Week 7 AMT 4103 Learning Module 5

PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY

Aircraft Maintenance Technology Department
Module 5 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 1)
AMT 4103
AIRCRAFT MECHANICAL PROCESSES
Module 5
AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS
(Part 1)
Roderick C. Santiago
AMT Instructor
1
TABLE OF CONTENTS
Title Ref. no Page

Aircraft Structural Repairs 1 and 2 5
Principles of Sheetmetal Repairs 1 and 2 5
Original Strength of Aircraft
1 and 2 5
Structures
Stresses in Aircraft Structural
1 and 2 7
Members
Aircraft Structural Defects 1 and 2 7
Aluminum and Aluminum Alloys 1 and 2 8
Standard Aluminum Alloy Table 1 and 2 9
Magnesium and Magnesium Alloy 1 and 2 10
Activity 11
2
TABLE OF REFERENCES
References No.
Jepessen A and P Technician Textbook, Airframe Handbook, Jepessen
Sanderson Incorporated 1
Aviation Maintenance Technician Handbook – General (2018), US Department of

Transportation, Federal Aviation Administration 2
TIMEFRAME:
You should be able to complete this module including all the self-assessments, research works, assignments,
and other performance tasks within 3 hours.
3
Flexible Learning Outcome
Course Learning Outcomes [CLO]
Module Learning Outcomes [MLO]

CLO 10. Apply knowledge, skills,
and competence in every aspect Topic Learning Outcomes [TLO]
of mechanical repair, inspection, MLO 1. The students can able to
maintenance and safety discuss accurately aircraft TLO 1. Discuss the Introduction
concerns. structural repairs to Aircraft Structural Repairs
CLO 11. Discusses their future TLO 2. Explain the Principles of
role as aircraft mechanic and to MLO 2. The students can able to Sheet Metal Repairs
have continuous interest for discuss accurately principles of TLO 3. Identify the Original
safety awareness. sheet metal repairs, strength and Strength of Aircraft Structures
CLO 6. Identify and select aircraft stresses in aircraft structures, TLO 4. Differentiate the different
hardware and materials. and to distinguish aircraft Stresses in Aircraft Structural
structural defects Members
TLO 5. Identification of Aircraft
Structural Defects
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Aircraft Structural Repairs
• Methods of repairing structural portions of an aircraft are numerous and varied, and no set of specific
repair patters has been found which will apply in all cases.
• Since design loads acting in various structural part of an aircraft are not always available, the problem of
repairing a damaged section must usually be solved by duplicating the original part in strength, kind of
material, and dimensions.
• Some general rules concerning the selection of material and the forming of parts which may be applied
universally by the airframe mechanic will be considered.
• The repairs discussed are typical of those used in aircraft maintenance and are included to introduce some
of the operations involved.
• For exact information about specific repairs, consult the manufacturer’s maintenance or service manuals.
Principles of Sheet Metal Repairs
• The first and one of the most important steps repairing structural damage is “sizing up” the job and making
an accurate estimate of what is to be done.
• This sizing up includes an estimate of the best type and shape of patch to use; the type, size, and number
of rivets needed; and the strength, thickness, and kind of material required to make the repaired member
no heavier (or only slightly heavier) and just as strong as the original.
• Also inspect the surrounding members for evidence of corrosion and load damage so that the required
extend of the “cleanout” of the old damage can be estimated accurately.
• After completing the cleanout, first make the layout of the patch on paper, and then transfer it to the sheet
stock selected.
• Then, cut and chamfer the patch, form it so that it matches the contour of that particular area, and apply it.
Original Strength of Aircraft Structure:
• In making any repair, certain fundamental rules must be observed if the original strength of the structure is
to be maintained.
• The patch plate should have a cross-sectional area equal to, or greater than, that of the original damaged
section.
• If the member is subjected to compression or to bending loads, place the splice on the outside of the
member to secure a higher resistance to such loads.
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• If the splice cannot be placed on the outside of the member, use material that is stronger than the material
used in the original member.
• To reduce the possibility of cracks staring from the corners of cut-outs, try to make cut-outs either circular
or oval in shape.
• Where it is necessary to use a rectangular cut-out, make the radius curvature at each corner no smaller
than .5 inch
• Either replace buckled or bent members or reinforce them by attaching a splice over the affected area.
• Be sure the material used in all replacements or reinforcements is similar to the material used in the
original structure.
• If it is necessary to substitute an alloy weaker than the original, use material of a heavier gage to give
equivalent cross-sectional strength.
• But never practice the reverse; that is, never substitute a lighter gage stronger material for the original.
• This apparent inconsistency is because one material can have greater tensile strength than another, but
less compressive strength, or vice versa.
• As an example, the mechanical properties of alloys 2024-T and 2024-T80 are compared to each other.
• If alloy 2024-T were substituted for alloy 2024-T80, the substitute material would have to be thicker unless
the reduction in compressive strength was known to be acceptable.
• On the other hand, if 2024-T80 material were substituted for 2024-T stock, substitute material would have
to be thicker unless the reduction in tensile strength was known to be acceptable.
• Similarly, the buckling and torsional strength of many sheet-metal and tubular parts are dependent
primarily upon the thickness rather than the allowable compressive and shear strengths.
• When forming is necessary, be particularly careful, for heat-treated and cold-worked alloys will stand very
little bending without cracking.
• Soft alloys, on the other hand, are easily formed but are not strong enough for primary structures.
• Strong alloys can be formed in their annealed condition and heat treated to develop their strength before
assembling.
• In some cases, if the annealed metal is not available, heat the metal, quench it according to regular heat-
treating practices, and form it before age-hardening sets in.
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• The forming should be completed in about half an hour after quenching, or the material will become too
hard to work.
• The size of rivets for any repair can be determined by referring to the rivets used by the manufacturer in
the next parallel rivet row inboard on the wing, or forward on the fuselage.
• Another method of determining the size of rivets to be used is to multiply the thickness of the skin by three
and use the next larger rivet corresponding to the figure.
• For example if the skin thickness is 0.040 inch, multiply 0.040 inch by 3, which equals 0.120; use the next
larger size rivet, 0.125 inch. (1/8 inch).
Stresses in Aircraft Structural Members
There are five (5) stresses that were encountered by the different parts of the aircraft structures as follows:
a. Tension. Is the stress that resists a force that tends to pull apart. The engine pulls the aircraft forward,
but air resistance tries to hold it back. The result is tension, which tends to stretch the aircraft.
b. Compression. Is the stress that resists a crushing force that tends to shorten or squeeze the aircraft
parts.
c. Torsion. Is the stress that produces twisting. While moving the aircraft forward, the engine also tends to
twist it to one side, but other aircraft components hold it on course. The torsional strength of a material
is its resistance to twisting or torque.
d. Shear. Is the stress that resists the force tending to cause one layer of a material to slide over an
adjacent layer. Two riveted plates in tension subject the rivets to a shearing force.
e. Bending. It is sometimes called the beam stress combination of compression and tension. The bending
stress causes a tensile stress to act on the upper half of the beam and a compressive stress on the
lower half.
Aircraft Structural Defects:
The types of aircraft damage and defects which may be observed on parts of this assembly are defined as
follows:
a. Brinelling. The occurrence of shallows, spherical depressions in a surface, usually produced by a part
having a small radius in contact with the surface under high load
b. Burnishing. The Polishing of one surface by sliding contact with a smooth, harder surface and usually
no displacement nor removal of metal
c. Burr. A small, thin section of metal extending beyond a regular surface, usually located at a corner or
on the edge of a bore or hole
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d. Corrosion. The Loss of metal from the surface by chemical or electrochemical action, this corrosion
products generally are easily removed by mechanical means andiron rust is an example of corrosion
e. Crack. It is a physical separation of two adjacent portions of metal evidence by a fine or thin line across
the surface caused by excessive stress at that point. It may extend inward from the surface from
thousandths inch to completely through the section thickness
f. Cut. A loss of metal, usually to an appreciable depth over a relatively long and narrow area, by
mechanical means, as would occur with the use of a saw blade, chisel or sharp- edged stone striking a
glancing blow
g. Dent. It is the indentation in a metal surface produced by an object striking with force. The surface
surrounding the indentation will usually be slightly upset
h. Erosion. It is the loss of metal from the surface by mechanical action of foreign objects, such as grit or
fine sand. The eroded area will be rough and may be lined in the direction in which the foreign material
moved relative to the surface
i. Chattering. It is the breakdown or deterioration of metal surface by vibratory or “chattering” action and
usually no loss of metal or cracking of surface but generally showing similar appearance
j. Galling. It is the breakdown or build-up of metal surfaces due to excessive friction between two parts
having relative motion. Particles of the softer metal are torn loose and “welded” to the harder
k. Gouge. The grooves in, or breakdown of, a metal surface from contact with foreign material under
heavy pressure. Usually indicates metal loss but may be largely displacement of material
l. Inclusion. Is the presence of foreign or extraneous material wholly within a portion of metal in which
such material is introduced during the manufacture of rod, bar or tubing by rolling or forging
m. Nick. Local break or notch on edge, usually displacement of metal rather than loss
n. Pitting. Is the sharp localized breakdown of small or deep cavity of metal surface, usually with defined
edge
o. Scratch. It is the slight ear or break in metal surface from light, momentary contact by foreign material
p. Score. It is deeper than scratch, tear or break in metal surface from contact under pressure and may
show discoloration from temperature produced by friction
q. Stain. It is a change in color locally causing a noticeably different appearance from the surrounding
area
r. Upsetting. It is a displacement of material beyond the normal contour or surface (a local bulge or
bump), usually indicates no metal loss.
Aluminum and Aluminum Alloy:
1. Since the days of the “Stick and Wire” airplanes, aluminum has been the principal structural metal for
aircraft.
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2. Pure aluminum was much too soft for structural use, and so alloys were developed to provide for the
strength and stiffness required.
3. The most widely used alloy was originally designated 24ST and is now 2024-T3 and 2024-T4.
4. The T3 and T4 are temper designations, and when structural aluminum alloys first came into use, they
were called Duraluminum or Dural. These were bare alloys and were subject to considerable corrosion
unless specially treated.
5. Eventually the corrosion problem was largely solved by the process of “cladding”. This consisted of
rolling a thin layer of pure aluminum on the outer surface of both sides of the alloy sheet.
6. Since pure aluminum is highly resistant to corrosion because of a very thin layer of oxide which forms
on the surface immediately upon exposure to the air, the surface of the clad material is effectively
protected.
7. The trade name for aluminum alloy sheet prepared in this manner by the aluminum Company of
America is Alclad.
8. Wrought aluminum and aluminum alloys are designated by a four-digit system, with the first digit of the
number indicating the principal alloying element.
9. The list in table below does not include all the aluminum alloys, but those most commonly used are
listed. The alloys shown have a wide variety of characteristics hence each one has particular
applications.
Standard Aluminum Alloy Table:
Number: Alloy Type:
1100 Pure aluminum

2014 Copper, silicon, manganese, magnesium
2017 Copper
2020 Copper and lithium
2024 Copper plus manganese and magnesium
2117 Copper (modified)
2219 Copper plus manganese, vanadium, and zirconium
2618 Copper, iron, magnesium, titanium
3003 Manganese
4043 Silicon
5052 Magnesium
6061 Magnesium and silicon
7075 Zinc, Magnesium, Copper, chromium
7079 Zinc, Magnesium, Copper, Iron, silicon
10. Another factor important for aluminum alloys is the temper or hardness value.
11. Heat-treatable alloys are followed by the letter T and a number to indicate the type and degree of heat
treatment.
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12. Non-heat-treatable alloys are followed by the letter O to indicate soft or annealed condition or H and a
number to indicate the degree of work-hardening.
13. For example, 1100-H12 indicates one-fourth hardened while 1100-H18 indicated that the aluminum is
fully hardened.
14. With the 5052 alloy, H38 is the fully hardened condition.
15. The most commonly used aluminum alloys for aircraft structures are 2024-T3 and 2024–T4 and 7075-
T6.
16. Where elevated temperatures are encountered, other aluminum alloys or other types of metal may be
used. Pure aluminum (1100) and the softer (3003 and 5052) are generally used for tubing, junction
boxes, non-stressed panels.
17. Deep-drawn parts, or other parts that require considerable forming but are not subjected to high loads.
18. These materials are easily worked and readily weldable.
19. The alloy 2014 is particularly well adapted to the manufacture of forged parts requiring high strength.
20. The alloys 2117, 2024, and 7075 are all used for structural rivets.
21. The 2024 and 7075 rivets require heat treatment before driving.
22. Aluminum alloy sheet as it comes from the manufacturer is usually marked with letters and numbers in
rows about five (5) inches apart.
23. These identification symbols may include the following: Federal Specification Number, Alloy Number
with Temper Designation and Thickness of the Material in thousandths of an inch
Magnesium and Magnesium Alloy:
1. Magnesium alloys are used frequently in aircraft and missile structures in the form of: Cast Form,
Forged Form and Sheet Form
2. The greatest advantage of magnesium is that it is one of the lightest metals for its strength.
3. The disadvantages in the use of magnesium sheet are that it is more subject to corrosion than many
metals, it is not easily worked at room temperatures, and if it becomes ignited, it is extremely difficult to
extinguish.
4. When magnesium is used in an airplane structure, it can often be recognized by the fact that it has a
yellowish surface due to the chromate treatment used to prevent corrosion and furnish a suitable paint
base.
5. When the technician encounters magnesium in an aircraft, he must know that it cannot be cut easily but
is likely to tear, it cannot be bent or otherwise worked under normal temperatures, it is subject to
corrosion and therefore should be treated with the proper coating, and it presents a certain degree of
fire hazard.
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6. When standard parts are made of magnesium, this fact will usually be stated in the manufacturer’s
overhaul and service manuals.
7. Also in the manuals will be the directions for the proper treatment of such parts.
8. When magnesium structures are found to be corroded, the condition should be corrected immediately
in order to prevent severe damage.
9. The corroded area can be brushed with a stiff fiber brush and water to remove corrosion products.
10. The area should then be treated with a 10 percent chromic acid solution to which has been added
approximately twenty drops of battery electrolyte per gallon.
11. The electrolyte is composed of water and sulfuric acid in a mixture having a specific gravity of 1.300.
12. The chromic acid solution should be allowed to remain on the surface for at least five (5) minutes after
which the area is washed with clean water and dried.
13. Primer and paint (enamel or lacquer) should then be applied to provide permanent protection
Summing up:
This module has dealt with the first part of the aircraft structural defects, damages and repairs. These include
the aircraft structural repairs procedures, the principles of sheet metal repairs, the original strength of aircraft
structures, stresses in aircraft structural members, the aircraft structural defects, aluminium and aluminium
alloy, standard aluminium alloy table, and the magnesium and magnesium alloy
Enrichment Activity
Identify the different stresses that encountered by the aircraft during operation and in your own words, explain
briefly how these stresses occur. (30 minutes)
Honesty Clause:
“I affirm that I will not give or receive any unauthorized help on this module activities, and that all work will be
my own understanding in each topic content and discussion”
______________________
Signature over Printed Name
Rubrics for Essay:

Needs
Excellent Very Satisfactory Satisfactory Unsatisfactory
Category Improvement Total
(96 – 100) (91- 95) (86 – 90) (76 – 80)
(81 – 85)
Subject Content A Comprehensive grasp A thorough grasp of the A basic grasp of the Subject content show Major issues with
11
of the subject matter is subject matter is subject matter is some articulating the key
demonstrated including demonstrated demonstrated misunderstanding of elements of the
an in-depth major points, is issues
understanding of the missing elements.
relevant concepts,
theories and related
issues of the topic
An awareness of An awareness of differing Asserts viewpoints without The topic is lack of The topic is
differing viewpoints is viewpoints is demonstrated acknowledging alternative supporting ideas unsupported and it
Awareness of demonstrated and a and an assessment of viewpoints is not completely
the topic rigorous assessment of these attempted where articulated
the undertaken where relevant
relevant
An ability to think The answers go beyond Accurate information The information Answers do not
critically is description to interpretation, incorporating relevant needs more align with the
demonstrated in the analysis and evaluation answers is conveyed supporting details description to
Critical Thinking
problem of the relevant that is relevant to the interpretation,
information topic analysis and
evaluation
Total: __________________________
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Week 7 AMT 4103 Learning Module 5

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Week 7 AMT 4103 Learning Module 5

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Copyright:

Available Formats

PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

Title Ref. no Page

Aviation Maintenance Technician Handbook – General (2018), US Department of

Flexible Learning Outcome

Course Learning Outcomes [CLO]

Module Learning Outcomes [MLO]

Principles of Sheet Metal Repairs

Original Strength of Aircraft Structure:

Stresses in Aircraft Structural Members

Aircraft Structural Defects:

Aluminum and Aluminum Alloy:

Standard Aluminum Alloy Table:

Number: Alloy Type:

1100 Pure aluminum

18. These materials are easily worked and readily weldable.

Magnesium and Magnesium Alloy:

Rubrics for Essay:

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