Structure Training Manual Corrosion Protection and Prevention

STRUCTURE TRAINING MANUAL
CORROSION PROTECTION AND PREVENTION

TABLE OF CONTENTS
04 - CORROSION PROTECTION AND PREVENTION

Structure Protections & Awareness
Materials & Protections
Assembly Principles
Drainage
External Paint Systems
DATE: FEBRUARY 2013

CORROSION PROTECTION AND PREVENTION
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DATE: FEBRUARY 2013

STRUCTURE PROTECTIONS
AND AWARENESS
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STRUCTURE PROTECTIONS AND AWARENESS
SOURCES OF DAMAGE
Throughout its operational life, the aircraft structure is subjected to

different types of damage.
Fatigue damage (cracking), accidental damage (e.g. bird impact, ground
handling…), deteriorations due to environmental and operating
conditions (lightning strike, corrosion…).
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DAMAGE DETECTION / PREVENTION
Concerning fatigue damage, the aircraft is designed and justified to be

free of significant fatigue cracking during its Design Service Goal
(DSG). The scheduled structure inspection programs are prepared to
detect any fatigue cracking before it reaches a critical length.
Inspections for corrosion are also part of the scheduled maintenance
program.
Nevertheless, the maximum protection schemes and attention are paid
to protect the aircraft structure against any known environmental
aggressions.
In addition, the basic protections should be kept in good conditions
and some basic precautions should also be considered.
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SURFACE PROTECTIONS
The protective treatments prevent corrosion and any damage by

aggressive fluids, and provide erosion protection to the metallic
structures.
The composite structures have a surface treatment to protect them
against the effects of lightning strike, ultraviolet rays, erosion and
fluids.
The type of surface protection for the components is related to:
- the material,
- the function,
- the location.
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PROTECTIVE TREATMENT AREAS
All the external areas have a surface protection. The following areas
are exceptions:
- leading edges of slats and engine inlet cowl,
- external surfaces of the pylon made of corrosion-resistant materials
(stainless steel / titanium),
- scuff plates on passenger and cargo doors,
- APU exhaust,
- equipment components, for example angles of an attached sensor,
static port areas.
The internal area of an aircraft is divided into three main zones. Each
zone has a different surface protection. These zones are divided as
follows:
- Zone A: areas in contact with air and water,
- Zone B: areas in contact with fuel (including pipes),
- Zone C: areas where corrosion can be expected because of:
- a contact with hydraulic fluids, lubricants and/or waste
water,
- a high condensation,
- a difficult access, and/or with a high risk of accidental
damage.
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DAMAGE ON COMPOSITE STRUCTURES
The composite structures can be damaged by lightning strikes or

handling operations. The environmental conditions may be a source of
damage (rain, dust).
The structure can also be affected by the impact of foreign objects or
birds for example.
At the design stage, the structure has the maximum protection against
these different sources of damage.
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LIGHTNING STRIKE PROTECTION
Structure requirements. Radome protection

Electrical continuity must be ensured throughout the complete An example of lightning strike protection in Zone 1, the radome,
structure. which is a sandwich structure with quartz fiber skins. It is protected
Parts exposed to direct strike must withstand heat intensity without with the use of copper straps on the external surface while the
severe deterioration. aluminum alloy frame connected to the fuselage structure via bonding
braids.
General layout
Lightning has always two or more attachment points (one entry and Elevators, rudder and sharklets
one exit) on the aircraft skin. This second example shows the lightning strike protection of the
Lightning moves back along the surface of the aircraft (swept stroke elevators and rudder trailing edges and tip which are also located in
zone) between the entry and exit points. This can cause a chain of Zone 1.
scattered attachment points along a line in the travel direction of the The elevators and the rudder are basically carbon fiber structures.
aircraft. Their trailing edges are formed by an aluminum alloy profile and their
Lightning hits some areas more frequently than others. tips are also made of aluminum alloy. On A320, from MSN 2531,
The aircraft is divided into three zones related to the probability of there is a bronze mesh on the top skin panel of the elevators.
lightning strike and which determine the type and level of protection On A/C equipped with a sharklet, an expanded copper foil is used for
applied: lightning strike protection.
Zone 1: surfaces where there is a high probability of initial lightning Electrical continuity
attachment (entry or exit), The Nose Landing Gear (NLG) doors are located in Zone 2, their
Zone 2: surfaces where there is a high probability of a swept stroke protection and the electrical continuity are achieved with the use of a
zone. The lightning strike has its initial point of attachment in Zone 1 metallic mesh installed at the manufacturing stage on top of the
and moves to Zone 2. composite layers.
Zone 3: this zone includes all of the aircraft surfaces that are not in Note that in most of the cases, this grid should be restored when
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Zones 1 and 2. In Zone 3 there is a low probability of attachment of a damaged, in compliance with the SRM procedures.
lightning strike. However, high lightning currents can go through
Zone 3 by direct conduction between 2 attachment points. Zone 3
currents will also go to Zones 1 and 2.

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ELECTROSTATIC CHARGE PROTECTION
The accumulation of electrostatic charges must be avoided in order Static dischargers- Typical installation
not to disturb the aircraft operation by perturbing HF operation or
There are two different types of static dischargers depending on the
creating arcing.
conductivity level. The first one is installed on trailing edges, while
All external surface and any other conductive parts of the whole the second type of static dischargers is installed on tips. Electrical
airframe shall be electrically bonded together in order to ensure that
bonding is obtained on metallic materials by direct surface contact.
deposited electrical charges can freely move up to the static
discharger where they are discharged. The static discharger shall be electrically bonded to the structure or the
lightning surface protection or the conductive coating covering non
Protection means are :
conductive components. For CFRP and non-conductive composite
- Conductive coating to cover non-conductive area structures, in lightning strike zones, it is always recommended to fix
- Static discharger at the tips (or sharklets) of the wings, stabilizer, the dischargers on metal plates which are to be connected to the
vertical fin and flap track fairings. aircraft structure by means of lightning conductors.
Do not be confused between ESD charge protection and lightning
strike protection (current voltage and intensity are totally different).
Static dischargers – Removal / Installation
In case of damage by lightning strike, static dischargers have to
Static dischargers- Location
replaced in accordance with AMM 23-61-00. In this case, after
To bleed off these electrostatic charges, static dischargers are installation, check the resistance from the static discharger to the base
installed:
(retainer).
- along horizontal stabilizer tip and trailing edge, along outer elevator
trailing edge, For type ‘A’ (tip installation), the resistance must be between 6 and
120 Mega- homs.
- along vertical stabilizer tip, along upper rudder tip and trailing edge,
For type ‘B’ (trailing edge installation), the resistance must be
- along outer wing trailing edge, and outboard aileron trailing edge,
between 6 and 200 Mega-homs.
- along wing tip fence trailing edge,
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- at the rear end of each flap track fairing.

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HANDLING OF COMPOSITE STRUCTURES
To keep composite structures in good and serviceable conditions, the

operator should avoid any damage during handling and/or
maintenance operations (such as chopped tools, take care of no step-
areas, ...).
Chemical strippers are not authorized on composite structures (the
resin system may be deteriorated).
The protection modes such as paint schemes and special layers (e.g.
tedlar layers on the inside surfaces) should be kept in good conditions.
The drying of composites is also essential before any hot bonding
repair operations.
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ENVIRONMENTAL & IMPACT PROTECTIONS OF COMPOSITE

STRUCTURES
Example
The impact protection of the Trimmable Horizontal Stabilizer (THS)
leading edge is achieved via a metallic cover plate.
General
The protection against environmental aggressions (rain, ultraviolet...)
is achieved by the application of a correct paint scheme associated
with internal protective layers (e.g. tedlar).
This paint scheme should be kept in good conditions and restored
when damaged in compliance with the SRM procedures.
The galvanic corrosion protection of the aluminum alloy parts in
contact with the carbon fiber parts is achieved as follows:
- additional glass fiber layers on top of carbon in contact areas,
- full protection of the aluminum alloy parts (pre-treatment, primer,
top coat),
- interfay sealant,
- titanium fasteners.
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LONG TERM PROTECTION (FUSELAGE) OVERVIEW
LONG TERM PROTECTION REPAIR
PAINTING TIPS AND HIGHLIGHTS

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MATERIALS AND
PROTECTIONS
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MATERIALS & PROTECTIONS
GENERAL
Materials Composites materials
During the design phase, the choice of the material type results from a The location of composite components are mentioned in SRM
compromise between various parameters involving the resistance to chapter 51-33-00.
fatigue cracks, the static characteristics and properties, the resistance
to corrosion. Pre-treatments of metals
Aluminum alloys are generally used on the basic airframe structure The pre-treatment is the initial treatment of metal, it has the subsequent
due to their good ratio strength/weight, good corrosion resistance and functions:
low density: - It increases the corrosion-resistant properties of metal by chemical or
- The 2000 series for the fatigue critical components electrolytical procedures.
- The 6000 series for laser beam welded panels and stringers - It gives a good surface for the adhesion of the subsequent paint
- The 7000 series with optimum stress/exfoliation corrosion resistance coatings.
and good fracture toughness properties. - It provides a sacrificial corrosion protection when a thin layer of a
different metal is applied. This layer has a lower electrical potential
Titanium alloys are used at specific locations (cockpit bird strike than the part. If corrosion occurs, it will remove this layer first
protection panels, pylons, wing manhole doors, horizontal stabilizer (Sacrificial Corrosion Protection).
joint fittings, crack stoppers…) due to their good ratio
strength/weight, excellent corrosion resistance, good elevated These pre-treatments are applied to aluminum, steel and titanium parts.
temperatures properties.
Pre-treatments of Aluminum
Steel alloys are used at specific locations (pylons, landing gear, slat
tracks…) for their good elevated temperatures properties and their The pre-treatments of the aluminum alloys components generally
low cost. consist in applying an oxide coating layer on the surface. Several
means are available for aluminium pre-treatments:
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Composite materials are used for weight saving reasons and their non - Chromic Acid Anodizing, Tartaric Sulfuric Acid Anodizing or
corrosion properties. Nevertheless, special precautions have to be Sulphuric Acid Anodizing, which provide an anodic protection to
taken to prevent galvanic corrosion between the CFRP and aluminum aluminum part by covering it with an oxide layer. Sulphuric Acid
components. Generally, a layer (ply) of GFRP is installed in the Anodizing is principally used to provide wear protection (e.g. seat
contacting areas. CFRP is mainly used for the primary structures (e.g. tracks and roller tracks).
stabilizers, flaps, airbrakes/spoilers…).

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GENERAL
- Chemical Conversion Coating, which leads to an oxide layer and

does not require any source of energy. It is usually used for repairs.
This process is also commonly known as ALODINE.
- Wash primer, an organic coating which has a chemical etching
effect and is used for repairs.
Pre-treatments of steel
The pre-treatment of steel alloys generally consists in applying a thin

layer of different metal for sacrificial protection.
Pre-treatments of titanium
Basically, titanium alloys are considered as corrosion-resistant

materials, they require no surface treatments and/or paints except in
special cases or to prevent the galvanic corrosion of other materials in
dissimilar material joints.
These special cases are:
- Titanium in contact with hot hydraulic fluids (inside the pylon where
applicable).
- Fasteners (Hi-Loks, Taper-Loks, etc.).
- Titanium parts assembled to aluminium.
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FUSELAGE EXTERNAL - BASIC PROTECTIONS
Metallic surfaces
Composite surfaces
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FUSELAGE INTERNAL- BASIC PROTECTIONS
General
Paint system details

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WING EXTERNAL - BASIC PROTECTIONS
Upper surfaces
Lower surfaces
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WING INTERNAL - BASIC PROTECTIONS

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PYLON EXTERNAL - BASIC PROTECTIONS

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PYLON INTERNAL - BASIC PROTECTIONS
Spars, panels, pyramid
Ribs
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HORIZONTAL STABILIZER EXTERNAL - BASIC

PROTECTIONS
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HORIZONTAL STABILIZER INTERNAL - BASIC

PROTECTIONS
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VERTICAL STABILIZER INTERNAL - BASIC PROTECTIONS

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VERTICAL STABILIZER EXTERNAL - BASIC PROTECTIONS

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ASSEMBLY PRINCIPLES
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ASSEMBLY PRINCIPLES
FUSELAGE
All the countersunk fasteners on the external surfaces are wet installed Cabin window frame
(i.e. with polysulphide sealant). All the structural joints between the
stringers, frames, window frame forging and external skins are Passenger door frame
assembled with interfay sealant. The internal fillet seals are over-
recoated with soft varnish in the areas prone to hydraulic fluid Passenger door sill
spillage.
On the internal corrosion-sensitive areas of the fuselage, all the Passenger floor structure
structural joints are assembled with an interfay sealant and the
fasteners are wet installed. This applies to the bilge area, the internal Cargo floor structure
structure of the doors and surrounding structure, the passenger floor
structure in galleys, toilets and door entrance areas. Floor covering installation – Wet areas
Typical riveted stringer
Typical lap joint
Typical butt joint
Typical standard frame
A318 panels with laser beam welded stringers

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Aft pressure bulkhead - Drainage and sealing

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ASSEMBLY PRINCIPLES
WING
In the fuel tanks, the sealing practices depend upon the fastening
technique and location.
In the outer wing, the highly loaded joints are interfayed and, where
necessary, edge-sealed with a polysulphide sealant.
In the lightly loaded joints outside leak paths, edge sealing or interfay
may be used.
The fasteners going through the external skins are either wet
assembled (clearance fit) or receive a coat of sealant under the head in
the countersink (interference fit).
After the installation, the non self-sealing or steel nuts receive an
overcoat of polysulphide sealant.
As an aid to production (to prevent dirt and swarf from adhering to the
not-yet-sealant), a barrier coating may be used over the polysulphide
sealant fillets and over-coatings.
Stringer attachments
Rib attachments
Front Spar and Rear Spar attachments
Center wing box details

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ASSEMBLY PRINCIPLES
COMPOSITE STRUCTURES
The general assembly processes, which depend on the environment,

consist, where necessary, of the interfay sealing of joints and the wet
installation of fasteners for which titanium or stainless steel types are
only used.
Galvanic protection principles

Special precautions are taken when carbon fiber parts interface with
metal fittings. In this case, a glass fiber or Tedlar layer is, in general,
provided at the faying surfaces.
The metal fittings - which are anodized, primed and top coated - are
installed with polysulphide sealant
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DRAINAGE
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A318/A319/A320/A321 STRUCTURE DESCRIPTION DRAINAGE February 14th, 2013

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DRAINAGE
AIRFRAME DRAINAGE AND FUSELAGE BILGE AREA
Throughout the structure, holes and gaps of adequate size are

provided to ensure the natural drainage to the collection points, and
special attention is paid in order to avoid the accumulation of fluids in
the box-type structures. In any case, the drain holes are drilled before
the application of the surface pre-treatment.
From stringer 21 to the bottom of the fuselage, all the stringers, within
each frame bay, are provided with drain holes (generally 6 to 8.5 mm
of diameter) and drain paths at the stringer/frame intersections allow
water to run forward or aft.
Drainage overboard is done by automatic pressure drain valves

installed at the bottom of the fuselage shell.
In the areas where the insulation mats are not attached to the cargo
compartment floor panels, a metal-sheet protective cover is installed
over the drain valves.
If there are stringers along the centerline in the cylindrical part of the
fuselage, a drain valve is installed on each side of the stringer.
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DRAINAGE
CENTER FUSELAGE
Pressurized area
In the upper pressurized area of the fuselage, the curved pressure
membranes between the portal frames are fitted with three pressure
seal drains, at the lowest point aft of the centre wing box rear spar.
Keel beam and belly fairing

The lower keel beam panel incorporates 18 drain holes fitted with
plastic drains.
To avoid any liquid accumulation below this area, drain holes are
provided in the belly fairing lower panels.
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DRAINAGE
AFT PRESSURE BULKHEAD
A drain hole is provided aft of frame 70, at the lowest point. This hole
is fitted with a drain tube presenting an internal diameter of 11mm.
Levelling compound is used to prevent any water from getting
entrapped in this area.
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DRAINAGE
PASSENGER DOOR SILL
Each passenger/crew door sill is fitted with two drains, and a collector
tank is installed below the escape slide pick-up hooks. These tanks,
together with the door sill drains, are connected to plastic tubes routed
to the bilge area.
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DRAINAGE
FORWARD CARGO COMPARTMENT
When the optional Cargo Loading System is fitted, a drainage system

is provided which incorporates drains with filters located at the end of
the compartment and connected via plastic tubes to the bilge area.
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DRAINAGE
AFT CARGO COMPARTMENT

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DRAINAGE
CARGO DOORS
Two pressure drain valves are installed on the lower horizontal beam
of the cargo compartment doors.
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DRAINAGE
WING TRAILING EDGE DRAINAGE
Drain holes are located on the rear diaphragm aft if the rear spar of the
outer wing box.
WING TANKS
Water drains are provided in the center wing box and wing box fuel
tanks.
FLAP TRACK FAIRINGS
Drain holes are located in the center and cone sections of the movable
flap track fairings.
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EXTERNAL PAINT SYSTEMS

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GENERAL
The application of the external paint system/livery of the aircraft

completes the overall corrosion prevention process.
The aircraft is painted with spray guns using an air-supported
electrostatic application method with the following steps :
application of :
- primer : 15-25 μm
- top coat : 50-130 μm
As a general rule, all the external surfaces receive a similar paint

system on top of the basic protections. Nevertheless, the surface pre-
treatments and primers are adapted to the different structure materials.
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FUSELAGE EXTERNAL SURFACES
The exterior surfaces of the aircraft are completely painted, with the
exception of the slats leading edge, the passenger door sills scuff
plates, the APU exhaust, parts of the pylon made of titanium or
stainless steel and nose lip and exhaust of the engine cowls.
Some areas have to be protected before paint stripping and painting
operations such as :
-Angle of attack sensors,
-Pitot probes,
-Static ports,
-Total air temperature probes.
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WING EXTERNAL SURFACES
Upper surfaces
Lower surfaces
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PU: Polyuréthane
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PU: Polyuréthane
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STABILIZERS EXTERNAL SURFACES

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STUDENTS’ NOTE
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Structure Training Manual Corrosion Protection and Prevention

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What are some sources of damage to aircraft structures?

What are some sources of damage to aircraft structures?

How are fatigue damage and corrosion detected and prevented?

How are fatigue damage and corrosion detected and prevented?

STRUCTURE TRAINING MANUAL

CORROSION PROTECTION AND PREVENTION

04 - CORROSION PROTECTION AND PREVENTION

DATE: FEBRUARY 2013

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DATE: FEBRUARY 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

Throughout its operational life, the aircraft structure is subjected to

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

DAMAGE DETECTION / PREVENTION

Concerning fatigue damage, the aircraft is designed and justified to be

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

The protective treatments prevent corrosion and any damage by

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

PROTECTIVE TREATMENT AREAS

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

DAMAGE ON COMPOSITE STRUCTURES

The composite structures can be damaged by lightning strikes or

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STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

LIGHTNING STRIKE PROTECTION

Structure requirements. Radome protection

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STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

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STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

ELECTROSTATIC CHARGE PROTECTION

- at the rear end of each flap track fairing.

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STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

HANDLING OF COMPOSITE STRUCTURES

To keep composite structures in good and serviceable conditions, the

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

ENVIRONMENTAL & IMPACT PROTECTIONS OF COMPOSITE

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

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STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

LONG TERM PROTECTION (FUSELAGE) OVERVIEW

LONG TERM PROTECTION REPAIR

PAINTING TIPS AND HIGHLIGHTS

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013

STRUCTURE STRUCTURE PROTECTIONS AND AWARENESS February 14th, 2013