STRUCTURAL REPAIR

MANUAL
COMPOSITE COMPONENTS − ALLOWABLE DAMAGE AND REPAIR
CLASSIFICATION

1. General
A. Allowable damage is defined in SRM Chapter 51−11−11 Paragraph
1.A. For composite materials only permanent allowable damage and
temporary allow- able as defined in Chapter 51−11−11, Paragraph
1.B.(1) and Paragraph 1.B.(3) are used.

NOTE: Although no structural repair is necessary, any rough or

sharp edges above the skin contour must be smoothed out,
then the dam- aged surface must be repaired.
B. The parameters of allowable damage for specific components are
given in the related chapter. Any parameters refer to the
parent material but do not include the surface finish.

C. Some groups of damage do not affect the structural integrity or

decrease the function of a component in normal operation,
however, the damage could decrease the life of the component.
This type of damage must be permanently repaired within a
specified time or flight cycle limit. A temporary repair may
also be required. Any parameters for damage with a time or
flight cycle limitation will be given in the related chapter.
D. Some groups of damage affect the structural integrity and the
life of a component, damage of this type must be repaired
immediately. Either a temporary or permanent repair will be
specified in the related chapter.

E. More information on the term ’damage’ and the different types

is given in Chapter 51−11−00, DAMAGE CLASSIFICATION.
F. To repair damage follow the steps shown in the
Inspection/Repair Chart − Figure 1.

NOTE: All allowable damage and repairable damage limits are

typically given in the allowable damage chapter (Page Block
101) for the specific component. The repairs provided in
the repair chapter (Page Block 201) for the specific
component should only be used, if called up from the
allowable damage chapter for that component. If there is no
allowable damage chapter (Page Block 101), then go to to
the repair chapter for repair limits directly.

2. Inspection and Types of Damage − Composite Components

A. General
(1) An evaluation of the damage is necessary to establish
the damage category:
− Allowable,
− Repairable,

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− Requires manufacturer‘s instructions.

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(2) Before a damage evaluation (Refer to Paragraph 3.) and a
repair classification (Refer to Paragraph 4.) is made, an
inspection of the damaged or suspected damaged area must be
performed. This is neces- sary to determine the damage type
and size.
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Inspection/Repair
Chart Figure 1

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(3) The area surrounding the damage must also be inspected to
locate any existing repairs.
(4) Damage will generally fall into one or a combination of the
types of damage detailed below.

B. Non Perforating Damage − Monolithic or Sandwich Structure

(1) Abrasion

(2) Scratches, Gouges and Nicks

(3) Dents

(4) Debonding
(a) On monolithic parts debonding can occur on the bond line
with the surrounding structure, for example, ribs to
skin interface.
(b) On sandwich structure debonding can occur between the
honeycomb core and the inner and/or outer skins.

(c) Debonding can be the result of an impact or a degradation

of the bond line due to contamination by water or other
fluids.

(5) Delamination
(a) Following an impact, delamination can occur between the
plies on monolithic and sandwich structures.

C. Perforating Damage
(1) On monolithic structure perforating damage will usually
result in de- lamination around the perforation and damage to
the structure under- neath.

(2) On sandwich structures perforation can affect one skin or

both skins and the honeycomb. Debonding or delamination of
the skins around the perforation usually occurs.
(3) If the perforation is left unprotected for a period of time
contami- nation (mainly by water) could occur.

D. Other types of Damage

(1) Contamination
(a) Water, skydrol or other fluids can contaminate composite
struc- tures, especially sandwich parts, and reduce their
strength char- acteristics.

(2) Heat effect

(a) Overheating of composite structure can occur as a result of

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a lightening strike, engine fire, overcured repair or
mishandling.

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This would result in a local degradation of the structure
and is usually associated with burn marks on the paint,
refer to Chapter 51−28−00.

(3) Erosion
(a) The leading edge of components and panels that are
directly in the airflow may be affected by erosion.
Erosion can reduce the strength of a component and permit
fluid ingress. Erosion within certain limits is
considered as abrasion.

(4) Corrosion

(a) Aluminum honeycomb can be affected by corrosion.

E. Inspection and Damage Assessment

(1) Refer to the Non Destructive Testing Manual (NTM) for
methods to be used for damage evaluation.

(2) The location of damage must be recorded exactly in all cases.

(3) Abrasions
(a) Examine the surface and determine the area and depth of
the abrasion.

(4) Scratches, Gouges and Nicks

(a) Examine the surface and measure the length and depth of the
dam- age.

(5) Delamination

(a) Measure the area and depth of the delamination.

(6) Debonding

(a) Measure the debonded area. On sandwich panels inspect both

skins.
(7) Contamination
(a) Determine the extent of the contamination using an NDT
method suitable for the type of contaminant. Cut the
structure open if necessary.

3. Damage Evaluation
A. General
The damage appraisal (refer to Paragraph 2.) and the
information given in the relevant chapter is used to determine
if the damage is:
− allowable,
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− repairable.
NOTE: The area to be considered may be larger than the actual
area of damage. Refer to Paragraph B. below.

B. Damage Size Determination

Consideration of Damage
Proximity Figure 2

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Minimum Distance between
Repairs Figure 3
 (1) When two or more areas of damage are close together, the
distance between the adjacent areas must not be less than a
given value X, refer to Figure 2. If the distance is less
than X then the areas must be considered as one damage. For
the value of dimension X refer to the relevant chapter.
(2) The overlapping of adjacent repair plies is not permitted. A
minimum distance Y is necessary between repairs, refer to
Figure 3. Where distance Y cannot be achieved the concerned
adjacent areas must be considered as one. If distance Y is
not given in the relevant chap- ter consider it as 5 mm (0.2
in.).

C. Component Zoning
(1) The effect that damage can have on a component depends on
the loca- tion of the damage and the size of the damage.

(2) Parts are divided into zones, these zones have differing
structural importance, refer to Figure 4. These zones
consider:
− Local stress levels,
− Reserve factors, determined from structure testing,
− Type of design and geometry of the concerned component.
(3) When damage overlaps two or more zones, or, when two or
more areas of damage have to be considered as one, the
instructions for the more critical zone have precedence,
refer to Figure 4.
 Typical Schematic showing Structure
Zoning Figure 4

D. For some components a MAXIMUM NUMBER OF DAMAGES/REPAIRS are

defined for the life of the component in the specific Chapter
(Refer to the specific Chapter for guidance). The maximum number
of damages which can be sus- tained and repaired is dependant on
the damage size and the zone in which the damage occurred. This
will vary from component to component and zone to zone, within
that component. If this number is exceeded con- tact AIRBUS.

4. Repair Classifications
A. A graph is given for each zone of a component. The graph
defines the repair as a function of the size of the damage.
Figure 5 is an example of a typical repair classification
graph.

B. Following are examples of the classifications usually given

in a repair classification graph.

(1) Allowable damage, refer to Paragraph 1.A.

(2) Temporary repair.

A temporary repair is defined as a time or flight cycle limited
re- pair that is performed pending a permanent repair. A
temporary repair will usually be removed at the time that a
permanent repair is per- formed.

(3) Permanent repair.

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A permanent repair is a repair that restores the structural
integrity of a component for the life of the aircraft. A
permanent repair will replace a time or flight cycle limited
repair before the time or flight cycle limit expires.

(4) Refer to manufacturer.

No repair is given in the SRM for damage in this area for
one of the following reasons:
− Special assistance is required from the manufacturer with
regard to lay−up, dimensions and materials, using
procedures given in the SRM,
− Special assistance is required from the manufacturer with
regard to processes, tooling and materials not referenced
in the SRM,
− Complete replacement of the component is recommended
because a re- pair in this area is not practical or
economical.

Repair Classification −
Schematic Figure 5

5. Post Repair Inspection/Checks

A. Room Temperature Repairs

NOTE: For room temperature repair environmental conditions refer
to Chapter 51−77−11, Paragraph 3.E.(2).

(1) Check vacuum record data

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(a) The pressure must have been within the recommended
tolerance giv- en in the repair, with no drop in vacuum
until the resin and/or adhesive has gelled (Refer to
Chapter 51−77−11, Paragraph 6.B.).

(b) If the vacuum pressure is found to have been outside the

recom- mended tolerance, examine the repair for
delamination or debond- ing by means of a tap test. If
delamination or debonding is found, remove the repair
plies or doubler and repeat installa- tion.
(2) Bonded repair with pre−cured or metallic parts must be
inspected for evidence of adhesive at the bond line. A bead
of adhesive must be visible all around the repair doubler. Do
a NDT inspection: Tape Test (Refer to NTM,Chapter 51−10−03)
or instrumented tap test (wood- pecker) (Refer to
NTM,Chapter 51−50−01 to detect any debonding. If debonding is
found, remove the repair part and repeat the installa- tion
or contact AIRBUS INDUSTRIE.
(3) For Laminating repair. Do a NDT inspection: Tap test (Refer
to NTM,Chapter 51−10−03) or instrumented tap test (woodpecker)
(Refer to NTM,Chapter 51−50−01) to detect any debonding or
delamination. If de- bonding or delamination is found, remove
the repair plies or doubler and repeat the installation or
contact AIRBUS INDUSTRIE.
(4) For laminating repair. Do a visual inspection of the repair
for res- in starved areas or porosity (Refer to NTM, Chapter
51−10−09).If these defects are found a coat of laminating
resin (Refer to Chapter 51−77−11, Paragraph 6.B.(2)) or pore
filler (Material No. 16−050 or 16−051 or 16−052 or 16−054)
(Refer to Chapter 51−35−00) must be ap- plied.
(5) The repair facility should maintain inspection records for
repaired composite parts to include the following minimum
information, thus demonstrating compliance with the repair
procedure.
− Aircraft and part identification.
− Damage description, size and position of damage on part
(sketch to be used as attachment if necessary).
− Repair instruction used (SRM or RAS).
− Material traceability. The adhesives, pre−pregs, resins,
fabrics, honeycomb etc. should be recorded stating
manufacturer (supplier) and batch numbers of the materials
used in the repair. Confirm ma- terials are within life
and are not time expired.
− Process check list.
− Surface preparation including drying and waterbreak test.
− Ply lay up for monolithic parts.
− Honeycomb and ply lay up for sandwich structure.
− Cure records, temperature and pressure. Number of
thermocouples used.
− NDT.
− Surface restoration completed.

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− The inspection record should be signed by an approved
inspector indicating compliance with the prescribed
repair procedure.

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 − Record keeping and retention periods to be in accordance
with Na- tional Aviation requirements.

B. RT repairs accelerated by heating and hot bonded repairs

(1) Check heat application and vacuum record data.

(a) The temperature, cure time and pressure recorded must
be within the recommended tolerances given in the
repair.
(b) If the temperature, time or vacuum are found to have been
out- side the recommended tolerances given in the repair
procedure the action indicated in Figure 6 must be
undertaken.

(2) Bonded repair with pre−cured or metallic parts must be

inspected for evidence of adhesive at the bond line. A bead
of adhesive must be visible all around the repair doubler. Do
a NDT inspection of the repair and surrounding areas (all
heat affected areas): Tap test (Refer to NTM,Chapter
51−10−03) or instrumental tap test (woodpecker) (Refer to
NTM,Chapter 51−50−01) to detect any debonding. If disbond-
ing is found, remove the repair part and repeat the
installation or contact AIRBUS. If any delamination or
debonding is found in the surrounding areas, a new damage
evaluation must be done (refer to the specific Chapter) and
repair perform accordingly.
(3) For laminating repair. Do a NDT inspection of the repair and
sur- rounding areas (all heat affected areas): Tap test
(Refer to NTM,Chapter 51−10−03) or instrumental tap test
(woodpecker) (Refer to NTM,Chapter 51−50−01) to detect any
debonding or delamination. If there is access to both sides of
the repair, tap test must be done in both sides of the repair.
In a monolithic structure, if any dela- mination or debonding
is found in the repair area remove the repair and repeat the
repair procedure. In a sandwich structure, analyze the
location of the debonding and delamination, for example
determine if it is located between the honeycomb and the
bottom skin or in the top skin. In accordance with the damage
found, remove partially or totally the repair and repeat the
repair procedure. In doubt contact AIRBUS or remove totally
the repair and repeat the repair procedure. If any
delamination or debonding is found in the surrounding areas a
new damage evaluation must be done (Refer to the specific
Chapter) and repair performed accordingly.
(4) For laminating repair. Do a visual inspection of the repair
for res- in starved areas or porosity (Refer to NTM,Chapter
51−10−09). Resin starved areas are acceptable except in the
area of skin/repair bond line. In this case the repair plies
must be removed and installation repeated. A coat of
laminating resin (Chapter 51−77−11, Paragraph 6.B.(2)) pore
filler (Material No. 16−050 or 16−051 or 16−052 or 16−054)
(Chapter 51−35−00) must be applied when the resin starved
 areas are found outside the area of skin/repair bond line or
when porosity is found.
(5) The repair facility should maintain inspection records for
repaired composite parts to include the following minimum
information, thus demonstrating compliance with the repair
procedure.
 STRUCTURAL REPAIR
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− Aircraft and part identification.
− Damage description, size and position of damage on part
(sketch to be used as attachment if necessary).
− Repair instruction used (SRM or RAS).
− Material traceability. The adhesives, pre−pregs, resins,
fabrics, honeycomb etc. should be recorded stating
manufacturer (suppler) and batch numbers of the materials
used in the repair. Confirm ma- terials are within life
and are not time expired.
− Process check list.
− Surface preparation including drying and waterbreak test.
− Ply lay up for monolithic parts.
− Honeycomb and ply lay up for sandwich structure.
− Cure records, temperature and pressure. Number of
thermocouples used.
− NDT.
− Surface restoration completed.
− The inspection record should be signed by an approved
inspector indicating compliance with the prescribed
repair procedure.
− Record keeping and retention periods to be in accordance
with Na- tional Aviation requirements.

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 Accelerated cure by heating and hot bonding cure. Post repair
actions follow- ing loss of vacuum or heating failure during cycle
Figure 6

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