PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

AMT 4103
AIRCRAFT MECHANICAL PROCESSES

Module 6
AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS
(Part 2)

Roderick C. Santiago
AMT Instructor

1
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

TABLE OF CONTENTS

Title Ref. no Page

Aircraft Structural Metals 1 and 2 5
General Aircraft Structural Repairs 1 and 2 5
Inspection of Damage 1 and 2 5
Classification of Aircraft Structural
1 and 2 6
Damages
Special Tools and Devices for
1 and 2 7
Sheet Metal
Properties of Aircraft Structural
1 and 2 7
Metals
Aluminum Used as Structural
1 and 2 8
Metals for Aircraft
Activity 10

2
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 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
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

Flexible Learning Outcome

Course Learning Outcomes [CLO]

Module Learning Outcomes [MLO]

CLO 6. Identify and select aircraft
hardware and materials. Topic Learning Outcomes [TLO]
CLO 10. Apply knowledge, skills, MLO 1. The students can able to
and competence in every aspect explain clearly the different TLO 1. Distinguishing the
of mechanical repair, inspection, classification of structural Classification of Aircraft
maintenance and safety damage, structural metal Structural Damages
concerns. standards
TLO 2. Discuss the Structural
CLO 11. Discusses their future MLO 2. The students can able to Metal Standards Abbreviations
role as aircraft mechanic and to distinguish the properties of and Acronyms
have continuous interest for metals and the aluminum used in
aircraft. TLO 3. Identify the Properties of
safety awareness.
Aircraft Structural Metals
TLO 4. Discuss the Aluminum
Used as Structural Metals for
Aircraft

4
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

Aircraft Structural Metals:

1. The Vital Characteristics to Construct the Structural Metals for Airframes are:

a. Knowledge on the Uses of Materials

b. Understanding on the Uses of Materials
c. Material Strengths
d. Material Limitation

2. In aircraft maintenance and repair, even a slight deviation from design specification, or the substitution
of inferior materials, may result in the loss of both lives and equipment.

3. The use of unsuitable materials can readily erase the finest craftsmanship.

4. The selection of the correct material for a specific repair job demands familiarity with the most common
physical properties of various metals.

General Aircraft Structural Repairs:

There are general repairs recommended for the different kinds of damages for aircraft structures as follows:

1. Aircraft structural members are designed to perform a specific function or to serve a definite purpose.

2. The prime objective of aircraft repair is to restore damaged parts to their original condition.

3. Replacement is the only way in which repair can be done effectively.

4. When repair of damage part is possible, first study the part carefully so that its purpose or function is
fully understood.

5. Strength may be the principal requirement in the repair of certain structures, while other needs entirely
different qualities.

6. For example, fuel tanks and floats must be protected against leakage but cowling, fairings and similar
parts must have such properties as neat appearance , streamline shaped, and accessibility.

7. The function of any damaged parts must be carefully determined so that the repair will meet the
requirements.

Inspection of Damage:

1. When visually inspecting damage, remember that there may be other kinds of damage than that caused
by impact from foreign objects or collision.

2. A rough landing may overload one of the landing gear, causing it to become sprung, this would be
classified as load damage.

5
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

3. During inspection and sizing up of the repair job consider how far the damaged caused by the sprung
shock strut extends to supporting structural members.

4. A shock occurring at one end of the member will be transmitted throughout its length, therefore inspect
closely all rivets, bolts and attaching structures along the complete members for any evidence of
damage.

5. Make a close examination for rivets that have partially failed and for holes which have been elongated.

6. Another kind of damage to watch for is that caused by weathering or corrosion, this is known as
corrosion damage.

7. Corrosion damage of aluminum material is usually detected by the white crystalline deposits that form
around lose rivets , scratches, or any portion of the structure that may be a natural spot for moisture to
settle.

Classification of Aircraft Structural Damage:

Damages may be grouped into four general classes. In many cases, the availability or lack of repair materials
and time are the most important factors in determining whether a part should be repaired or replaced.

Generally, there are four (4) classifications of aircraft structural damage such as the Negligible Damage,
Damage Repairable by Patching, Damage Repairable by Insertion and the Damage Necessitating Replacement
of Parts

a. Negligible Damage. It is the damage which does not affect the structural integrity of the member
involved or damage which can be corrected by a simple procedure without placing flight restriction on
the aircraft is classified as negligible damage. Small dents, scratches, cracks, or holes that can be
repaired by smoothing, sanding stop drilling, or hammering out or otherwise repaired without the use of
additional materials, fall in this classification.

b. Damage Repairable by Patching. Is any damage exceeding negligible damage limits which can be
repaired by bridging the damage area of a component with a material splices. The splice or patch
materials used in internal riveted and bolted repairs is normally the same type of materials as the
damaged parts, but one gage heavier. In a patch repair, filler plates of the same gage and type of
materials as that in the damaged components may be used for bearing purposes or to return the
damaged part to its original contour.

c. Damage Repairable by Insertion. It is the damage which can be repaired by cutting away the damaged
section and replacing it with a like section, then securing the insertion with splice at each end is
classified as damage repairable by insertion.

d. Damage Necessitating Replacement of Parts. Replacement of an entire part is considered when one or
more of the following conditions exist:

When a complicated part has been extensively damaged

When surrounding structure makes repair impractical
When damaged part is relatively easy to replace
When forged or cast fittings are damaged beyond negligible limits

6
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

Special Tools and Devices for Sheet Metal:

The airframe mechanic does a lot of work with special tools and devices that have been developed to
make his work faster, simpler and better. These special tools and devices include dollies and stakes and
various types of blocks and sandbags used as support in the bumping process.

1. Dollies and Stakes. Sheet metal is often formed or finished over variously shaped anvils called dollies
and stakes. These are used in forming small, odd-shaped parts, or for putting on finishing touches for
which a large machine may not be suited. Dollies are meant to be held in the hand, whereas stakes are
designed to be supported by a flat cast iron bench plate fastened to the work bench. Most stakes have
machined, polished surface which have been hardened. Do not use stakes to back up material when
chiseling, or when using any similar cutting tool because this will deface the surface of the stake and
make it useless for finish work.

2. V-Blocks. It is made of hardwood and are widely used in airframe metal work for shrinking and
stretching metal, particularly angles and flanges. The size of the block depends on the work being done
and on personal preference. Although any type of hardwood is suitable, maple and ash are
recommended for best results when working with aluminum alloys.

3. Hardwood Form Blocks. It can be constructed to duplicate practically any aircraft structural or no-
structural part. The wooden block or form is shaped to the exact dimension and contour of the part to
be formed.

4. Shrinking Blocks. A shrinking block consists of two metal block and some device for clamping them
together. One block forms the base and the other is cut away to provide space where the crimped
material can be hammered. The legs of the upper jaw clamp the material to the base block on each
side of the crimp so that the material will not creep away but will remain stationary while the crimp is
hammered flat (being shrunk). This type of crimping block is designed to be held in a bench vise.
Shrinking blocks can be made to fit any specific need. The basic form and principle remain the same,
even though the blocks may vary considerably in size and shape.

5. Sandbags. A sandbag is generally used as a support during the bumping process. A serviceable bag
can be made by sewing heavy canvas or soft leather to form a bag of the desired size, and filling it with
sand which has been sifted through a fine mesh screen. Before filling canvas bag with sand, use a
brush to coat the inside of it with softened paraffin or beeswax which forms a sealing layers and
prevents the sand from working through the pores of the canvas.

6. Holding Devices. Vises and clamps are tools used in holding materials of various kinds on which some
type of operation is being performed. The type of operation being performed and the type of metal
being used determine the holding device to be used. The most commonly used vise is the Machinist’s
Vise and Utility Bench Vise. The machinist’s vise has flat jaws and usually swivel base, whereas the
utility bench vise has scored removable jaws and an anvil-faced back jaw. This vise will hold heavier
material than the machinist’s vise and will also grip pipe or rod firmly. The back jaw can be used for an
anvil if the work being done is light.

Properties of Aircraft Structural Metals:

There are six (6) Properties of Metals that were used in Aircraft Structures such as the Brittleness, Malleability,
Ductility, Elasticity, Fusibility and the Conductivity.
7
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

a. Brittleness. It is the property of metal which allows little bending or deformation without shattering.

b. Malleability. It is the property of metal which can be hammered, rolled or pressed into various shapes
without cracking, breaking, or having some other detrimental effect.

c. Ductility. It is the property of a metal which permits it to be permanently drawn, bent or twisted into
various shapes without breaking. This property is essential for metals use in making wire.

d. Elasticity. It is the property of a metal which enables a metal to return to its original shape when the
force which causes the change of shape is removed.

e. Fusibility. It is the property or ability of a metal to become liquid by the application of heat. Metals are
fused in welding. Steel fuses around 2600 degree Farenheit and aluminum allo ys fuses at
approximately 1100 degree Farenheit.

f. Conductivity. It is the property of metal which enables a metal to carry heat or electricity. The heat
conductivity of a metal is especially important in welding because it governs the amount of heat that will
be required for proper fusion.

• The three (3) factors which determine the requirements to be met by any materials in airframe construction
and repair such as the strength, weight and reliability. Airframe must be strong and yet light weight as
possible.

• For the Extrusion Process, it involves the forcing of metal through an opening in a die, thus causing the
metal to take the shape of the die opening.

• Some metals such as lead, tin and aluminum may be extruded, but generally, metals are heated before the
operation is begun.

• The principal advantage of the extrusion process is its flexibility.

Aluminum Used as Structural Metal for Aircraft:

• Since the days of the “Stick and Wire” airplanes, aluminum has been the principal structural metal for
aircraft.

• Pure aluminum was much too soft for structural use, and so alloys were developed to provide for the
strength and stiffness required.

• The most widely used alloy was originally designated 24ST and is now 2024-T3 and 2024-T4. 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.

8
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

• 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.

• 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.

• The trade name for aluminum alloy sheet prepared in this manner by the aluminum Company of America is
Alclad.

• Wrought aluminum and aluminum alloys are designated by a four-digit system, with the first digit of the
number indicating the principal alloying element. Another factor important for aluminum alloys is the
temper or hardness value.

• Heat-treatable alloys are followed by the letter T and a number to indicate the type and degree of heat
treatment.

• 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.

• For example, 1100-H12 (Pure Aluminum) indicates one-fourth hardened while 1100-H18 (Pure Aluminum)
indicated that the aluminum is fully hardened. With the 5052 (Magnesium) alloy, H38 is the fully hardened
condition.

• The most commonly used aluminum alloys for aircraft structures are 2024-T3 (Copper, Manganese,
Magnesium) and 2024–T4 and 7075-T6 (Zinc, Magnesium, Copper, Chromium).

• Where elevated temperatures are encountered, other aluminum alloys or other types of me tal may be
used.

• Pure Aluminum (1100) and the softer (Manganese) 3003 and (Magnesium) 5052 are generally used for
tubing, junction boxes, non-stressed panels.

• Deep-drawn parts, or other parts that require considerable forming but are not subjected to high loads.

• These materials are easily worked and readily weldable. The alloy 2014 (Copper, Silicon, Manganese,
Magnesium) is particularly well adapted to the manufacture of forged parts requiring high strength.

• The alloys 2117 (Copper), 2024 (Copper, Manganese, Magnesium), and 7075 (Zinc, Magnesium, Copper,
Chromium) are all used for structural rivets.

• The 2024 (Copper, Manganese, Magnesium) and 7075 (Zinc, Magnesium, Copper, Chromium) rivets
require heat treatment before driving.

• Aluminum alloy sheet as it comes from the manufacturer is usually marked with letters and numbers in
rows about five (5) inches apart.

9
PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
Aircraft Maintenance Technology Department
Module 6 (Mid Term) AIRCRAFT STRUCTURAL DEFECTS, DAMAGES AND REPAIRS (Part 2)

• 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

Summing up:

This module has dealt with the second part of aircraft structural defects, damages and repairs. These include
the aircraft structural metals, general aircraft structural repairs, inspection of damage, classification of aircraft
structural damages, special tools and devices for sheet metal, properties of aircraft structural metals, and the
aluminium used as structural metals for aircraft.

Enrichment Activity

Enumerate the four classification of aircraft structural damage and in your own words, discuss how this damage
prevail in aircraft structure. (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)
A Comprehensive grasp A thorough grasp of the A basic grasp of the Subject content show Major issues with
of the subject matter is subject matter is subject matter is some articulating the key
demonstrated including demonstrated demonstrated misunderstanding of elements of the
Subject Content 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: __________________________

10