SRM 320 DAÑOS (2) Estructura

TERMINOLOGY & CONCEPTS IN STRUCTURE FUNDAMENTALS
AIRCRAFT STRUCTURES
Lufthansa Lan Technical Training
STRUCTURES INTRODUCTION
ATA 51/57
For Training Purposes Only
SCL/LLTT/erj/Jan.2009 rev.00 Page: 1

INTRODUCTION STRUCTURE FUNDAMENTALS
TERMINOLOGY & CONCEPTS IN
AIRCRAFT STRUCTURES
STRUCTURAL CLASSIFICATION OF AIRCFRAFT

Primary Structure
The structure of the airplane is divided into primay and secondary structure.
Primary structure includes all structural components that are essential to keep
the airplane in an airworthy condition.
Within primary structure are Principle Structural Elements (PSE‘e). PSE‘s
are those elements which contribute significantly to carrying flight , ground and
pressurization loads. These elements are defined in the SRM, chapter 51-00.
Primary structural components of the structure for example are:
S The pressurized fuselage cavity including all skin panels, stringers, frames,
bulkheads and floor beams.
S All door and window frame structure.
S The interspar area of the wing including all spars, ribs, stringers and skin
panels.
S The interspar structure of the horizontal and vertical stabilizers including
spars, ribs, stringers and skin panels.
S All structural components of the wing and the stabilizers that support the
flight control surfaces including ailerons, flaps, slats,spoilers, rudder and
elevators.
S The engine strut structure.
S The engine cowls, including all exterior and interior skin panels and acoustic
panels.
Secondary Structure
Components that are classified as secondary structure are those components
that, although no primary load carrying units, are subjected to aerodynamic
loads.
In case of failure of a secondary structural component it is designed to sepa-
rate from the airplane without endangering any primary structural component.
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AIRCRAFT STRUCTURES
PRIMARY STRUCTURE
VERTICAL STABILIZER TIP
SECONDARY STRUCTURE
VERTICAL STABILIZER
VERTICAL STABILIZER FIXED TRAILING
LEADING EDGE EDGE PANELS
TAIL CONE HORIZONTAL STABILIZER

DORSAL FIN FIXED TRAILING
EDGE PANELS
HORIZONTAL
STABILIZER
MLG TRUNNION TIP
AND STRUT DOORS
HORIZONTAL STABILIZER
LEADING EDGE
NOSE RADOME
REAR SPAR
FRONT SPAR
STRUT FAIRINGS
CORE, FAN, AND THRUST

REVERSER COWLS
WING TO BODY
NOSE LANDING FAIRINGS
GEAR DOORS MAIN LANDING GEAR DOORS
(EXCEPT MLG SUPPORT
BEAM ON THE DOORS)
Figure 1 Structural Classification

AIRCRAFT STRUCTURES
STRUCTURAL DESIGN FEATURES

MONOCOQUE / SEMI--MONOCOQUE STRUCTURE
Pressurized Fuselage Structure
A typical fuselage is a semi--monocoque structure consisting of the outer skin,
stringers, frames, bulkheads and floorbeams. The skin is the primary load car--
rying structure as all the frame, bulkhead and floor loads must be transferred to
the skin.
Semi--Monocoque Structure
The fuselage is a pressure vessel and must be able to withstand thousands of
flight pressurization cycles. In order to do that the frames are not directly at--
tached to the stringers or the skin. The loads are transferred by the use of-
shear ties and stringer clips to improve fatigue criteria wherever possible. This-
construction philosophy is called ”semi--monocoque” structure and allows the
fuselage to ”breath” when pressurized. Therefore the fatigue life of the struc--
tural components is extended.
Monocoque Structure
Some areas of the pressurized fuselage have to withstand additional weight-
loads like the lower lobe or have to be especially rigid like the cockpit area. In-
these areas the frames are directly connected to the skin or even attached
tothe stringers and skins. This is called ”monocoque” construction and is con--
sidered to be more suspectible to fatigue cracking. The APU section is also
designed to be monocoque because this area is not pressurized and therefore-
not fatigue critical.

AIRCRAFT STRUCTURES
Warren--Truss construction Monocoque

Figure 2 Monocoque / Semi--monocoque Structure

AIRCRAFT STRUCTURES
WHAT IS A COMPOSITE STRUCTURE?
Definition
The term composite is used to describe two or more materials that are com-
bined to form a much stronger structure than either material by Itself. The most
simple composite is composed of two elements: a rnatrix which serves as a
bonding substance, and a reinforcing material.
Prior to combination, the matrix is generally in liquid form and the reinforcing
material Is a solid. When the substances are combined and cured, the part is
stronger than the fabric is by Itself, and stronger than the resin is by Itself.
Many times a third component is added In the form of a core material. All of
these materials are combined to make a part that is stronger than each was
originally.
We produce composites to obtain sturctural properties that each individual ma-
terials does not possess. The materials of a composite do not dissolve or
merge completely into each other, but act together.
There is a large range of composite applications that are in use today. Here are
some examples:
S Adobe bricks
S Plywood
S Garden hose
S Pneumatic tires
S Fiberglass circuit boards
S Concrete
S Reinforced concrete
Parts with uniform material are not described as a composite.
For example:
S Plastic Foils
S Plastic Sheets
S Acrylic Plastic Window

S Plastic Hoses
S Plastic pipes, etc.

AIRCRAFT STRUCTURES
Figure 3
AIRCRAFT STRUCTURES
CONSTRUCTION FEATURES
Sandwich construction design is governed by the intended use of the panel or
structure. It can be defined as a laminar construction consisting of a combina-
tion of alternating dissimilar materials, assembled and fixed in relation to each
other so that the properties of each can be used to attain specific structural
advantages for the whole assembly.
Sandwich--constructed assemblies can be found in a, variety of shapes and
sizes on modern aircraft.
They may consist of a whole section or a series of panels combined into an
assembly. Sandwich--constructed assemblies are used for such areas as
bulk--heads, control surfaces, fuselage panels, wing panels, empennage skins,
radomes, or shear webs.

AIRCRAFT STRUCTURES
Figure 4 Composite Construction

AIRCRAFT STRUCTURES
FORGING AND CASTING WHAT IS THE DIFFERENCE BETWEEN A FORGING AND A
The different types of aluminum can be divided into two general classes: CASTING?
Cast Alloys (the right to be cast in sand, permanent mold and die casting) and Forgings are manufactured by pressing metal under great pressure into parts
forged alloy (which can be formed by rolling, drawing or forging). Of these, that, as a result, have high strength. The metal is typically heated, but not
wrought alloys which are widely used in building airplanes and I are those used melted, before forging.
for stringers, bulkheads, coating, rivets and embedded sections In the casting process, the metal is melted before going into a mold. The metal
Casting is a manufacturing process by which a liquid material is (usually) poured into the mold solidifies as it cools. The control of the molten metal tem-
poured into a mold, which contains a hollow cavity of the desired shape, and perature is critical. Likewise, the quality of the metal being melted must be con-
then allowed to solidify. The solid casting is then ejected or broken out to com- trolled so that no impurities get into the molten metal. Any gases that are
plete the process. Casting may be used to form hot liquid metals or various trapped can create porosity as the metal cools. Low casting temperature and
materials that cold set after mixing of components (such as epoxy, concrete, impurities, such as sand or slag, can cause imperfections known as cold shots.
plaster and clay). Casting is most often used for making complex shapes that Metallurgically, a casting has no grain flow or directional strength. A casting can
would be otherwise difficult or uneconomical to make by other methods contain many unseen defects.
Aluminum forgings are created through a process in which aluminum is heated Forgings, on the other hand, have no internal voids that can cause unexpected
and given a particular shape by an application of an appropriate compressive failures. The grain structure of a forging is oriented to part shape for greater
force, typically applied using a power hammer or a press. Aluminum forgings strength. A forging has greater density. In general, forgings are seen as having
are easy to forge, possess a smooth appearance, good fracture resistance and a higher integrity and greater reliability than castings.
great electrical conductivity and are economical.
Aluminum forgings come in a variety of shapes, such as rings, cylinders, bars,
blocks, discs, sleeves, hubs, flanges, and more. The aluminum forging process
creates a sophisticated structure that improves the physical properties of the
aluminum, enhancing its strength and mechanical properties while reducing its
weight. Besides being efficient and offering reliable performance, aluminum
forgings are also highly cost--effective.
The strength of this method is that parts are stronger than castings.

AIRCRAFT STRUCTURES
FORGING CASTING
Figure 5 Forging and Casting

AIRCRAFT STRUCTURES
EXTRUDED FORMS
Extrusion is a process used to create objects of a fixed cross--sectional profile.
A material is pushed or drawn through a die of the desired cross--section. The
two main advantages of this process over other manufacturing processes is its
ability to create very complex cross--sections and work materials that are
brittle, because the material only encounters compressive and shear stresses.
It also forms finished parts with an excellent surface finish.
Extrusion may be continuous (theoretically producing indefinitely long material)
or semi--continuous (producing many pieces). The extrusion process can be
done with the material hot or cold.
Aluminium is the most commonly extruded material. Aluminium can be hot or
cold extruded. If it is hot extruded it is heated to 575 to 1100 ºF (300 to 600 ºC).
Examples of products include profiles for tracks, frames and rails.

AIRCRAFT STRUCTURES
Figure 6 Extrusions
AIRCRAFT STRUCTURES
FORMED SECTIONS
Formed sections are parts bent in a process by which metal can be deformed
by plastically deforming the material and changing its shape. The material is
stressed beyond the yield strength but below the ultimate tensile strength. The
surface area of the material does not change much. Bending usually refers to
deformation about one axis.
Bending is a flexible process by which many different shapes can be produced.
Standard die sets are used to produce a wide variety of shapes. The material is
placed on the die, and positioned in place with stops and/or gages. It is held in
place with hold--downs. The upper part of the press, the ram with the appro-
priately shaped punch descends and forms the v--shaped bend.

AIRCRAFT STRUCTURES
Figure 7 Formed Sections

AIRCRAFT STRUCTURES
TAPER CONCEPT
Taper refers to a regular and gradual decrease in the thickness of the cross
section of a structural member toward one end.
This process is usually carried out by machining or grinding of the part.
The basic function is the gradual transfer of loads through the structural
assemblies.

AIRCRAFT STRUCTURES
Splice
Extrusions
Figure 8 Tapered
AIRCRAFT STRUCTURES
CUT OUT
The cut out in aircraft structures are referred to courts or any openings that
have the structural components of aircraft, whether for access doors, services,
access to fuel tanks etc.
Besides cut out to remove damaged areas of the structure.

AIRCRAFT STRUCTURES
Figure 9 Cut Outs

AIRCRAFT STRUCTURES
ALCLAD Y PURECLAD
The word CLAD or ALCLAD before sheet alloy identification shows that the
sheet has a thin layer of almost pure aluminum on it to give maximum corro-
sion protection to the primary metal. Nominal thickness of clad changes fron
2.5% to 5% of the total thickness per side for different alloys and for their
different thickness.

AIRCRAFT STRUCTURES
ALCLAD
ALLOY
Figure 10 Alclad or Pureclad

AIRCRAFT STRUCTURES
CHEMICAL MILLING
Immersion chemical milling/blanking is a chemical process that dissolves mate-
rial from unmasked (unprotected) areas of metallic parts immersed in a tank of
heated and agitated chemical reagents. The term ”blanking” denotes small,
thin workpieces, and ”milling” indicates relatively large workpieces.
Parts are immersed in an acidic or basic chemical reagent
S Masks protect areas from being chemically milled
S Produces close tolerances and fine detail
S Requires no finishing of workpiece surface
S Requires no electric current to remove material

AIRCRAFT STRUCTURES
CHEM MILLED SKIN PANEL
Figure 11 Chemical Milling

AIRCRAFT STRUCTURES
TYPICAL JOINTS
Butt Joint
A butt joint is used to join two members aligned in the same plane. This joint is
frequently used in plate, sheet metal, and pipe work. A joint of this type may be
either square or grooved.
Lap Joint
A lap joint, as the name implies, is made by lapping one piece of metal over
another. This is one of the strongest types of joints available.

AIRCRAFT STRUCTURES
View From Outside

Typical Lap Joint

Typical Butt Joint
Figure 12 Typical Joints

AIRCRAFT STRUCTURES
FASTENERS
PERMANENT AND REMOVABLE
There are two major classifications of fasteners;
Permanent and Removal.
Permanent fasteners are those that require destroying part or all of the fastener
when removing it from the airplane. Examples of these are rivets, Lockbolts or
Hex--drive bolts (e.g., Hi--lok).
Removable fasteners would include fatigue or structural bolts.

AIRCRAFT STRUCTURES
Figure 13 Permanent and Removable Fasteners

AIRCRAFT STRUCTURES
REPAIR DESIGN PATCHES
FUSELAGE PATCHES.
There are three general types of patch repairs that can be used to restore the
load--carrying capability on the fuselage: external rough patch, external clean
patch and internal flush patch. If they are not designed properly, fuselage
patches can increase drag and fuel consump-
tion.
VIEW A--A

AIRCRAFT STRUCTURES
ROUGH PATCH
VIEW B--B
VIEW B--B
CLEAN PATCH
FLUSH PATCH
VIEW B--B
Figure 14 Skin Repairs
AIRCRAFT STRUCTURES
AERODYNAMIC SMOOTHNESS
Requirements
The airplane requires an aerodynamically clean shape and smooth exterior for
high performance. Unrepaired damage, unfilled dents or repairs which change
the shape or roughen the surface will be reflected in reduced performance.
Every effort should be made to maintain original contour and exterior surface
smoothness.
Exterior surface aerodynamic smoothness is classified in two categories: criti-
cal and noncritical.
Critical Aerodynamic Areas
Critical aerodynamic surfaces are those surfaces which require a high degree
of aerodynamic smoothness.
Protect the finish from scuffing, scratches and other damage on the critical up-
per surfaces by wearing soft soled shoes and by covering the areas adjacent to
the work area. Repair all scuffed or damaged finish as soon as possible.
Skin repairs in the regions of critical aerodynamic smoothness should be of the
flush type to maintain optimum performance; but external repairs may be used
providing the limitations in the regions of the static pressure ports and angle of
attack sensors are observed. Accumulation of external repairs can result in sig-
nificant performance penalty.
Noncritical Aerodynamic Areas
All other exterior surfaces of the airplane are considered as noncritical. The
smoothness criteria that apply to flush and external repairs in the various areas
of the airplane are illustrated in the SRM chapter 51

AIRCRAFT STRUCTURES
REF. B767--300
Figure 15 Aerodynamic Smoothness

AIRCRAFT STRUCTURES
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AIRCRAFT STRUCTURES STRUCTURAL DAMAGE ASSESSMENT
DAMAGE DEFINITIONS

DEFINITIONS OF DAMAGES
STRUCTURAL DAMAGE ASSESSMENT
Specific Inspection
INSPECTION OF DAMAGE When visually inspecting damage, remember that there may be other kinds of
damage than that caused by impact from foreign objects or collision.A rough
General landing may overload one of the landing gear, causing it to become sprung; this
Inspections are visual examinations and manual checks to determine the con- would be classified as load damage. During inspection and “sizing up of the
dition of an aircraft or component. An aircraft inspection can range from a repair job,” consider how far the damage caused by the sprung shock strut ex-
casual walkaround to a detailed inspection involving complete disassembly and tends to supporting structural members.A shock occurring at one end of a
the use of complex inspection aids.An inspection system consists of several member will be transmitted throughout its length; therefore, inspect closely all
processes, including: rivets, bolts, and attaching structures along the complete member for any evi-
S Reports made by mechanics or by the pilot or crew flying an aircraft. dence of damage. Make a close examination for rivets that have partially failed
S Scheduled inspections of an aircraft. and for holes which have been elongated.Another kind of damage to watch for
is that caused by weathering or corrosion. This is known as corrosion damage.
An inspection system is designed to maintain an aircraft in the best possible Corrosion damage of aluminum material is usually detected by the white crys-
condition. talline deposits that form around loose rivets, scratches, or any portion of the
Thorough and repeated inspections must be considered the backbone of a structure that may be a natural spot for moisture to settle.
good maintenance program. Irregular and haphazard inspection will invariably
result in gradual and certain deterioration of an aircraft. The time which must
eventually be spent in repairing an aircraft thus abused often totals far more
than any time saved in hurrying through routine inspections and maintenance.
It has been proven that regularly scheduled inspections and preventive mainte-
nance assure airworthiness. Operating failures and malfunctions of equipment
are appreciably reduced if excessive wear or minor defects are detected and
corrected early. The importance of inspections and the proper use of records
concerning these inspections cannot be overemphasized.
Aircraft may be inspected using flight hours as a basis for scheduling, or on
a calendar inspection system. Under the calendar inspection system, the
appropriate inspection is performed on the expiration of a specified number
of calendar weeks. The calendar inspection system is an efficient system
from a maintenance management standpoint.

Figure 16 Aircfraft Inspections

DAMAGE DEFINITIONS Abrasion

Damage caused by friction or rubbing action against the objects surface by a
Types of damage and defects which may be observed on parts of this assem-
hard, rough or tacky material. May occur accidentally, inadvertently or deliber-
bly are defined as follows :
ately, including as a result of cleaning. Appearance of surface abrasion range
Burnishing from matte areas, to lifted fibers, to uneven and scratched areas.
Polishing of one surface by sliding contact with a smooth, harder surface, Dent
usually no displacement nor removal of metal.
Indentation in a metal surface produced by an object striking with force. The
Burr surface surrounding the indentation will usually be slightly upset.
A small, thin section of metal extending beyond a regular surface, usually lo- Erosion
cated at a corner or on the edge of a bore or hole.
Loss of metal from the surface by mechanical action of foreign objects, such as
Corrosion grit or fine sand. The eroded area will be rough and may be lined in the direc-
Loss of metal from the surface by chemical or electrochemical action. tion in which the foreign material moved relative to the surface.
The corrosion products generally are easily removed by mechanical means. Galling
Iron rust is an example of corrosion. Breakdown (or build--up) of metal surfaces due to excessive friction between
Crack two parts having relative motion. Particles of the softer metal are torn loose and
”welded” to the harder.
A physical separation of two adjacent portions of metal, evidenced by a fine or
thin line across the surface, caused by excessive stress at that point. It may Gouge
extend inward from the surface from a few thousandths inch to completely Grooves in, or breakdown of, a metal surface from contact with foreign material
through the section thickness. under heavy pressure. Usually indicates metal loss but may be largely
displacement of material.
Nick
Local break or notch on edge. Usually displacement of metal rather than loss. Distortion
Scratch Any twisting, bending or permanent strain which results in misalignment or
change of shape. May be caused by impact from a foreingn object, but usually
Slight tear or break in metal surface from light, momentary contact by foreign results from vibrations or movement of adjacent attached components. This
material. group includes bending, buckling, deformation, imbalance, misalignment,
Pitting pinching and twisting.
Sharp, localized breakdown (small, deep cavity) of metal surface, usually Puncture
with defined edges. A puncture is a damage that goes fully through a part thickness and has no
regular shape. Punctures are generally caused by an impact to the surface and
may penetrate, causing a hole.

Crack
Punture
Figure 17 Types of Damage

DAMAGE IN COMPOSITES Damage Evaluation

After inspections on metal bonded honeycomb structures are completed, any
Causes of Damage damage found must be evaluated to determine the type of repair needed to
The majority of damages to bonded honeycomb assemblies result from flight make the structure serviceable.
loads or improper ground handling. Honeycomb structures may also be Damage to aluminum honeycomb structures can vary from minor dents or
damaged by sonic vibrations. Such damage is usually a delamination or sepa- scratches to total panel destruction. Damage evaluation charts for honey--comb
ration of the core and face along the bond line. (The bond line is the thin line of structures can be found in the applicable section of the structural repair manual
adhesive between the core and the face that holds the two together.) Occa- for the specific aircraft. The charts specify types of damage, allowable damage,
sionally the core may collapse. damage requiring repair, and figure numbers that illustrate similar repairs for
each type of damage.
Once the type of repair is determined, procedures outlined in the structural re-
Damage Inspection pair manual should be rigidly followed.
Inspection for damage is more critical for honeycomb assemblies than for con-
ventional structures. A honeycomb structure can suffer extensive damage
without any observable indication. Sonic vibration, liquid leakage, internal con-
densation, or a misstep in manufacture or repair can cause or result in varied
amounts of delamination.
The metallic ring test is the simplest way to inspect for delamination damage.
When a coin is lightly bounced against a solid structure, a clear metallic ring
should be heard. If delamination is present, a dull thud will be heard. A 1 oz.
aluminum hammer makes an excellent tool for this type of inspection.
Occasionally, the delaminated skin will ”oilcan” away from the core, making
visual or thumb pressure detection possible. Punctures, dents, scratches,
cracks, or other such damage may be inspected by conventional methods.
Scratches should be given special attention since, with such thin material as
that used in the metal bonded honeycomb, the scratch may actually be a crack.
A caustic soda solution can be used for testing scratches on aluminum surface
panels. If the scratch area turns black after the application of a small amount of
the solution, the scratch has penetrated through the clad surface. Caustic soda
solutions are highly corrosive and must be handled with extreme care.
Thoroughly neutralize the area after application of the solution.
Two additional instruments used in damage inspection of bonded panels are

the panel inspection analyzer and the borescope.

Figure 18 Damage Assessment

INSPECTION AND TYPES OF DAMAGE -- COMPOSITE COM- Perforating Damage

PONENTS On monolithic structure perforating damage will usually result in delamination
around the perforation and damage to the structure underneath.
An evaluation of the damage is necessary to establish the damage category.
On sandwich structures perforation can affect one skin or both skins and the
--allowable damage honeycomb. Debonding or delamination of the skins around the perforation
--repairable, usually occurs. If the perforation is Ieft unprotected for a period of time, con--
--requires manufacturer’s instructions. tamination (Mainly by water) could occur.
Before a damage evaluation and a repair classification is made, an inspection
of the damaged or suspected damaged area must be performed.
This is necessary to determine the damage type and size.
The area surrounding the damage must also be inspected to locate any
existing repairs.
NOTE: DAMAGE WILL GENERALLY FALL INTO ONE OR A COMBINA-
TION OF THE TYPES OF DAMAGE DETAILED BELOW.
Non Perforating Damage -- Monolithic Or Sandwich Structure
--abrasion
--scratches, gouges and nicks
--dents
Debonding
On monolithic parts debonding can occur on the bond une with the surrounding
structure, for example, ribs to skin interface.
On sandwich structure debonding can occur between the honeycomb core and
the inner and / or outer skins.
Debonding can be the resutt of an impact or a degradation of the bond line due
to contamination by water or other fluids.
Delamination
Following an impact, delamination can occur between the plies on monolithic
and sandwich structures.

Figure 19 Damage in Honeycomb Panels

INSPECTION AND DAMAGE ASSESSMENT

Refer to the Non Destructive Testing Manual ( NTM ) for methods to be used
for damage evaluation.
The location of damage must be recorded exactly in all cases.
Abrasions
Examine the surface and determine the area and depth of the Scratches.
Gouges and Nicks
Examine the surface and measure the length and depth of the damage.
Delamination
Measure the area and depth of the delamination.
Debonding
Measure the debonded area. On sandwich panels inspect both skins.
Contamination
Determine the extent of the contamination using an NDT method suitable for
the type of contaminant.
Cut the structure open if necessary.
Damage Evaluation
The damage appraisal and the information given in the relevant chapter is used
to determine if the damage is:
--allowable or
--repairable.
NOTE: THE AREA TO BE CONSIDERED MAY BE LARGER THAN THE
ACTUAL AREA OF DAMAGE.

Figure 20 Inspection of Damage

OTHER TYPES OF DAMAGE

Contamination
Water, skydrol or other fluids can contaminate composite structures, especially
sandwich parts and reduce their strength characteristics.
Heat Effect
Overheating of composite structure can occur as a result of a lightning strike,
engine fire, overcured repair or mishandling.This would result in a local degra-
dation of the structure and is usually associated with burn marks on the paint.
Erosion
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.
Corrosion
Aluminum honeycomb can be affected by corrosion.

Figure 21 Damage on Composites

SEALANT REMOVAL SPECIAL PRECAUTIONS

CAUTION: ONLY USE HARDWOOD OR PLASTIC MATERIAL FOR
SEALANT REMOVAL TOOLS. BE VERY CAREFUL IF YOU
REMOVE SEALANT FROM AREAS ADJACENT TO (OR ON)
AN ALUMINUM CLAD SURFACE. (FOR EXAMPLE, CLAD
ALUMINUM FUSELAGE SKIN ADJACENT TO A LAPJOINT,
WING--TO--BODY FAIRING, OR TO A SPLICE PLATE
BEHIND A BUTT JOINT. BE VERY CAREFUL ALSO,
WHEN YOU REMOVE SEALANT FROM AROUND EXTER-
NAL PATCH REPAIRS AND JOINTS AROUND FLUSH
PATCH REPAIRS). ALL TOOLS CAN CAUSE DAMAGE TO
A CLAD SURFACE IF YOU ARE NOT CAREFUL. IT IS
POSSIBLE FOR LIGHT PRESSURE ON THE SHARP EDGE
OF A SEALANT REMOVAL TOOL TO CAUSE DAMAGE TO
A CLAD SURFACE. SCRIBE MARKS AS SHALLOW AS
0.001 INCH (0.025 MM) CAN CAUSE FATIGUE CRACKS.
TELL AN ENGINEER OR THE BOEING COMPANY IF
THERE IS DAMAGE ADJACENT TO A LAP JOINT, WING--
TO--BODY FAIRING OR TO A SPLICE PLATE THAT IS
BEHIND A BUTT JOINT. SEE DETAILS I AND II.
NOTE: SEE VIDEO ASSOCIATED


Figure 22 Special Precaution for Clad Aluminum Surfaces/ Lap Joint

SEALANT REMOVAL AT JOINTS

If you remove sealant from a structural part, be careful not to cause damage to
the part surface.
Only use sealant removal tools that are made of hardwood or plastic material.
Metal tools can cause damage to the part surface.

Figure 23 Butt Joint



Training Manual
STRUCTURAL
REPAIR MANUAL
AIRBUS
For training purpose and internal use only.
Copyright by Lufthansa LAN Technical Training S.A.
All rights reserved. No parts of this training manual may
be sold or reproduced in any form without permission of:
Lufthansa LAN Technical Training S.A.
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Santiago -- Chile
Tel. +56 (0)2 601 99 11

Fax +56 (0)2 601 99 24
www.lltt.cl
STRUCTURAL REPAIR MANUAL
LAYOUT GENERAL
AIRBUS A320

A320

LAYOUT GENERAL
AIRBUS A320
Introduction As service experience indicates a requirement, the manual will be revised to
Manufacturers publish Structural Repair Manual (SRM) to provide data for the include actual, specific repairs to both primary and secondary structures. To
structural maintenance of commercial airplanes which have sustained structur- ensure consistent handling of these revisions, index categories have been es-
al damage. tablished for all known types of repairs, although some information which falls
The Manuals are approved by the Aircraft Manufacturers Aviation Authority, for within these categories will not be released until warranty service experience.
example It is indented that, in the event of a major damage, the information included in
D.G.A.C. : Direction Generale De L‘Aviation Civile (France) the manual be supplemented as required by direct liaison with the repair as-
FAA: Federal Aviation Administration (USA). signed Manufacturer Customer Support Representative. For ordering structural
repair parts, see Spare Parts Identification, located in the 00-- Introduction Part.
They are available as hardcopy, microfilm or soon on CD-- ROM. As originally The manual will serve as a medium through which the airplane operators will
issued, the Structural Repair Manual contains: be advised of actual repairs with general-- interest nature, designed by the
S material identification for structure subject to field repair Manufacturer or by the airplane operator.
S typical repairs general applicable to structural components of the airplane
that are most likely to be damaged SERVICE BULLETINS.
S informatieu relative to material substitution Service Bulletins wich have incorporated are listed in the 00 -- Introduction sec-
tion.
S fastener installation
Service Bulletins are recommendations from Manufacturer, wich are not urget
S airplane alignment check procedure and a brief description of procedures to put into action.
that must be performed concurrently with structural repair, such as protec-
tive treatment of repair parts and sealing of integral fuel tanks.
Either it has not been found practicable to design a typical repair, or service
experience has not yet indicated a requirement. In some instances, an ade-
quate repair design will require evaluation by the Manufacturer. Consider the
following when typical repairs are not found:
S Accomplish a repair in accordance with the general repair practices and pro
cedures provided in chapter 51 -- Structures General -- of the manual
S Preparing a specific repair design for the damage not covered
S Replacing of the damaged part

LAYOUT GENERAL
AIRBUS A320
Figure 24 SRM Document

LAYOUT GENERAL
AIRBUS A320
CHAPTERIZATION
In accordance with the ATA Specification No. 100, the material presented in
this manual is divided into seven chapters.
Chapter numbers
S Chaptcr 51 Structures -- General
S Chapter 52 Doors
S Chapter 53 Fuselage
S Chapter 54 Nacelles/ Pylons
S Chapter 55 Stabilizers
S Chapter 56 Windows
S Chapter 57 Wmgs

LAYOUT GENERAL
AIRBUS A320
Figure 25 Chapterization
LAYOUT GENERAL
AIRBUS A320
PAGE BLOCK ALLOCATION
In Chapters 52 thru 57 each subject represents a structural element. All of the-
data concerning that element are covered within that subject. To provide topic-
separat on page blocks are used.
IDENTIFICATION: Page 1 to 99
ALLOWABLE DAMAGE: Page 101 to 199
REPAIRS: Page 201 to 999
Chapter 51 has no identifying page block. In this case a description page block-
could extent up to page 199.
Figure numbering
Figure numbers are to be allocated sequentially within page blocks. Figure
numbers in page block 1 thru 99 will start at Fig. 1 in page block 101 thru 199
at Fig. 101 and in page block 201 at Fig. 201.

LAYOUT GENERAL
AIRBUS A320
Figure 26 General Layout

LAYOUT GENERAL
AIRBUS A320
MANUAL FRONT PAGES
The front pages of the manual provides general information related to the
manual itself:
S Highlights
S Alphanumerical Index
S Record of Revisions Approved
S Record of Temporary Revisions
S List of Effective Temporary Revisions
S List of Chapter.

LAYOUT GENERAL
AIRBUS A320
Figure 27 SRM Front Pages

LAYOUT GENERAL
AIRBUS A320
ALPHANUMERICAL INDEX
This document provides a list of all PNs (part numbers) referenced whithin the
SRM and gives the related ATA chapter, the figure number, the configuration
and the item number within the figure.
This list is updated at each SRM revision.

LAYOUT GENERAL
AIRBUS A320
Figure 28 Alphanumerical Index

LAYOUT GENERAL
AIRBUS A320
AIRPLANE EFFECTIVITY DESIGNATIONS

This non--customized Structural Repair Manual contains information applicable-
to the airplanes, listed in the Airplane Effectivity Allocation List, located in the
Introduction part of the SRM. They relate current operator code, airplane model
series designation, manufacturers serial number (MSN), and customer abbrevi-
ation. Pages that have no effectivity designation are applicable to all airplanes.
Effectivity designations are used to define configuration differences between
airplanes. Effectivity designation will appear in one of the following forms:
Use of the customer abbreviation code, such as AFR or DLH, indicates that the
information is applicable to all airplanes of that customer.
Use of the effectivities Manufacturers Serial Number, shown as (B) Before or
(A) After modification.
All modifications are shown in the Modification / Service Bulletin List.
Use of a generic designator which includes a readily identifiable feature.
For example:
for airplanes with optional forward airstairs, or which is related to model, like:
A320
Airplane allocation list Airbus A320
Containing information about:
S Aircrsft Manufacturer Serial Number
S Aircraft Type
S Version Number
S Customer
S Customer Abbreviation
S Registration Number

LAYOUT GENERAL
AIRBUS A320
Figure 29 Airplane Allocation List

LAYOUT GENERAL
AIRBUS A320
NUMBERING SYSTEM
Each subject, within the SRM, is identified using a three--element numbering
system Chapter/Section and Sub--section.
The first element designates the chapter which is assigned by the ATA spec.
100.
The second element designates the section within the chapter. The first digit is
assigned by the ATA spec. 100.
The second digit is assigned by Airbus SAS.
The third e ement identifies the subsection (subject) within the section and is
assigned by Airbus SAS.
PAGE BLOCK ALLOCATION

A standard page block allocation is used for all SRM chapters.
S Pages 1 to 99 for structure identification
S Pages 101 to 199 for Allowable Damage.
S Pages 201 to 999 for repairs.
NOTE: Chapter 51 has no identifying block number. In this case the description
page block could extend up to 199.

LAYOUT GENERAL
AIRBUS A320
Figure 30 Numbering System

LAYOUT GENERAL
AIRBUS A320
CHAPTER 51 -- STRUCTURE GENERAL
Information of a general nature or information which is applicable to more than
one chapter is included in chapter 51.
CHAPTER 51
Chapter 51 deals with those subjects which are general in nature to the entire
structure of the airplane. It is arranged to allow maximum utilization of common
data. The assigned section numbers are as follows:
Chapter Section
Number Nomenclature
S 51 --00 General
S 51 --10 Investigation, Clean up of Damage and Aerodynamic Smooth
ness
S 51 --20 Processes and Procedures
S 51 --30 Materials
S 51 --40 Fasteners
S 51 --50 Support of Airplane for Reparand Symmetry Check
S 51 --60 Control Surface Balancing
S 51 --70 Repairs

LAYOUT GENERAL
AIRBUS A320
Figure 31
LAYOUT GENERAL
AIRBUS A320
SECTION NUMBERING
Chapte numbers are sub-- divided into section numbers. In some instances
specific section number allocations are made to cater for structural variations
between model differences.

LAYOUT GENERAL
AIRBUS A320
Figure 32
LAYOUT GENERAL
AIRBUS A320


LAYOUT GENERAL
AIRBUS A320
Figure 33
LAYOUT GENERAL
AIRBUS A320
CHAPTER 52 TO 57
Chapters 52 to 57 have the same layout which conforms whit the defined page
block allocation system (PB 1 to 99 -- Identification, PB 101 to 199 -- Allowable
Damage, PB 201 to 999 -- Repairs.
In addition, a table of contents and a Service Bulletin list are provided at the
beginning of each chapter.
Depending on the chapters, the Modification / Service Bulletin list is to be found
either at the chapter level, or main section level.

LAYOUT GENERAL
AIRBUS A320
Figure 34
LAYOUT GENERAL
AIRBUS A320
MODIFICATION / SERVICE BULLETIN LIST
CHAPTERS 52 TO 57
Located at:
S Door level for chapter 52
S Fuselage Section level for Chapter 53
S Chapter level for chapter 54
S Main assembly level for chapter 55
S Wing section level for chapter 57

LAYOUT GENERAL
AIRBUS A320
Figure 35
LAYOUT GENERAL
AIRBUS A320


LAYOUT GENERAL
AIRBUS A320
Figure 36
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99)
EXAMPLE: METALLIC STRUCTURE

LAYOUT GENERAL
AIRBUS A320
Figure 37 Identification
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION PAGE BLOCK
EXAMPLE : COMPOSITE STRUCTURE

LAYOUT GENERAL
AIRBUS A320
Figure 38
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION TABLE
The typical identification table associated with the illustration(s) contains
different columns:
-- ITEM
-- NOMENCLATURE
-- SPECIFICATION AND/OR SECTION CODE
-- THICKNESS IN MM (IN.) AND/OR PARTNUMBER
-- IC: INTERCHANGEABILITY
-- ACTION OR REPAIR
-- STATUS (MOD/PROP) SB/RC
-- MOD I PROP: MODIFICATION / PROPOSAL
-- SB / RC: SERVICE BULLETIN / RECORDABLE CONCESSION.
The effectivities of the table (page) is shown at the bottom left hand corner
(e.g.: EFFECTiVITY: A320, A321).
In addition: The relevant assembly drawings are listed at the end of the table
(ASSYDRAWINGS......)

LAYOUT GENERAL
AIRBUS A320
Figure 39
LAYOUT GENERAL
AIRBUS A320


LAYOUT GENERAL
AIRBUS A320
Figure 40
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION TABLE -- THICKNESS/PART NUMBER COLUMN
The Part--Number (PN) corresponding to the Structural component is shown in
this column.
Within the PN the first nine characters give the Detailed Drawing number of the
component, which is an entry key to the Airbus Drawing set.
In general the “as drawn“ parts are LH and are provided with an even part
number (eg 202).
In the SRM the identification table always states the LH part number on the
first line and the RH part number (when indicated) on the second line.

LAYOUT GENERAL
AIRBUS A320
Figure 41
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION TABLE -- IC -- COLUMN
This column shows the Interchangeability status of the structural part.

LAYOUT GENERAL
AIRBUS A320
Figure 42
LAYOUT GENERAL
AIRBUS A320
ACTION OR REPAIR COLUMN
This column gives indication concerning the action or repair to be performed.
For existing general or speciflc repairs the Chapter/Section/SubSection is
inserted.
For a recommendation to replace the part the word “Replace” is inserted.
Where Iett blank, a case by case assessment has to be performed to deter-
mine the relevant corrective action (part replacement, repair as per SRM or
specific repair as per Airbus SAS definition).

LAYOUT GENERAL
AIRBUS A320
Figure 43 Action/Repair
LAYOUT GENERAL
AIRBUS A320
Linked wth the item column, the STATUS MOD/PRP, SB/RC column gives the
modification of service Bulletin driving the different evolutions of a structural
component (listed in column ítem).
A prefix letter is used to identify the status BEFORE (”B” Ietter) of AFTER (”A“
Ietter) SB of Modification.
The suffix letter (A B C, D. .) indicated at the end of the MOD / PROP (and
column “S” of the MOD/SB list) shows the different effectivities within the same
MOD/PROP number.

LAYOUT GENERAL
AIRBUS A320
Figure 44
LAYOUT GENERAL
AIRBUS A320
IDENTIFICATION PAGE BLOCK (CONT.)
IDENTIFICATION TABLE -- STATUS MOD/PROP SB/RC COLUMN
To find the relevant effectivity tinked to a modification shown in the STATUS
column, the user must refer to the Modifcation/Service bulIetin Iist.
Note: the status Before or After modification /SB and the relevant modification
solution (suffix letter) should not be forgotten.
Within the mod/SB Iist the eftectivities are expressed in MSN (Manufacturer
Serial Number).
Note: to find the relationship in between Customer Version number (e.g.. SWR
03 004) and the MSN, the user can refer to the Aircraft Allocation list of the
INTRODUCTION chapter of the SRM.

LAYOUT GENERAL
AIRBUS A320
Figure 45
LAYOUT GENERAL
AIRBUS A320
SERVICE BULLETIN LIST

LAYOUT GENERAL
AIRBUS A320
Figure 46
LAYOUT GENERAL
AIRBUS A320
ALLOWABLE DAMAGE PAGE BLOCK
The information to be found within allowable Damage Page Block enables the
operator to define whether a damaged airplane may be returned into service
without repair.
An allowable damage permitted has no significant effect on the strength or
fatigue life of the structure, which must still be capable of fuIfulfilling its func-
tion.
Allowable damage may require minimal rework such as cleanup or drifting of
stop holes.
Basically the allowable page block contains different page types:
--General information pages, including repair applicability,
--Damage data/criteria tables,
--Damage localization (zoning) figures,
--Allowable damage diagram

LAYOUT GENERAL
AIRBUS A320
Figure 47
LAYOUT GENERAL
AIRBUS A320
ALLOWABLE DAMAGE (CONT.)
USAGE PRINCIPLE.
After a careful reading of the first information page(s), the first step in the
aIlowable damage determination consists in the use of Damage Data table.
The Damage Data /criteria Table gives enables the operator to determine the
relevant figures and diagram which have to be used.

LAYOUT GENERAL
AIRBUS A320
Figure 48
LAYOUT GENERAL
AIRBUS A320
ALLOWABLE DAMAGE (CONT.)
USAGE PRINCIPLE.
The damage localization (area) figures enable the operators to select the appli-
cable Allowable Damage diagram depending on the damage location within the
part.

LAYOUT GENERAL
AIRBUS A320
Figure 49
LAYOUT GENERAL
AIRBUS A320
TYPICAL ALLOWABLE DAMAGE DIAGRAM
As last step of the damage investigation, the use of the Allowable Damage Dia-
grams provides the necessary information concerning the actions to be per-
formed depending on damage extent.

LAYOUT GENERAL
AIRBUS A320
Figure 50 Allowable Damage Diagram

LAYOUT GENERAL
AIRBUS A320


AIRCRAFT STRUCTURES STRUCTURAL DAMAGE ASSESSMENT
ALLOWABLE DAMAGE CLASSIFICATION


AIRBUS DAMAGE CLASSIFICATION ASSESSMENT OF DAMAGE
STRUCTURES
AWARENESS OF DAMAGE
Awareness should be everyone‘s responsability and reporting anything noted is
crucial.
This awareness includes being conscious of sorroundings and looking for that
which is out of the ordinary
LLTT/SCL/erj/Jun.2007 rev.01 Page: 110

STRUCTURES
Figure 51
STRUCTURES
DAMAGE (CLASIFICATION BY AIRBUS)

General.
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
(Refer to Table 1):
a. -- Mechanical action (Group A)
b. -- Chemical or electro--chemical reaction (Group B)
c. -- Thermal action or cycling (Group C)
d. -- Inherent metallurgical characteristics (Group D)
Examination of Damage
CAUTION: HIDDEN DAMAGE CAN LEAD TO A FAILURE OF
THE REPAIR OR SURROUNDING STRUCTURE.
S Examine the type and extent of the damage.
S To determine the damage category:
S Remove all unwanted material from the surface of the damaged component,
S Cut out all broken, bent, heated or damaged areas of the component,
S Remove all loose rivets.
In all forms of damage, particularly where shock has been sustained, secon-
dary 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.
If misalignment or twisting of the airplane structure is suspected, alignment
and/or leveling checks must be carried out.

STRUCTURES
Figure 52 Table 1 Definition of Damage

STRUCTURES


STRUCTURES
Figure 53 Table 1 Definition of Damage

STRUCTURES
DAMAGE AND REPAIR CLASSIFICATION

Allowable damage is defined as minor damage which does not affect the
structural integrity or decrease the function of the component.
It is not necessary to make a structural repair for this type of damage during
the aircraft life.
NOTE: ALTHOUGH NO STRUCTURAL REPAIR IS NECESSARY, ANY
ROUGH OR SHARP EDGES ABOVE THE SKIN CONTOUR MUST
BE SMOOTHED OUT THEN THE DAMAGED SURFACE MUST BE
REPAIRED.
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.
Some groups of damage do not affect the structural integrity or decrease the
function of a component in normal operation, however, the damage could de--
crease 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.
Some groups of damage affect the structural integrity and the life of a compo--
nent. Damage of this type must be repaired immediately. Either a temporary or
permanent repair will be specified in the related chapter.
More information on the term damage and the difterent types is given in
SRM chapter:
-- DAMAGE CLASSIFICATION.

STRUCTURES
Figure 54
STRUCTURES


STRUCTURES
Figure 55 Damage Classification -- (Cont.)

STRUCTURES
DAMAGE CATEGORIES
After cleaning and investigating the damage and surrounding area, the damage
must be classified into one of the following categories, also taking into ac-
count the location of the damage.
Repairable Damage
The damage must be classified either as ’Allowable Damage’ or as damage
which requires a repair.
S Refer to Allowable Damage (Chapter 51--11--11)
S Non allowable Damage
Damage which exceeds the ’Allowable Damage’ limits can be repaired by cutting
out the damaged area of a structural component and inserting or attaching a rein-
forcing piece. These specific repairs are to be found in each chapter of this manual.
Non repairable Damage

Non repairable damage is defined as damage to structural components which can-
not be repaired and where replacement of the complete component is recom-
mended as a repair is not practical or economical.
Refer to Chapter 51--72--11 for ’Replacement of Structural Components’.

STRUCTURES
DAMAGE
REPAIRABLE DAMAGE NON REPARAIBLE DAMAGE
NON ALLOWABLE DAMAGE ALLOWABLE DAMAGE REPAIR BY REPLACEMENT

MINOR REPAIR MAYOR REPAIR
Figure 56 Damage Categories

STRUCTURES
ALLOWABLE DAMAGE (AIRBUS) NOTE: FOR ALL OF THE ABOVE TYPES OF ALLOWABLE DAMAGE
GOOD RECORD KEEPING IS REQUIRED FOR THE FOLLOWING
General. REASONS:
Allowable damage is defined as a minor damage which does not affect the S -- In case of additional damage in the same or adjacent area, which
structural integrity or decrease the function of a component. may require additional operating limits.
“Allowable” does not mean that repair is unnecessary. For example, scratches S -- To ensure adequate follow up of the additional inspection require-
and burring are included in this category, and it is necessary to remove rough ments.
and sharp edges and smooth out the damage. In addition, any damage to sur- S -- To ensure adequate follow up of the permanent repair embodiment.
face coatings and/or protective treatment must be repaired using an approved
procedure dealt with under Chapter 51--70--00.
Operating limits are defined as the limit for airplane in operation with an allow-
Clean the area before examination in order to see if the damage is within able damage as defined above. Example of acceptable airplane operation:
allowable limits. For example, in the case of corrosion, you first remove the ”Repair before 50 flight cycles at the latest.”--
corrosion and then examine the extent of the damage. Compare the extent
of the damage with the allowable damage limits.
Allowable damage values specified in each chapter are divided into 3 catego-
ries:
Permanent Allowable Damage.
This category of allowable damage is established in such a way that damage
within this limit does not require a structural repair or additional inspections
during the design service goal of the aircraft.
Permanent Allowable Damage with Operating Limits.

within this limit does not require a structural repair during the design life goal of
the aircraft. However additional structural inspections task may be required be-
fore the design service goal is reached. An inspection threshold and repeat in-
terval will be provided for this type of allowable damage.
Temporary Allowable Damage.

within this limit must be permanently repaired within a defined operating limit
i.e.: ’x’ flight cycles or ’x’ flight hours or ’x’ calendar months.

STRUCTURES
ALLOWABLE DAMAGE
DO NOT REQUIRE STRUCTURAL REPAIR OR

PERMANENT ALLOWABLE DAMAGE
ADDITIONAL INSPECTIONS
DO NOT REQUIRE STRUCTURAL REPAIR

PERMANENT ALLOWABLE DAMAGE WITH
BUT STRUCTURAL INSPECTIONS MUST BE
OPERATION LIMITS
MADE DURING SERVICE LIFE GOAL
DAMAGE MUST BE PERMANENTLY REPAIRED

TEMPORARY ALLOWABLE DAMAGE WITHIN OPERATION LIMITS DEALT BY FLIGHT

CYCLES / FLIGHT HOURS / CALENDAR MONTHS
Figure 57 Allowable Damage

STRUCTURES
SKIN PLATES EXAMPLE (AIRBUS A320)

General.
S This topic contains allowable damage data for skin plates of the center fuse-
lage. Allowable damage is a damage for which a structural repair is not nec-
essary. You must remove the damage down to the smooth contour and
compare with the allowable limits given in the relevant Chapter.
S After rework the damage area must be checked to make sure that the
allowable limits have not been exceeded. When the limits are exceeded a
repair is necessary. Refer to the column ’ACTION OR REPAIR’ in the identi-
fication page block.
S For general repair procedure refer to:
S Chapter 51--73--00 Repair of Minor Damage
S Chapter 51--74--00 Repair of Corroded Areas

STRUCTURES
Figure 58 Section 15
STRUCTURES


STRUCTURES
Figure 59 Skin Identification

STRUCTURES
ALLOWABLE DAMAGE.
NOTE: EACH SECTION OF FUSELAGE HAS ITS SPECIFIC SECTION
FOR ALLOWABLE DAMAGE INSIDE OF ATA 53 SRM.
CAUTION: OBEY THE GIVEN INSPECTION INSTRUCTION
REFERENCE WHICH LEADS TO THE APPLICABLE
INSPECTION PROGRAM DEFINED IN THE STRUC-
TURAL REPAIR INSPECTIONS, IF NECESSARY.
S This allowable damage data for rework is applicable to skins of the center
fuselage and is effective as follows:
S -- FR35 thru FR47
S This allowable damage data for dents is applicable to skins of the center
fuselage and is effective as follows:
S -- FR35 thru FR47
S This allowable damage data caused by lightning strike is applicable to skin
of the center fuselage and is effective as follows:
S -- FR35 thru FR47 between Stringer 1 LH/RH and Stringer 26 LH/RH.
NOTE: NOTE: FOR DESCRIPTION AND CRITERIA OF ALLOWABLE
DAMAGE DATA GIVEN IN THIS CHAPTER, REFER TO TABLE 101.
B. Specific areas of the fuselage skin on which these allowable damage
limits are not applicable are shown on Figure 13.

STRUCTURES
Figure 60 Allowable Description / Criteria

STRUCTURES
(4) SKIN PLATES -- ALLOWABLE DAMAGE (AIRBUS A320)

(A) Fuselage Skin Plates between FR35 and FR47 -- Allowable Damage Limits
S These data is applicable for fuselage skin plates between FR35 and FR47
except panels specified under paragraph 4.C. (Refer to Table 101).
S Compare the rework in question with Figures 15 and 16. For measurement
of rework refer to Figure 16.
NOTE: SPECIFIC AREAS OF THE FUSELAGE SKIN PLATES ON WHICH
THESE ALLOWABLE DAMAGE LIMITS ARE NOT APPLICABLE
ARE SHOWN ON FIGURE 13.
CAUTION: THIS DAMAGE MUST BE INSPECTED AT DEFINED INTER-
VAL. OBEY THE INSPECTION INSTRUCTION IN FIG. 20.
INFORM YOUR PLANNING DEPARTMENT AND PROVIDE
THEM WITH THE NECESSARY INFORMATION.
(B). Allowable Dents on Fuselage Skin Plates
NOTE: REFER TO THE WEIGHT VARIANT IDENTIFICATION TABLE
GIVEN IN THE INTRODUCTION OF THE SRM, TO FIND ALL
NECESSARY INFORMATION RELATED TO THE WEIGHT
VARIANT AND THEIR MAXIMUM VALUES AND THE MODI-
FICATION ASSOCIATED TO THE AIRCRAFT TYPE.
S These data for allowable dents on skins is applicable for the center fuselage
skins plates and is effective as follows:
-- FR35 thru FR47
S Damaged fastener are not permitted in the dent surrounding area (loose
fastener or elongated hole). No cracks must be detected. Make sure that
the internal structure in the dent area is not damaged.
S Compare the dents in question with Figure 18. For measurement of dents in
skin panel, refer to Figure 17.
NOTE: SPECIFIC AREAS OF THE FUSELAGE SKIN ON WHICH THESE

ALLOWABLE DENT DATA ARE NOT APPLICABLE ARE SHOWN
ON FIGURE 13.
(C).Emergency Exit Surrounding Panel -- Allowable Damage Limits for Rework
S This allowable damage data is applicable for the Emergency Exit Sur-
rounding Panel and is effective as follows: -- FR35 thru FR47.

STRUCTURES
Figure 61 Specific Areas

STRUCTURES
Figure 62 Example of Rework in unriveted / riveted Area

STRUCTURES
Figure 63 Allowable Rework in unriveted Areas of Skin (Diagram 101)

STRUCTURES


STRUCTURES
Figure 64 Allowable Rework in riveted Areas of Skin (Diagram 102)

STRUCTURES
Figure 65 Measurement of Allowable Dents

STRUCTURES
Figure 66 Allowable Dents in Skin

STRUCTURES


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TERMINOLOGY & CONCEPTS IN STRUCTURE FUNDAMENTALS

SCL/LLTT/erj/Jan.2009 rev.00 Page: 1

STRUCTURAL CLASSIFICATION OF AIRCFRAFT

LLTT/SCL/erj/Jan.2009 rev.00 Page: 2

TAIL CONE HORIZONTAL STABILIZER

CORE, FAN, AND THRUST

Figure 1 Structural Classification

STRUCTURAL DESIGN FEATURES

LLTT/SCL/erj/Jan.2009 rev.00 Page: 4

Warren--Truss construction Monocoque

Figure 2 Monocoque / Semi--monocoque Structure

S Acrylic Plastic Window

LLTT/SCL/erj/Jan.2009 rev.00 Page: 6

LLTT/SCL/erj/Jan.2009 rev.00 Page: 8

Figure 4 Composite Construction

LLTT/SCL/erj/Jan.2009 rev.00 Page: 10

Figure 5 Forging and Casting

LLTT/SCL/erj/Jan.2009 rev.00 Page: 12

LLTT/SCL/erj/Jan.2009 rev.00 Page: 14

Figure 7 Formed Sections

LLTT/SCL/erj/Jan.2009 rev.00 Page: 16

LLTT/SCL/erj/Jan.2009 rev.00 Page: 18

Figure 9 Cut Outs

LLTT/SCL/erj/Jan.2009 rev.00 Page: 20

Figure 10 Alclad or Pureclad

LLTT/SCL/erj/Jan.2009 rev.00 Page: 22

CHEM MILLED SKIN PANEL

Figure 11 Chemical Milling

LLTT/SCL/erj/Jan.2009 rev.00 Page: 24

View From Outside

Typical Lap Joint

Figure 12 Typical Joints

LLTT/SCL/erj/Jan.2009 rev.00 Page: 26

Figure 13 Permanent and Removable Fasteners

LLTT/SCL/erj/Jan.2009 rev.00 Page: 28

LLTT/SCL/erj/Jan.2009 rev.00 Page: 30

Figure 15 Aerodynamic Smoothness

This Page Intentionally Left Blank

LLTT/SCL/erj/Jan.2009 rev.00 Page: 32

SCL/LLTT/erj/Jan.2009 rev.00 Page: 33

LLTT/SCL/erj/Jan.2009 rev.00 Page: 34

Figure 16 Aircfraft Inspections

DAMAGE DEFINITIONS Abrasion

LLTT/SCL/erj/Jan.2009 rev.00 Page: 36

Figure 17 Types of Damage

DAMAGE IN COMPOSITES Damage Evaluation

Two additional instruments used in damage inspection of bonded panels are

LLTT/SCL/erj/Jan.2009 rev.00 Page: 38

Figure 18 Damage Assessment

INSPECTION AND TYPES OF DAMAGE -- COMPOSITE COM- Perforating Damage

and sandwich structures.

LLTT/SCL/erj/Jan.2009 rev.00 Page: 40

Figure 19 Damage in Honeycomb Panels

INSPECTION AND DAMAGE ASSESSMENT

LLTT/SCL/erj/Jan.2009 rev.00 Page: 42

Figure 20 Inspection of Damage

OTHER TYPES OF DAMAGE

LLTT/SCL/erj/Jan.2009 rev.00 Page: 44