TITLE: DISASSEMBLY, INSPECTION, REPAIR

AND ASSEMBLY TECHNIQUES

1. TYPES OF DEFECTS AND VISUAL INSPECTION TECHNIQUES

Types of Defects
Defects are defined as the deviation of the actual and expected result of system or
software application. Defects can also be defined as any deviation or irregularity from the
specifications mentioned in the product functional specification document. Defects are caused by the
developer in development phase of software.

3 Types of defects
Quality control professionals typically classify quality defects into three main categories: Minor, Major
and Critical. The nature and severity of a defect determines in which of the three categories it belongs.
Minor Defect – A defect that is a discrepancy from the standards, but one that is not likely to affect
the usability of an object.
Major Defect – A defect that is one that is likely to create failure of the unit for its intended
purpose. A Critical defect is one that is deemed to be hazardous or unsafe.
Critical Defect - A defect that is likely to result in a hazardous or unsafe condition for an
individual or anyone around him using the product or that contravenes mandatory
regulations.

Visual Inspection and Usage of Magnifying Glass

Inspections are visual examinations and manual checks to determine the condition of an aircraft
or component. Un-detected flaws or defects could lead to major disaster.

Non-destructive Inspection (NDI) or Non-destructive Testing (NDT) is a method of checking metals

for flaws without damaging the article.

Visual check, assisted by magnification using magnifying glass is a form of NDI. The magnifying
power used is normally ten times "(10x)". Stains, discolouration, paint flaking, dirt trail, etc. are vital
clues for defect identification.

Suspected areas should be cleaned prior to carrying out a visual check using magnifying glass and a
good strong light.
 2. CORROSION REMOVAL, ASSESSMENT AND REPROTECTION

Corrosion Removal
Wherever corrosion is found in aircraft, it is essential that the corrosion products should be
completely removed to prevent any further deterioration of the surface.

The methods normally used to remove corrosion are mechanical and chemical method.

The method used depends upon the types of structure, its location, the type and severity of corrosion
and the availability of maintenance equipment.

Corrosion removal ( Mechanical Methods )

Mechanical methods of corrosion removal are most commonly used.

Mechanical methods can be divided into two categories, manual and motor operated. Manual operated
include wire brushing, scrapers and hand sanding using abrasive mat, abrasive paper or metal wool.
Motor operated methods would include grinding with wheels, brushes, belts or rubber mats and
abrasive blasting with sand or glass beads.
Avoid the use of soft metal wire brush (i.e copper alloys) as residual traces of copper on cleaned
metal will contribute to future corrosion.
Manual methods :

Wire brushing – used for mechanical abrasive operation with stainless steel brush of various lengths
and gages of wire. Hand wire brushing is used to remove heavy corrosion and embedded paint and
dirt, especially where chemical treatment is impractical.

Scraping - a carbide tip scraper is used for the removal of heavy corrosion products.

Motor operated methods :

Grinding – includes all methods of removing heavy corrosion by means of motorized grinding wheels,
brushes and belts. Wheels - aluminium oxide abrasive wheel with nylon web.

Brushes - stainless steel rotary wire brush.

Manual methods :
Hand sanding - aluminium oxide abrasive paper, nylon abrasion pads, aluminium wool and
aluminium oxide cloth are all used for the purpose of hand sanding.

Washing, wiping and applying solutions- synthetic or natural sponge is used for these purpose.

Motor operated methods :

Belts – aluminium oxide abrasive paper.

Abrasive blasting – this is the preferred process for cleaning or finishing of abrasive
particles, either sand or glass bead. This is a fast method for removing surface corrosion.

Notes :

In-cabinet blasting is preferred. External gun blasting may be used if adequate confinement and
recovery are provided for the abrasive. Preferred abrasive to be used is glass bead(150 mesh or
finer).

Part to be blast cleaned should be removed from component if possible; otherwise areas
adjacent to part should be protected from scale, chips, corrosion products and abrasive
impingement.
Corrosion removal (Chemical methods)

The chemical corrosion removal method may be used on the aircraft where chemical flow
and be controlled and the applied area can be thoroughly washed with water.

Since the chemical used in the removal is highly corrosive itself, extreme care must be exercised to
prevent the chemical from being trapped in lap joints, faying surfaces, splices or coming in contact
with raw alloy.

On parts removed from the airplane, the chemical removal method may be found to be most desirable.

The chemical agents used in corrosion removal are of the acid or alkaline type, example Etchants
(corrosion remover containing acid).

Assessment
The affected parts should be examined to determine whether their strength has been lessened beyond
permissible limits.

Pitting may cause local stress concentrations which may seriously impair both the static and the
dynamic strength of thin sections whilst surface corrosion without causing pitting can lower the fatigue
strength of load bearing members.

Cleaning operation often cause an appreciable reduction in cross sectional area which must also be
considered when evaluating the decrease of strength.

Skin panels

Corrosion damage to aircraft skin should be classified as negligible or repairable according to the
extent, depth, loading and location of the damage.

It is not possible to give a general rule for classification based on the percentage reduction of skin
gauge or the number of pits per unit area as the load distribution through the affected panels must be
considered.

It is therefore essential to consult the approved repair scheme for aircraft concern.

Load-bearing members

The effects of corrosion on the strength of main load bearing members can be serious.

It has been clearly established that the fatigue life of wing spar can drastically shortened by corrosive
attack and these members should therefore receive the most careful attention during periodic
inspections.
Tubular members
Welded steel or aluminium alloy tubes used in aircraft construction are usually thin-walled and can
therefore be seriously weakened by corrosion. Although external corrosion can be seen during
inspection, internal corrosion may remain undetected until the tube is so weakened that failure

Re-protection
 Chrome-Pickle Treatment – magnesium parts which have been immersed or brushed with a
solution of nitric acid and sodium dichromate will be protected for temporary storage. The
coating will also serve as a bond for subsequence organic finishes.

 Dichromate Treatment – consists of boiling magnesium parts in solution of sodium

dichromate. It provides good paint base and protective qualities on all standard wrought
magnesium alloys except the magnesium-thorium alloys.

 Sealed chrome-pickle treatment is used on magnesium parts for long term protection.

 Anodizing – aluminium alloys are placed in an electrolytic bath causing a thin film of
aluminium oxide to form on the surface of the aluminium. This is resistant to corrosion and
affords a good paint base.

 Plating – steels are commonly plated with other metals to prevent corrosion. Plating is
accomplished by placing the article in an electrolytic bath.

 Phosphate Rust-Proofing – commercially known as Parkerizing, Bonderizing,

Granodizing, etc. The coating placed on the part is used to protect steel parts after
machining and before painting.

 Stannate Immersion Treatment – stannate immersion treatment deposits a layer of tin. It is a

protective paint base for magnesium alloys parts. This treatment cannot be used with parts
containing aluminium inserts or fastener because the high alkalinity of the bath attacks the
aluminium.

 Galvanic Anodizing Treatment – an electrolytic process that provides a paint base and
corrosion preventive film on magnesium alloys containing manganese.

 Cladding – aluminium alloys, which are susceptible to corrosion are frequently clad with
pure aluminium.

 Shot-Peening – shot peening and others treatments by which the surface can be placed in
compression are effective in preventing stress corrosion.

 Organic Coating – zinc chromate primer, enamels, chlorinated rubber compounds, etc., are
organic coating commonly used to protect metals.

 Dope proofing – when doped fabrics are applied over an organic finished metal
structure, the dope will have tendency to loosen the finish on the metal.

 Tube Interiors – protect the interior of structure steel and aluminium tubing against
corrosion. A small amount of water entrapped in a tube can corrode entirely through the
tube thickness in a short period.

 Metal spraying – metal is melted and spray on the surface to be protected.

MEATECH/DAMT/CN/15/30 For Training Purpose Only Page 5 of 281

Issue 1 - 28 June 2021
 3. GENERAL REPAIR METHODS, STRUCTURAL REPAIR MANUAL

General Repair Methods

The FAA classifies repairs into two categories. Major and minor.

Major repair means a repair:

(1) That, if improperly done, might appreciably affect weight, balance, structural strength,
performance, powerplant operation, flight characteristics, or other qualities affecting
airworthiness; or

(2) That is not done according to accepted practices or cannot be done by elementary
operations.

Minor repair means a repair other than a major repair.

Structural Repair Manual

A maintenance manual issued by the manufacturer and approved by the national aviation regulatory
authority [e.g., Federal Aviation Administration (FAA)], which describes in detail the specific repairs
that are approved for a particular aircraft structure.

4. AGEING, FATIGUE AND CORROSION CONTROL

PROGRAMMES.

AGEING
Metal aging is a process used on solution heat-treated metal alloys that can be done
artificially or happen naturally. Natural aging occurs throughout the life of the metal alloy. During
the natural aging process, super-saturated alloying elements within the metal alloy form what are known
as metal precipitates.

FATIGUE
metal fatigue, weakened condition induced in metal parts of machines, vehicles, or structures by
repeated stresses or loadings, ultimately resulting in fracture under a stress much weaker than that
necessary to cause fracture in a single application.

CORROSION CONTROL PROGRAM

The Corrosion Protection and Control Program is a systematic approach for controlling
corrosion in the airplane's primary structure. The objective of a CPCP is to limit the
material loss due to corrosion to a level necessary to maintain airworthiness.
 5. NON DESTRUCTIVE INSPECTION TECHNIQUES INCLUDING
PENETRANT, RADIOGRAPHIC, EDDY CURRENT, ULTRASONIC
AND BOROSCOPE METHODS.

Penetrant Method
This non-destructive testing technique, also known as liquid penetrant inspection (LPI), is a cost-
effective method used to locate surface breaking flaws such as cracks, porosity, laps,
seams and other surface discontinuities.

Radiographic Method
Radiographic inspection is the process of evaluating material using x-ray or gamma-ray technology. It
is one of the most thorough methods of non-destructive testing which is used to evaluate objects
for signs of flaws which could interfere with functionality.

Eddy Current Method

Eddy current testing is a non-destructive testing (NDT) inspection method used for a variety of
purposes, including for flaw detection, material and coating thickness measurements, material
identification and establishing the heat treatment condition of certain materials.

Ultrasonic Method
Ultrasonic testing methods use sound waves to find defects and measure thickness.
Ultrasonic Testing (UT) is also often called Ultrasonic Thickness Measurement (UTM),
Ultrasonic Thickness Testing (UTT), or Sonic Testing (ST).

Boroscope Method
Borescope inspections are a type of visual inspection that can examine hard-to-reach or
inaccessible components without taking them apart or damaging them.

6. DISASSEMBLY AND RE-ASSEMBLY TECHNIQUES

Disassembly and re-assembly, in the terms of aircraft, can cover a range of activities from complete
airframes down to component maintenance, with several steps in between. The reasons for dismantling
and re-assembly may include:
 Complete airframe disassembly for road/air shipment
 Replacement of major components/modules
 Replacement of minor components/modules
 Disassembly & re-assembly of major components
 Disassembly & re-assembly of minor components
Complete Airframes

It may be necessary to dismantle a complete aircraft for the purpose of transportation by road or by air.
This could be for recovery from an accident site, remote from the airfield or for movement of the aircraft
when it is totally non-airworthy, due perhaps to severe corrosion or an unknown maintenance history.
Because many larger, modern aircraft are manufactured at several different locations, the completed
modules are assembled in the final build hall of the primary manufacturer. The joining points are often
known as ‘transportation joints’, and, in extreme instances, can be the points where the aircraft may be
dismantled again to allow transportation.

The instructions for the dismantling operation will be found either in the aircraft’s Maintenance Manual
or in a special dismantling procedure, issued by the manufacturer. During the dismantling operation,
precautions must be taken to prevent injury and damage.
General precautions would include such items as:
 The aircraft should, if at all possible, be dismantled within a hangar. If this is not possible, then
level and firm ground will suffice
 Sufficient clearance in the hangar must be available, both to clear the airframe when on jacks,
and to allow heavy lifting cranes enough room to manoeuvre over the aircraft.
 All precautions, in accordance with the manufacturer’s instructions, must be taken prior to the
aircraft entering the hangar; such as de-fuelling and the removal of devices such as emergency
oxygen canisters
 When the aircraft is jacked-up, all trestles must also be placed in position. This allows the aircraft to
be climbed upon and, later, ensures that it will not overbalance when a major part (such as a wing),
is removed.

Whilst the manufacturer’s instructions will give the details for a specific aircraft, the following sequence
of dismantling gives an idea of the correct order of disassembly:
 Main planes
 Tail unit
 Undercarriage units
 Centre section
 Fuselage.

Re-assembly is in the reverse order of disassembly, and all parts must be cleaned, protected and
serviceable, prior to their installation.

Replacement of Major Components/Modules

This type of operation will normally be completed at a large maintenance base, where all the required
equipment is available. An example could be the replacement of a wing that has suffered major damage.
Other types of similar work might be the replacement of damaged wing tips, empennage surfaces and
nose cones. If the aircraft is at an ‘outstation’ when the damage occurs, confirmation should be sought as
to whether the aircraft can be flown back to base for repair, or repaired where it is.

Replacement of Minor Components/Modules

Some components have to be repaired by replacement. Repairs to flying control surfaces, for example,
are often done in a repair bay. The component may be replaced on the aircraft by a serviceable item, or
reinstalled once the repair in the bay has been completed.
Other components, which are replaced first and repaired later, might include some structural items such
as doors of all types, and most fairings and cowlings. Most of these tasks are simple removal and
replacement operations that are covered in the AMM.

Disassembly and Re-assembly of Major Components

Most of the work done, during this phase of maintenance, is scheduled in with normal aircraft
maintenance. The components may not only be removed and reinstalled at different times during the
maintenance, but work will also be done on the items whilst they are removed. They may also be
removed to allow access to other parts of the airframe during the maintenance.
Items such as engines, propellers, landing gears and wheels require some form of maintenance. This may
include a simple condition check, or a full overhaul of its component parts, allowing checks on internal
component parts for wear, damage and corrosion.
The full procedure for this type of work will be carried out in accordance with the CMM. This book will
give all the operations required to dismantle the component and will advise what to look for whilst the
item is undergoing maintenance. It will also state the re-assembly method, including the fitting of new
parts such as seals, gaskets, oil and other consumables that have to be replaced, during overhaul.

Disassembly and Re-assembly of Minor Components

A typical passenger aircraft can contain hundreds of small components that work together as parts of a
larger system. This can include a wide range of hydraulic and pneumatic components that can be
mechanical, electromechanical or electrical in operation.
Other components might include those installed into fuel, air conditioning, pressurisation, electrical and
electronic systems. These components have their own CMM to allow maintenance and trouble-shooting
to be done. Some components are only removed once they fail (On- Condition), while others receive
regular maintenance.
Instruments, electric and electronic components can be dismantled and serviced by the aircraft operator.
It normally requires the use of a dedicated overhaul facility, which can provide the correct environmental
conditions and is equipped with the special test equipment required to carry out maintenance and repair.
Operators of smaller aircraft, or those who operate only a few aircraft, will usually send components
requiring repair or maintenance to a ‘third party’ maintenance organisation. This company will have the
special facilities, equipment and personnel, to complete the required work on components from a number
of different customers.

7. TROUBLE SHOOTING TECHNIQUES

Troubleshooting is a form of problem solving, often applied to repair failed products or processes
on a machine or a system. It is a logical, systematic search for the source of a problem in order to
solve it, and make the product or process operational again.
Troubleshooting is needed to identify the symptoms.

The troubleshooting process steps are as follows:

 Identify the problem.
 Establish a theory of probable cause.
 Test the theory to determine the cause.
 Establish a plan of action to resolve the problem and implement the solution.
 Verify full system functionality and, if applicable, implement preventive measures.