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51 11 00 001 PDF
51 11 00 001 PDF
DAMAGE CLASSIFICATION
1. General
A. The term ’damage’ includes any and every type of permanent deformation
or alteration to any cross−section of a structural component.
B. Deformation or alteration to the cross−section of a structural component
results from many causes, which can be generally categorized into four
main groups (Refer to Table 1):
− Mechanical action,
− Chemical or electro−chemical reaction,
− Thermal action or cycling,
− Inherent metallurgical characteristics.
2. Examination of Damage
(1) 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
caused by transmission of force may be located some distance from
the impact, resulting in structure deformation, drawn rivets or bolt
holes.
(2) If misalignment or twisting of the airplane structure is suspected,
alignment and/or leveling checks must be carried out.
(3) After damage assessment if only the topcoat is damaged then restore
paint scheme according to Chapter 51−75−11 and 51−75−12 at the next
convenient opportunity. If the total paint scheme is missing only
from fastener heads then restore the paint scheme at the first op
portunity ensuring no corrosion.
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3. Damage Categories
A. 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.
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(a) Identify the holes (4) in the fuselage skin, which are used for
attaching the Static Port storage blanking covers and Pilot/Stat
ic test equipment.
(b) Position the Adapter (0) and attach to the fuselage with the two
locking pins (3) over each of the Static Ports areas, as re
quired.
(c) Assemble the Measuring rule, using the large rule (2) for the
CAP’T/1stOFF Static Ports, and the small rule for the Standby
Static Ports, onto the Adapter (0) with the two knurled screws
(7) and adjust the two pad screws (6), equally they lightly con
tact the aircraft skin (Refer to Tool Drawing 98D34103001, sheets
01 and 02).
(d) Attach the Dial Gage in the selected position on the measuring
rule (Refer to Tool Drawing 98D34103001, sheet 01).
(a) With the tool assembly in position (using the large rule (2)),
measure at nine points A, B, U, V, C, W, X, D and E with the
Dial Gage, as shown in Figure 1.
1 Area R1
2 Area R2
((A + X) − (U + V)) divided by 2 =
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(a) With the tool assembly in position (using the small rule (1)),
measure at six points A, B, U, V, C and D with the Dial Gage,
as given in Diagram Figure 1.
(b) Record each measurement.
1 Area R1
((B + C) − (U + V)) divided by 2 + 0.29 mm (0.01 in.)
2 Area R2
(4) Fastener Flushness (Refer to Tool Drawing 98D34103001, sheet 05, Fig
ure 2 and Paragraph 4.B. in Chapter 53−00−11).
(a) Using the Tripod tool (Item 9) as shown in Figure 2, check that
the fastener flushness in Area R1 and Area R2 is within the al
lowable tolerance given in Chapter 53−00−11 Paragraph 4.B.(3).
(a) Visually inspect Area R1 and Area R2 for any surface mechanical
damage defect on external skin.
(b) Measure any surface roughness in Area R1 and R2 and check that
it is within the allowable tolerance given in Chapter 53−00−11
Paragraph 4.B.(3).
(6) Depth of Damage or Doubler Thickness (Refer to Chapter 53−00−11 Fig
ure 106).
(a) Using the Tripod Tool (9) check that, the depth of any damage,
or doubler thickness, in Area A and B is as given in Paragraph
4.A. and 4.B in Chapter 53−00−11.
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(a) Using the Tripod tool (9) check that, the depth of any damage,
or doubler thickness, in Area R8 and Area R9 is as given in
Paragraph 4.A. and 4.B. in Chapter 53−00−11.
CAUTION: MAKE SURE THAT THE REFERENCES/ILLUSTRATIONS ETC. BEING USED
FOR DEPTH MEASUREMENT ARE CORRECT FOR THIS INSPECTION. IF
NOT, THIS COULD CAUSE ERRORS WHICH COULD LEAD TO UNNECES
SARY WORK BEING DONE.
(a) Using the Tripod tool (9) check that, the depth of any damage,
or doubler thickness, in Area R10 and Area R11 is as given in
Paragraph 4.A. and 4.B. in Chapter 53−00−11.
(b) If there is a repair doubler in Area R10 and/or R11, check that
the chamfer is in accordance with the data given in Paragraph
4.A. and Figure 102 in Chapter 53−00−11.
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B. Area of applicability
Aircraft structure after the removal of corrosion in small, local areas.
For larger areas, use the ultrasonic procedure where possible, refer to
NTM Chapter 51−10−04−270−802.
C. Limits / Restrictions
D. Repair Category
E. Inspection
6. Procedure
A. Preparation for Inspection
(1) Make sure that the corrosion has been completely removed, refer to
Chapter 51−74−00 and NTM Chapter 51−10−02−002.
(2) Remove the paint, adjacent to the blended area, over an area large
enough to permit the straight edge, or dial gauge, to be positioned.
(3) Make sure that the inspection area is clean.
B. Inspection
(1) Measurement using Feeler Gauges
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(a) Use a Feeler Gauge Set with a measurement range between 0.05 mm
(0.002 in.) and 1 mm (0.039 in.) steps, refer to Figure 5.
(b) Position a straight edge over the blended area as shown in Fig
ure 5.
(c) Measure the maximum gap between the straight edge and the deepest
part of the blended area, refer to Figure 5.
(b) Position the Dial Gauge over the blended area as shown in Figure
6.
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