Model 1900 Airliner Series Structural Repair Manual (Rev D0)

51-70-00 (Rev D0)

REPAIRS - DESCRIPTION AND OPERATION

1. Typical Repairs
A. General
Specific repairs supersede these repairs. These repairs should only be accomplished if no applicable specific repair
instructions are given in the applicable chapter sub/sections of -90-00.
If part replacement is required, see the applicable Model 1900/1900C or 1900D Airliner Series Illustrated Parts Catalog for the
proper part number.
CAUTION: Seal all repairs made in the pressurized area and outboard wet wing fuel cell of the airplane as
instructed in Chapter 51-30-05.
Typical repairs that are applicable to more than one section of this manual are grouped in this section. The main objective of
these repairs on the primary structure area is to restore original airworthiness of the affected component. For repair purposes
any substructure is considered as primary structure.
CAUTION: Any specific repair is considered the primary repair. A typical repair should only be considered if no
specific repair is shown for the damaged area. Specific repairs are located at the conclusion of
Chapters 27, 52, 53, 54, 55, 56, and 57, with the sub/section number of -90. Check the chapter applicable
for repair information to the damaged area location before any typical repair is started.
B. Skin Panels
Damaged area in skin panels of non-pressurized areas that need structural repairs should be cut and removed.
The edge of the repair hole should be smoothed to provide a clean and polished contour surface, usually circular or rectangular.
In this last case, the corners should be rounded out according to curve radii stated in the repair figures.
To ensure aerodynamic cleanliness, it is recommended that insertion repairs be of the same thickness as damaged material. A
gap of about 0.040 inch should be between the insertion and the edges of the hole. The insertion should be fastened to a
reinforcing doubler of one thickness greater than the damaged skin. In case of extensive damage, the whole panel should be
substituted. Precautions should be taken to ensure that the new panel has rivet holes identical to the original panel in the same
placement and size as the original panel.
Insertion repairs of skin panels should be done as shown in the applicable figures.
Small holes, or cracks that do not involve adjacent reinforcing elements, can be repaired as shown, as long as a slight
aerodynamic drag is permissible in the affected area.
C. Web
Small damages in highly stressed panels, such as spar webs landing gear support-keels and integral-frame webs, should be
repaired as shown. Adequate riveting should be implemented in compliance with all figures.
D. Reinforcement Sections
Typical repairs for the various types of reinforcement sections are as shown. Generally, the following repair principles should be
observed:
(1) To prevent eccentric loads and consequent local compression failure, the repair reinforcement, sections or angles should
be applied as symmetrically as possible with respect to damaged angle centerline.
(2) Whenever possible, keep from enlarging the existing hole diameters (skin rivet holes, for example), so as not to hinder
original section tension resistance. For the same reason, additional rivets fastened later (to fasten repair angle to original
angle free-flange, for example) should alternate with existing rivets.
(3) In critical elements under high structural tension, the reinforcement sections should taper at the ends to prevent load
concentration on end rivets and consequent damages.
(4) When repairing adjacent reinforcement and sections, lengthen or shorten the repair sections whenever possible, so they
do not start or finish at the same station.
2. Choosing the Material
In most typical repairs, aluminum alloys will also be used as material for repair angles.
The choice between materials depends not only on the part to be repaired, but also on the availability of heat-treatment equipment.
Aluminum alloys have the advantage of using aluminum alloy rivets. Since the repair angles are of thickness immediately superior to
original angles in most cases, the need for small bending radii may call for annealed aluminum alloys necessitating heat-treatment.
3. Formed Sheet Sections
A. The same principles mentioned above are valid for these sections.
(1) Conventional sections, "C", "J", "L", "U" and "ZEE" shaped, are more fragile (greater height and smaller section thickness)

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

than the reinforcing sections.

(2) To prevent failure of a section after repair, the following procedures are recommended:
(a) Use a reinforcing section of the thickness immediately superior to the original section.
(b) Use flanges on the repair section to fasten to the original section free-flange.
(c) Since the section undergoes bending stresses, the repair section should be twice as long as it is high. The rivets
should be evenly distributed over the whole surface of the repair section.
(d) Typical repairs generally show the repair sections inside of the section being repaired. If necessary, the repair
section may be installed in the alternate positions as shown (Ref. Figure 1).
(e) Examples of typical section repairs are shown in the applicable figures. Read the complete procedure for the repair
before repair is accomplished. Have all of the necessary tools on hand to accomplish the repair (Ref. Figure 1, Figure
2, Figure 3, Figure 4).
4. Fillers
A. Fillers are normally used in aircraft construction where a curved part does not adjust perfectly to the support structure, so it is
permitted to use fillers to adjust different shaped parts during repairs.
B. Fillers (shims) are used to fill a void area in some of the repairs.
Table 1. Aluminum Alloy Flange Repairs
ORIGINAL FLANGE REINFORCING RIVETS RIVET PITCH EDGE OVER LAP
THICKNESS SHEET SPACING ("P") DISTANCE("E") DIMENSION("C")
THICKNESS
MM INCH MM INCH MIN MAX MM INCH MM INCH
0.63 0.025 0.81 0.032 AD4 4XD 6XD 5 0.25 2 0.08
0.81 0.032 1.01 0.040 AD4 4XD 6XD 6 0.25 2 0.08
1.01 0.040 1.30 0.051 AD4 4XD 6XD 6 0.25 2 0.08
1.30 0.051 1.63 0.064 AD5 4XD 6XD 8 0.31 3 0.12
1.63 0.064 1.80 0.071 AD6 4XD 6XD 10 0.39 3 0.12
1.80 0.071 2.06 0.081 AD6 4XD 6XD 10 0.39 3 0.12
2.06 0.081 2.32 0.091 AD6 4XD 6XD 10 0.39 3 0.12
2.32 0.091 2.60 0.102 3/16 * 4XD 6XD 10 0.39 4 0.16
2.60 0.102 3.17 0.125 3/16 * 4XD 6XD 10 0.39 4 0.16
3.17 0.125 3.96 0.156 3/16 * 4XD 6XD 10 0.39 5 0.20
MM = MILLIMETER * = STEEL HI-SHEAR RIVETS
Table 2. Repairs Using Aluminum Alloy 2024-T3 Reinforcement Sections
ORIGINAL REINFORCING RIVETS RIVETS ON RIVET PITCH EDGE DISTANCE OVER LAP
SECTION SECTION ON EACH SIDE SPACING ("P") ("E") DIMENSION ("C")
THICKNESS THICKNESS ANGLE OF
WEBS DAMAGE

MM INCH MM INCH MIN MAX MM INCH MM INCH

0.51 0.020 0.63 0.025 AD4 4 4XD 6XD 6 0.25 2 0.08
0.63 0.025 0.81 0.032 AD4 4 4XD 6XD 6 0.25 2 0.08
0.81 0.032 1.01 0.040 AD4 4 4XD 6XD 6 0.25 2 0.08
1.01 0.040 1.30 0.051 AD4 5 4XD 6XD 6 0.25 2 0.08
1.30 0.051 1.63 0.064 AD5 4 4XD 6XD 8 0.32 3 0.12
1.63 0.064 1.80 0.072 AD5 5 4XD 6XD 8 0.32 3 0.12

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

1.80 0.072 2.06 0.081 AD6 4 4XD 6XD 10 0.39 3 0.12

2.06 0.081 2.32 0.091 AD6 4 4XD 6XD 10 0.39 3 0.12
2.32 0.091 2.60 0.102 AD6 5 4XD 6XD 10 0.39 4 0.16
2.60 0.102 3.17 0.125 3/16 * 4 4XD 6XD 10 0.39 4 0.16
* = STEEL HI-SHEAR FASTENER
Table 3. Aluminum Alloy Sheet Repairs
ORIGINAL REINFORCING RIVETS RIVET PITCH EDGE DISTANCE STOP DRILL
MATERIAL SHEET SPACING ("P") ("E") DIAMETER
THICKNESS THICKNESS
MM INCH MM INCH MIN MAX MM INCH MM INCH
0.51 0.020 0.63 0.025 AD4 4XD 6XD 8 0.32 2.5 0.098
0.63 0.025 0.81 0.032 AD4 4XD 6XD 8 0.32 2.5 0.098
0.81 0.032 1.01 0.040 AD4 4XD 6XD 8 0.32 2.5 0.098
1.01 0.040 1.30 0.051 AD4 4XD 6XD 8 0.32 3 0.125
1.30 0.051 1.63 0.064 AD5 4XD 6XD 8 0.32 3 0.125
1.63 0.064 1.80 0.071 AD6 4XD 6XD 10 0.39 3 0.125
Table 4. Minimum Bend Radius For Aluminum Alloys
MATERIAL 5052-0 6061-0 7178-0 2024-0 6061-T6 7075-T6 2024-T3 2024- 2024-T6
THICKNESS 5052-H32 5052-H34 6061- T4
T4 7075-0
0.012 0.03 0.03 0.03 0.03 0.06 0.06
0.016 0.03 0.03 0.03 0.03 0.09 0.09
0.020 0.03 0.03 0.03 0.12 0.09 0.09
0.025 0.03 0.03 0.06 0.16 0.12 0.09
0.032 0.03 0.03 0.06 0.19 0.12 0.12
0.040 0.06 0.06 0.09 0.22 0.16 0.16
0.050 0.06 0.06 0.12 0.25 0.19 0.19
0.063 0.06 0.09 0.16 0.31 0.22 0.25
0.071 0.09 0.12 0.16 0.38 0.25 0.31
0.080 0.09 0.16 0.19 0.44 0.31 0.38
0.090 0.09 0.19 0.22 0.50 0.38 0.44
0.100 0.12 0.22 0.25 0.62 0.44 0.50
0.125 0.12 0.25 0.31 0.88 0.50 0.62
0.160 0.16 0.31 0.44 1.25 0.75 0.75
0.190 0.19 0.38 0.56 1.38 1.00 1.00
0.250 0.31 0.62 0.75 2.00 1.25 1.25
0.312 0.44 1.25 1.38 2.50 1.50 1.50
0.375 0.44 1.38 1.50 2.50 1.88 1.88
BEND RADIUS IS DESIGNATED TO THE INSIDE OF THE BEND.ALL DIMENSIONS ARE IN INCHES.

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

Figure 1 : Sheet 1 : Repair Section Installation

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

Figure 2 : Sheet 1 : Bonded Stringer or Longeron Removal

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

Figure 3 : Sheet 1 : 107470 "J" Rolled Section Repair Material and Information

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 Model 1900 Airliner Series Structural Repair Manual (Rev D0)
51-70-00 (Rev D0)

Figure 4 : Sheet 1 : 107473 "J" Rolled Section Repair Material and Information

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