Model 208 Series Structural Repair Manual (Rev 9)
57-10-00 (Rev 7)
WING DAMAGE CLASSIFICATION
1. Damage Classification
A. Damage to the wing can be divided into three major categories: negligible damage, repairable damage, and major
replacement damage. These categories are intended to provide the mechanic with some general guidelines to use in
determining the extent and criticalness of any damage. Obviously, there will be some overlapping between categories, and
common sense must be used in determining the final action to be taken with regard to any damage.
B. For damage limits on the TKS porous panels. Refer to the Model 208 Maintenance Manual, Chapter 5, Unscheduled
Maintenance Checks.
2. Negligible Damage
A. Negligible damage must be considered damage that will not affect the airworthiness of the airplane, and can be allowed to
exist or be corrected with a simple repair such as removing dents, burnishing scratches, and stop-drilling cracks in
nonstructural parts. Examples of this type of damage are small dents that are free from cracks, abrasions, or sharp corners
and are not stress wrinkles and do not interfere with any internal structure or mechanism. In areas of low stress intensity,
cracks, deep scratches or deep, sharp dents which, after trimming or stop-drilling, may be enclosed by a 2.00 inch circle,
can be considered negligible if the damaged area is at least one diameter of the enclosing circle away from all existing
rivet lines and material edges. Stop-drilling is a temporary repair to be used only until permanent repairs can be made.
NOTE: The preceding information applies to all parts of the airplane except as noted in the following
paragraphs.
B. Damage in the fuel bay structure must be more carefully evaluated since the structure is subject to fuel pressure loads as
well as flight loads. Any cracks, dents, or abrasion of skin must be adequately repaired to avoid the possibility of fuel
leakage due to crack initiation or the possibility of the crack spreading out and affecting a larger area.
C. Cracks in control surface hinge fittings or supporting structure are not considered negligible, and the units must be
replaced.
D. Damage in wing spar caps generally will not be considered negligible, and will require repair or replacement.
3. Repairable Damage
A. Repairable damage is that damage that might affect the airworthiness of the airplane and result in the loss of function or
affect the appearance of that component, and which may be repaired by patching or insertion of a like piece of material.
Examples of repairable damage are skin damage ahead of the front spar on the wings and on the horizontal and vertical
stabilizers. Further examples include damage to stringers and bulkheads that exceed the definition of negligible damage,
but which have not been warped or twisted to such an extent as to require excessive reforming or in which alignment of the
parts is not critical. Skin damage in the form of dents, scratches, or punctures requires a patch.
4. Replacement Damage
A. Replacement damage is that damage which may affect the airworthiness of the airplane, result in the loss of function or
affect the appearance of a component, and for which repair by patching or insertion is not practical or is specifically
prohibited. Examples of this are assemblies that have been twisted or warped beyond usable limits; parts with extensive
corrosion damage, and repairs that require jigs or fixtures which are not available or easily fabricated in the field or small
parts which may be easily fabricated from materials available locally.
B. Wing spar caps with damage inboard of WS 236.00 must be replaced. Refer to Model 208 Series Maintenance Manual,
Chapter 6, Dimensions and Areas - General, for station diagrams.
C. Forgings damaged in critical sections must be replaced.
D. A bonded skin sheet panel in the wing fuel bay area which is considered extensively damaged must be replaced. Replace
the entire sheet panel from one structural member to the next, using rivets. The skins at the structural members must be
overlapped, and all skins and rivets sealed. The skin must overlap the structural member, allowing one row of rivets in
structural member with proper edge distance on each skin, except that both rows of rivets through the spar caps must be
used.
E. Repair of spar damage affecting the alignment of the wing spar must not be attempted in the field.
Copyright © Textron Aviation Inc. Page 1 of 1
Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Mon May 10 11:05:34 CDT 2021
