System (SDMS), also called electronic
RAS’s, a new reference number will be issued together with a stateÈ
ment of superseding the previous SDMS RAS reference.
I. Repair Classification.

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(1) Classification of the repair design is an Airworthiness requirement

(see Part 21A.435). A repair design is classified as 'major' or 'miÈ
nor' in accordance with Part 21A.91.
J. Classification Airworthiness Requirement.
(1) The classification complies with Part 21A.91:
Changes in Type Design are classified as minor or major. A "minor
change" is one that has no appreciable effect on the weight, balÈ
ance, structural strength, reliability, operational characteristics,
or other characteristics affecting the airworthiness of the product.
All other changes are "major changes".
K. Maintenance Tasks and Classification.
(1) If there is a defined inspection task which is deemed to have no
"appreciable" influence on airworthiness then such a Minor repair reÈ
mains with a minor classification, i.e. for Minor repairs with inÈ
spection tasks that monitor non-fatigue critical areas for corrosion,
wear, accidental damage during a certain period, etc.
L. The Airbus Classification Guidelines.
(1) The Airbus classification guidelines are based on the flow chart deÈ
veloped by the Air Transport Association of America (ATA). This flow
chart has been adapted by Airbus on a specific chart (Refer to FigÈ
ure 3), which should be used together with the explanatory notes.
M. RAS Approval.
(1) The justifications and classification are checked by the Office of
Airworthiness of Airbus who then endorse the RAS.
For minor repair, the repair design is given a definitive approval.
(2) Major repairs for which extensive fatigue and damage tolerance calÈ
culations/justifications are required, the repair design approval may
be provided in two steps - an interim approval followed by definiÈ
tive approval.
(3) An interim approval of major repair may be provided pending a full
fatigue and damage tolerance evaluation. The Office of Airworthiness
of Airbus endorses the interim approval on the RAS for period until
the fatigue and damage tolerance evaluation is complete (see Figure
1, area 3). This allows the aircraft to return to service. The maxiÈ
mum interim period is currently set to six months.
(4) For the definitive approval of major repairs, the fatigue and damage
tolerance justification must be complete within the interim period.
The fatigue and damage tolerance justifications and classification
are checked by the Office of Airworthiness of Airbus who then enÈ
dorse the dossier. Following the definitive approval, specific mainÈ
tenance requirements may be included in the RAS to maintain continued
airworthiness as a result of the fatigue and damage tolerance evaluÈ
ation. Recording and follow up of these repairs is needed to ensure
that any additional maintenance requirements are taken into account.

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This follow up is not under Airbus responsibly and should be ensured

by the operator.
(5) A repair previously classified as major for the interim approval, can
be reclassified as minor when the further fatigue investigation shows
that there is no appreciable effect on the matters defined above.

(6) The RAS is raised in issue and provided to the initial requester of
the repair before the end of the interim period. If the initial re

quester of the repair approval is different from the operator, or if
the operator has changed between the interim and the definitive ap

proval, the follow−on of the approved RAS’s is the responsibility of
the initial requester.

N. Temporary Repairs.
(1) Temporary repairs are classified major or minor and justified for a
limited number of flight cycles, flight hours or calendar time. When
these limits are associated with a maintenance check interval, (i.e.
A−Check or C−Check), this should be considered as a recommendation to
perform the repair at the next corresponding maintenance check.
O. Minor deviations to already approved data (SB, SRM...)

(1) When Airbus issue a RAS for a minor deviation to already approved
data, the RAS will clearly state what the RAS is approving.
− either a minor RAS is issued covering only the deviation, repair
description and associated drawings or operator damage reports and
a note if maintenance requirements are applicable to the complete
repair, or
− a major RAS covering the complete repair including any specific
maintenance requirements associated with the repair.

3. Repair Categories:

Repairs are categorized in three categories that are as follow:

− CATEGORY A:
A permanent repair for which baseline zonal inspection (BZI) or Zonal In

spection Program (ZIP) is adequate to ensure continued airworthiness.
− CATEGORY B:
A permanent repair that requires supplemental inspections to ensure con

tinued airworthiness. The calculated threshold is stated on the RAS.
Interval and inspection method are specified if the threshold is lower
than Extended Service Goal (ESG) (if ESG is defined), or is lower than
1.25 Design Goal (DSG) if ESG is not defined.
If the threshold is greater than ESG (if ESG is defined), and greater
than 1.25 DSG (if ESG is not defined), Interval and method may be left
open (i.e. TBD). Details of the interval and method will be provided in
due time.
− CATEGORY C:
A temporary repair that will need to be reworked or replaced prior to an
established time limit. Supplemental inspections may be necessary to en

sure continued airworthiness prior to this limit.

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Above category definitions are established in accordance with regulatory

publications.

4. RAS Description
This paragraph provides a detailed description of the RAS (Refer to Figure
1).
- Area 1: This area is provided to enable the RAS reference number, togethÈ
er with its issue and date to be entered. The number of RAS pages is
also recorded here.
The SDMS RAS, see paragraph 5), is always released at issue A. All up-
issued RAS will contain a statement as follows: "This RAS supersedes the
previous RAS 001234/006/1999".
Details of the affected aircraft are also recorded, together with the
Airline reference and current Flight hours and cycles at the time of the
repair.
This area is also used to enter the title of the RAS and to give a
brief description of the damage and its repair. Any associated repair
reference numbers are also entered here. The serial number of the compoÈ
nent is also recorded in this area, if applicable.

- Area 2: This area has provision to record the classification of the reÈ
pair and the reason for the classification, which is optional in case of
a major repair. In this area is also recorded any regulation that are
involved in addition to the aircraft model certification basis. (e.g.
FAR25.571 for A300 models).
The reference to the static justification document and issued are recorded
here. If the repair classification is major then the interim approval
limit is stated - this is currently set at six months.
There follows the name and signature of the authorised Airbus stress enÈ
gineer, together with the date of signing. An example of SDMS RAS with
electronic signature is shown in Figure 2.
- Area 3: This area is provided for the interim approval.
The signature and endorsement ’Approved under EASA Design Organization ApÈ
proval N
EASA.21J.031’ is given by the Office of Airworthiness of AirÈ
bus. A specimen of the DOA stamp is shown in Figure 4 and example of
SDMS RAS with electronic signature is shown in Figure 2.
For a major repair this is the interim approval until the fatigue/damage
tolerance justification is complete.

- Area 4: This area is provided for fatigue/damage tolerance justification

document reference number.
If any specific maintenance requirements are associated with the repair
then these are stated in this area. Specific maintenance requirements may
be required for both major and minor repairs.

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If a repair is temporary then this is indicated, together with the period

by which time the repair must be replaced by, or converted into, a perÈ
manent repair. This is stated in calendar time, flight cycles or flight
hours.
If the repair has to be periodically inspected this is also stated in
this area giving the thershold and interval requirements. The method of
inspection will also be given.
In the case of a major repair, and after the fatigue/damage tolerance
justification is complete, this area is also provides space for the name
and signature of the authorised Airbus stress engineer. It should be
noted that when the fatigue/damage tolerance justification follows the
static justification during the interim period the RAS must be up-issued.

- Area 5: For a major repair, when the area 4 is complete, the RAS is
given definitive approval by the Office of Airworthiness of Airbus on beÈ
half of the DGAC.
This area then provides the space for the definitive approval signature,
stamp and date. 'Approved under EASA Design Organization Approval N

EASA.21J.031’ is given by the Office of Airworthiness of Airbus.
For a minor repair the signature and endorsement ’Approved under DGAC DeÈ
sign Organization Approval N
EASA.21J.031’ is given by the Office of AirÈ
worthiness of Airbus.

- Area 6: This area is provided for additional space in case a field on

the first page is not large enough to give all the necessary information.
It can be used, for example, to provide space to enlarge or describe the
inspection method, to provide drawings of the repair area, or to add or
comment on any of the abhove areas.
It can be single or multi-page area and can be extended as necessary as
the RAS is raised in issue. However the total number of pages of the RAS
should be shown an area 1 and each page should be numbered.

- Area 7: This area contains the Airbus copyright statement.

5. Electronic RAS:
RAS's can be produced electronically using the Structure Damage Management
System (SDMS). An example of a SDMS RAS is shown in Figure 2.
All signatures in a SDMS RAS are generated electronically. Electronic sigÈ
natures are secured through access and password control.

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Repair Design Approval Sheet

Figure 1 (sheet 1)

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Repair Design Approval Sheet

Figure 1 (sheet 2)

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Example of SDMS RAS

Figure 2

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6. Repair Classification (Refer to Figure 3) - Explanatory Notes

A. A repair which has an appreciable effect on any of the following is to
be classified as major:
- aerodynamics or performances, e.g.: landing speed change, drag inÈ
crease,
- weight and balance,
- systems, e.g.: electrical conductivity on composite or repair close to
static port.
B. The justification should cope with the original certification requireÈ
ments and those added for repairs from the original certification basis
(FAR/JAR 25.571 amendments 45 and 54).
C. A repair is to be classified major with respect to structural airworthiÈ
ness according to criteria related to design/stress (see ACJ 21.435). In
addition to the ACJ criteria, here is a list of guidelines to determine
a classification:
- non-standard practices, e.g.: unusual material selection, heat treatÈ
ment, material process, jiging diagram...,
- complexity of the repair,
- change to load path or stiffness,
- operational limitations due to structural performance, e,g.: non-presÈ
surized flight...,
- complexity of the justification, e.g.: extensive justification, non-
standard method of calculation, test requirement,
- inspection as a result of fatique and damage tolerance analysis.
The non-complex repairs can be classified as minor, e.g.: with no maÈ
terial addition, dent, blend-out, scratch or changing of material or
part, with material addition, bush and doublers.

D. The definitions and the lists of the Principial Structural Elements (PSE)
are within the SRM Chapter 51-11-12 for Long Range and Single Aisle or
51-10-12 for the other aircraft types.
E. Without a fatique evaluation, a repair on a PSE cannot be classified as
minor. A reclassification from major to minor is possible after the
completion of this evaluation.
F. Additional maintenance tasks are those beyond the basic maintenance tasks
defined by ALI, mandatory SB, Zonal program, MRB 100 %, SSIP tasks and
SRM inspection requirements. In addition to the above Airbus consider an
inspection task as a criteria for repair classification if the fatigue
and damage tolerance analysis leads to an inspection threshold below 1.25
x Design Service Goal or, if defined, below the aircraft Extended SerÈ
vice Goal.
G. One off inspection or temporary repair not affecting the airworthiness
may be accepted for a minor classification.
H. Limited maintenance requirements for none PSE may be accepted for a miÈ
nor classification.

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Repair Classification Flow Chart

Figure 3

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DOA Stamp
Figure 4

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