SkyLicence
Chapter VII

Repair Design and Approval - SRM Interpretation, Damage Classification, Repair Limitations, Approved Data

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Repair Design and Approval - SRM Interpretation, Damage Classification, Repair Limitations, Approved Data

Overview

This chapter covers the critical process of interpreting Structural Repair Manuals (SRM) to assess and repair aircraft structural damage. It establishes the hierarchy of approved data, defines damage classification systems, and outlines the limitations and procedures for performing structural repairs. Understanding these concepts is essential for ensuring continued airworthiness and compliance with regulatory requirements.

Diagram — Repair Design and Approval - SRM Interpretation, Damage Classification, Repair Limitations, Approved Data Damage Classification & Repair Design Process ÉTAPE 1 Détection de dommage ÉTAPE 2 Classification du dommage (SRM Ch. 51-00) ÉTAPE 3 Décision de réparation (Données approuvées) A. Dommage admissible Dans les limites SRM Aucune réparation requise B. Dommage réparable Procédure SRM standard Réparation approuvée C. Dommage non réparable Hors limites SRM Nécessite approbation ingénierie Hiérarchie des données approuvées Niveau 1 : Manuel de réparation structurelle (SRM) Niveau 2 : Données de réparation approuvées (ARD) Niveau 3 : Approbation ingénierie (DER/DOA) Niveau 4 : Données de conception originales (ODA) LÉGENDE : Dommage admissible Dommage réparable Dommage non réparable SRM Ch. 51-00 : Classification des dommages structurels | Données approuvées : TC, FAA, EASA, DER, DOA Référence

Key Concepts

Damage Classification Systems

SRM Damage Classification System Damage Classification per SRM SRM Interpretation — Decision Tree for the Aircraft Maintenance Technician (AMT) 1. Damage Detection 2. Consult the SRM 3. Damage Classification A. Allowable Damage Within SRM limits No repair required B. Repairable Damage Exceeds allowable limits SRM procedure available C. Manufacturer Approval Outside SRM limits or no procedure provided ✓ Action: Document Record in logs Return to service 🔧 Action: Repair per SRM Follow SRM procedure Document + certificate ✉ Action: Contact Manufacturer Obtain an approved repair design Key points: AC 43.13-1B = general reference, not approved data • No material substitution without approval • CAR 571.03 (documentation) • CAR 571.10 (maintenance certificate) Allowable Repairable Approval required

Aircraft structural damage is categorized into distinct classes that determine the appropriate maintenance action:

Allowable Damage: Damage that falls within specified limits requiring no repair. The structure remains airworthy in its existing condition. Examples include minor dents, scratches, or surface corrosion within defined depth and size parameters.
Repairable Damage: Damage that exceeds allowable limits but can be restored to airworthy condition using procedures detailed in the SRM. The SRM provides specific repair designs, material specifications, and installation instructions.
Damage Requiring Manufacturer Approval: Damage that exceeds SRM repair limits or falls outside the scope of published repair procedures. This requires engineering evaluation and a custom repair design approved by the type certificate holder (manufacturer) or a designated engineering authority.
Critical Damage: Damage to primary structural elements (e.g., wing spars, spar caps, engine mounts) that typically mandates component replacement rather than repair. SRM often explicitly states "not repairable" for such components.

Structural Repair Manual (SRM) as Approved Data

The SRM constitutes approved data under CAR 571.06 and takes precedence over general repair guidance documents such as AC 43.13-1B. Key principles include:

The SRM is the primary source for structural repair procedures on type-certificated aircraft
AC 43.13-1B provides acceptable methods but is not a substitute for manufacturer-specific instructions
When the SRM explicitly prohibits a repair (e.g., "crack requires replacement"), no alternative method is permissible without manufacturer approval
Deviations from SRM procedures require engineering authorization

Material and Fastener Compliance

The SRM specifies exact materials, fasteners, and installation parameters for each repair:

Fastener type: Designation codes (e.g., MS20470AD, CherryMax, Hi-Lok) indicate specific material, head style, and strength properties
Fastener dimensions: Diameter, grip length, and overall length are critical for proper clamp-up and load transfer
Material specifications: Alloy composition, temper, and thickness must match SRM requirements
Surface finish: Corrosion protection treatments (cadmium plating, anodizing) affect galvanic compatibility and service life

Substituting any specified fastener or material without approved engineering data is not permitted, regardless of apparent similarity.

Corrosion Removal and Thickness Reduction

Corrosion Removal and Thickness Reduction Limits Corrosion Removal Limits and Thickness Reduction Corrosion blending — SRM chapter 7 · Damage classification and acceptable limits Cross-section — Panel corrosion Corrosion t₀ t₁ (remaining) Original thickness (t₀) Δ t Thickness reduction calculation % reduction = (t₀ − t₁) ÷ t₀ × 100 Typical SRM limit: 10 to 20% maximum ✓ WITHIN LIMITS (% reduction ≤ SRM limit) Full repair after treatment • Corrosion blending completed • Smooth and compliant surface • Documentation + return to service ✗ LIMIT EXCEEDED (% reduction > SRM limit) Part NOT AIRWORTHY per SRM • Manufacturer contact mandatory • Approved reinforcement or replacement • No return to service without approval Concrete example — Interpretation of results CASE A: 7% reduction SRM limit: 10% maximum → 7% ≤ 10%: ACCEPTABLE ✓ CASE B: 12% reduction SRM limit: 10% maximum → 12% > 10%: NOT AIRWORTHY ✗ CASE C: 20% limit Some SRMs allow 20% → Always check manufacturer SRM Transport Canada — AME Training · S-STRUCTURES ch7: Repair design and approval · Approved data required beyond SRM limits

The SRM establishes maximum allowable material removal during corrosion blending:

Thickness reduction is calculated as a percentage of original material thickness
Maximum allowable reduction typically ranges from 10% to 20% depending on component criticality
If blending results in thickness reduction within limits, the repair is complete after proper surface treatment
If blending exceeds limits, the component is unairworthy and requires manufacturer-approved reinforcement or replacement

Non-Structural Damage

Components classified as non-structural (e.g., engine cowlings, fairings) have different repair criteria:

Damage should still be addressed to prevent crack propagation and maintain aerodynamic smoothness
Stop drilling and fiberglass patching are common acceptable methods
Documentation requirements remain in effect per CAR 571.03
Excessive repairs (e.g., replacement for minor cracks) are unnecessary

Important Procedures and Regulations

Damage Assessment Protocol

Damage Assessment Protocol — Decision Flow Damage Assessment Protocol STEP 1 Identify and measure the damage (visual inspection, measurement) STEP 2 Consult the SRM classification table (Structural Repair Manual) STEP 3 Compare to SRM limits Within limits? YES DOCUMENT Record in the technical logs and return to service NO Does the SRM provide a procedure? YES REPAIR Perform the repair in accordance with SRM (crack stop, patch…) NO CONTACT THE MANUFACTURER Obtain an approved repair design ⚠ WORK STOPPAGE — SRM deviation Do not continue repair without approved data (CAR 571.03, CAR 573.11)
42.Identify damage location and extent: Measure depth, length, diameter, and proximity to structural elements
43.Consult SRM damage classification chart: Determine if damage is allowable, repairable, or requires manufacturer approval
44.Verify against allowable limits: Compare measurements against published thresholds
45.Select appropriate action:
Allowable: Document and return to service
Repairable: Proceed with SRM repair procedure
Manufacturer approval required: Ground aircraft and contact manufacturer

Repair Execution Requirements

Stop holes: Always drill at crack ends before any structural repair to arrest propagation
Crack Stopping — Stop-Drill and Doubler Crack Stop — Drilling and Doubler (SRM) 1. Stop-drill Hole Eliminates stress concentration 2. Doubler (Patch) Redistributes loads around damage 3. SRM Specifications Rivet margins & min. diameter compliant with approved data Edge Margin Detail 2D (Min. per SRM) Ref: SRM Chap. 51 - Standardized Structural Repair
Edge distance: Critical parameter for patch installations; SRM specifies minimum values to prevent fastener pull-through
Rivet pattern and pitch: Must match SRM specifications to restore original strength
Patch dimensions: Determined by required edge distance and fastener count, not simply crack length
Heat treatment: If SRM requires post-weld heat treatment, this must be performed by a qualified facility

Documentation and Release

All structural repairs, including non-structural damage repairs, require:

Entry in technical records per CAR 571.03
Maintenance release per CAR 571.10
Details of repair procedure, materials used, and final inspection results

When SRM Procedures Cannot Be Followed

If existing conditions (e.g., pre-existing fastener holes, nearby structural elements) prevent exact compliance with SRM procedures:

63.Stop work immediately
64.Do not deviate from SRM without approval
65.Contact manufacturer or engineering authority for revised repair design
66.Do not return aircraft to service until approved repair is completed

Relationships Between Concepts

Damage Severity vs. Required Action

Thickness Reduction vs. Airworthiness

Within limit (e.g., ≤10%): Airworthy after blending and documentation
Exceeds limit (e.g., >10%): Unairworthy; requires manufacturer-approved reinforcement or replacement

Approved Data Hierarchy

Approved Data Hierarchy — SRM and Documents Hierarchy of Approved Data for Repairs SRM — Structural Repair Manual Primary authority for structural repairs Manufacturer Engineering Data Repairs beyond SRM limits — approval required (e.g., repair design, reinforcements, patches) if beyond limits AC 43.13-1B General reference guide ⚠ Not approved data CMM — Component Maintenance Manual Component repairs (e.g., pumps, valves, actuators) IPC — Illustrated Parts Catalog Parts identification only No repair instructions Hierarchy: SRM → Manufacturer data → AC 43.13-1B (reference) → CMM / IPC (specialized documents) ⚠ Not approved data AUTHORITY REFERENCE
74.SRM (manufacturer-specific): Primary authority for structural repairs
75.Manufacturer engineering data: Required when SRM limits are exceeded
76.AC 43.13-1B: General guidance only; not a substitute for manufacturer instructions
77.Component Maintenance Manual (CMM): For component-level repairs
78.Illustrated Parts Catalog (IPC): Parts identification only; no repair instructions

Fastener Substitution Rules

Fastener and Material Substitution Rules Fastener and Material Substitution Rules Fastener required by SRM Specified in repair procedure Five mandatory matching criteria Type MS20470AD Diameter 1/8" (3.2 mm) Length 0.5" (12.7 mm) Finish Cadmium Material Aluminum Exact match? YES NO ✓ PERMITTED Install fastener per SRM ✗ PROHIBITED No substitution without approval Documentation Technical records CAR 571.03 / 571.10 Approval required Contact manufacturer for approved alternative ⚠ Even a "seemingly similar" fastener is prohibited without approval
Type: Must match SRM specification exactly
Diameter: Critical for strength; no substitution allowed
Grip length: Affects clamp-up; must be correct
Finish: Affects corrosion resistance; must match
Material: Must match for strength and galvanic compatibility

Any substitution requires engineering approval, regardless of apparent similarity or availability of alternative fasteners.

Chapter 6Navigation Systems - VOR, ILS, DME, ADF, GPS, GNSS, TransponderChapter 8Instruments and Sensors - Pitot-Static, AHRS, IRS, Radio Altimeter, ADCs

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