Structures Training Manual Rev0

KQ Technical
Structures Training Manual
Revision 0
9/25/2015
contEnts
1. Introduction ..................................................................................................................................................................................................................... 4
2. Process and asdar procedures ....................................................................................................................................................................................... 5
3. Damage Description ........................................................................................................................................................................................................ 8
I. Damage Type............................................................................................................................................................................................................... 8
(1) Abrasion .............................................................................................................................................................................................................. 9
(2) Corrosion: .......................................................................................................................................................................................................... 10
(3) Crack: ................................................................................................................................................................................................................. 11
(4) Crease ................................................................................................................................................................................................................ 12
(5) Delamination..................................................................................................................................................................................................... 13
(6) Disbond: ............................................................................................................................................................................................................ 13
(7) Dent ................................................................................................................................................................................................................... 14
(8) Gouge ................................................................................................................................................................................................................ 16
(9) Nick .................................................................................................................................................................................................................... 16
(10) Scratch ............................................................................................................................................................................................................... 16
(11) Hole.................................................................................................................................................................................................................... 17
(12) Puncture ............................................................................................................................................................................................................ 17
(13) Lightning Strike Damage .................................................................................................................................................................................. 19
(14) Scribe Line: ........................................................................................................................................................................................................ 20
II. Damage Location ...................................................................................................................................................................................................... 21
Aircraft major zones...................................................................................................................................................................................................... 23
III. Damage Dimensions ............................................................................................................................................................................................. 29
Page 2 of 38
4. Damage Inspection and Evaluation ............................................................................................................................................................................. 33
5. Documentation ............................................................................................................................................................................................................. 35
Page 3 of 38
1. introDuction
This training manual is meant to give the engineer basic knowledge on how to investigate, classify, and to make a decision on the required repair
on a structural damage on an aircraft.
The decision will be based on the Structural Repair manual (SRM). The SRM permits the engineer to identify and evaluate the damage and treat
it as allowable damage or restore the structural integrity of the aircraft through a repair or by replacing the damaged part.
Aircraft structure can be made of metallic, composite or a combination of both; each of these parts has a unique way of treatment and the
relevant SRM should be followed to the latter.
The training manual describes various types of possible aircraft structural damages. It provides illustrations of these types of damages for ease of
identifying such damages. The manual also has aircraft major zones for the damage location identification.
The training manual as well illustrates the damage dimensioning, inspection and evaluation with the aim of identifying the appropriate repair.
Where there is conflict between this manual and the applicable aircraft SRM, the SRM data takes effect.
Introduction
Page 4 of 38
2. procEss anD asDar procEDurEs
 Process Map contains general work flow from the moment a structural damage is reported to repair and documentation.
 Aircraft Structural Damage Assessment and Repair (ASDAR) Procedures entails detailed steps to be taken by all stakeholders from the
time structural damage is reported to final repair and documentation
There are two process maps:
1. For damage found in out station &
2. For Damage found at Main Base
The ASDAR process has 4 main players:
1. Base/Line : Approved Maintenance Engineer (AME) and Structural Workshop Specialist
2. Engineering Development: Structures Engineers
3. Maintenance Planning Engineer: Programs Engineers
4. OEM: Boeing and Embraer
For More Details see the ASDAR Process and ASDAR Procedures
Process
Page 5 of 38
AIRCRAFT STRUCTURAL DAMAGE Ref. No.
ASSESSMENT AND REPAIR
KQ/XX/Y/TPM
PROCEDURES
A.S.D.A.R.P FOR LINE MAINTENANCE AND OUTSTATIONS
PROCEDURE COMPLIANCE
EASA KCAA
1. INTRODUCTION
Many factors influence the condition of the aircraft structure; this is mainly driven by structural fatigue
damage, in which the flight time (cycles and hours) and aircraft utilization play a significant role.
Aircraft structures are affected by multiple factors including but not limited to accidental damage,
corrosion, operational/environmental condition, design features, modifications performed, maintenance
and repair practices to name a few. Furthermore, each aircraft has its own utilization rate, FH and FC
accumulated and a unique maintenance history.
2. OBJECTIVE
The main aim of this procedure is to provide maintenance personnel with guidelines on how to assess
and repair aircraft structural damages that are found within or beyond the manufacturer’s Structural
Repair Manual (SRM). Moreover, this procedure also discusses how to issue and handle Structural
Damage and Repair Report (SDAR).
3. DEFINITIONS
3.1 Aircraft Structure

All sections of an aircraft falling under ATA Chapters 51 to 57.
3.1.1 Primary Structure is that structure in the aircraft which contributes significantly to carry
flight, ground and pressurization loads and whose failure could
result in the catastrophic failure of the airplane.
3.1.2 Secondary structure is that structure in the aircraft which carries only air or inertial loads
generated on or within the secondary structure.
NOTE: Refer to the applicable aircraft SRM (ATA Chapter 51- Structure Classification) for the
figures showing the primary and secondary structures of the airplane.
3.2 Repair Classification:
3.2.1 Major Repair “major repair” means a repair of an aeronautical product that
might appreciably affect the structural strength, performance,
powerplant, operation flight characteristics, or other qualities
affecting airworthiness or environmental characteristics, or that
will be embodied in the product using non-standard practices;
See Kenya Subsidiary Legislation, 2013
Revision 0 Effective: 01 March 2016 Page 1 of 14

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PROCEDURES
3.2.2 Minor Repair A repair to a secondary structure or minor part of the aircraft.
3.2.3 Major Part Part whose failure might adversely affect the structure integrity of the
aircraft.
3.2.4 Minor Part Part which is not considered a major part.
NOTE: Notwithstanding Kenya Subsidiary Legislation, 2013, for definition/classification of type of

structure refer to related SRM.
3.3 Levels of Corrosion
3.3.1 In case corrosion is found, Development Engineering- Structures shall investigate the
corrosion history of the affected part/location and shall accordingly assign a level to it, as per
Table 1 below.
3.3.2 Development Engineering- Structures shall also control, monitor and propose corrective and
preventive actions in order to improve the reliability and structural integrity of Kenya Airways’
affected aircraft type fleet.
It is not mandatory to report Corrosion Level 1. Kenya Airways will report corrosion findings as follows
Corrosion Level Inspection Phase Reporting Requirement
Level 1 Any -Technical Records Only
- Immediately to the manufacturer.

Initial
Level 2 - Immediately to the manufacturer.

- To KCAA Within 72 hrs on proposed
corrective action to reduce corrosion
Repeat to Level 1 or better

Initial
Level 3
Repeat - To KCAA Within 7 days with action plan for
the fleet
- To KCAA Within 72 hrs on proposed
corrective action to reduce corrosion
to Level 1 or better
Table 1- Corrosion Level Identification and Reporting Requirements

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PROCEDURES
3.4 corrosion levels
3.4.1 Corrosion Level 1
 Corrosion occurring between successive inspections that is local and can be

reworked/blended-out within manufacturers’ allowable limits (e.g., SRM, Service Bulletin,
etc.).
or
 Corrosion occurring between successive inspections exceeds allowable limit but is local
and can be attributed to an event not typical of operator usage of other aircraft in the same
fleet (e.g., Mercury spill).
or
 Operator experience over several inspections has demonstrated only light corrosion
between each scheduled inspection but the latest inspection and cumulative blend-out now
exceeds allowable limits.
 The terms "local corrosion" and "light corrosion" are model specific and will be
determined by the manufacturer and published in appropriate maintenance
documents.
 Corrosion occurring between successive inspections that requires a single re-work / blend-
out which then exceeds allowable limits, requiring a repair / reinforcement, or complete or
partial replacement of structure listed in the Baseline Program,
or,
 Corrosion occurring between successive inspections that is widespread and requires a
single blend-out approaching allowable rework limits.
 Corrosion found during the first or subsequent inspections, which is determined (normally
by the operator) to be an urgent airworthiness concern, requiring expeditious action.

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PROCEDURES
4. APPLICAILITY
- Base Maintenance
- Production Planning & Control
- Quality Assurance
- Development Engineering
- Line Maintenance
- Aircraft Structural Workshops
- Maintenance Provider/MRO
- Maintenance Control Centre
- Out-Stations
5. REFERENCES
- Manufacturer’s (Boeing and Embraer) Structural Repair Manual(SRM)
- Configuration Deviation List (CDL)
- Type Certificate Holders MPM
- Appendix 1 Aircraft structural Damage Evaluation & Repair Accomplishment Matrix (E&RA)
- Appendix 2 Dents/Buckles and Repair Mapping Diagram
- Appendix 3 Structural Damage Assessment Report (SDAR)
6. PROCEDURES
6.1 Damage assessment & Aircraft Dispatch
For Damage Occurring at Main Base (Line Maintenance):
If a structural damage occurs while an aircraft is at the Main Base Station (L/M), Aircraft Maintenance
Engineer (AME)/Approved Technician shall evaluate the damage as per Appendix 1 (E&RA matrix).
Depending on the applicable damage category (A, B or C) in column 1 of the matrix, AME/approved
Technician shall take the necessary actions as per column 2 of the matrix.
The instructions provided below shall serve as guidelines on how to handle a structural damage on an
aircraft:
6.1.1 AME/Approved Technicians shall request for an NDT inspection to be carried out on the
damaged area (as applicable).
6.1.2 Category A – If the damage found is within the SRM or CDL allowable or dispatchable limits,
AME/Approved Technicians shall perform all the applicable instructions indicated in column 2 of
the E & RA matrix. This includes:
1. If the damage is allowable and no further work is required, the following must be accomplished:
 Completing the SDAR and forwarding it to Development Engineering- Structures with all
the reference documents (SRM/MEL/CDL etc.) captured in the SDAR.
 Amending the Dents/Buckles and Repair Mapping Diagram prior to releasing the aircraft to
service.
 Stick the allowable damage stickers with a number that commensurate with the entry
number on the Dents/Buckles and Repair Mapping Diagram
 Release A/C to service

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2. If the damage is allowable and requires repeat inspections and/or a specified threshold to
accomplish permanent repair, the following must be accomplished:
the reference documents (SRM/MEL/CDL etc.) captured in the SDAR.
service.
 Stick the allowable damage stickers with a number that commensurate with the entry
number on the Dents/Buckles and Repair Mapping Diagram
 Raise ADD of the damage as CAT A
 Release A/C to service
NOTE: Only Aircraft Damages/temporary repairs with repeat inspections and/or a specified threshold to
accomplish permanent repair shall be captured on the ADD as Cat A. Depending on repeat
inspections and/or repair threshold, DE shall evaluate the requirements Considering the fleet
utilization and issue EI(Embodiment Instructions) to planning to callout inspections and/or repair
when due. Thereafter, DE shall forward the same EI to MCC to clear the ADD. Only
Damages/Repairs with short repeat inspections and/or a short specified threshold to
accomplish permanent repair shall remain on the ADD for monitoring purposes.
6.1.3 Category B – If the damage found is dispatchable provided that a temporary or a time-limited
repair be performed as per the applicable manual, AME/Approved Technician shall perform all the
applicable instructions indicated in column 2 of the E & RA matrix. This includes:
the reference documents (SRM/MEL/CDL...etc) captured in the SDAR.
 Consult DE (If required)
 Contact Structural Workshop to C/O Temp repair (If required)
 SRS (Structural Repair Specialist) shall raise an NRC to accomplish repair & Tech Log
Entry (if required), once completed to be forwarded to DE
 Raising an ADD of the repair as CAT A
service.
 Release A/C to service.
6.1.4 Category C – Damages falling under this category are either:
- Not dispatchable as per SRM or CDL allowable damage limits (and/or)

- Outside the applicable SRM repair (and/or)
- NO allowable limits defined in the SRM (and/or)
- NO repair(s) provided in the SRM.
AME/Approved Technician shall perform all the applicable instructions indicated in column 2 of
the E & RA matrix. This includes:
the reference documents (SRM/MEL/CDL...etc) captured in the SDAR.
 Consult DE (If required)
 Contact Structural Workshop to C/O repair (if the repair is outside SRM repair scope SRS
shall consult DE for further action)

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PROCEDURES
6.1.5 In the event of finding a damage that it is beyond the allowable damage limits or beyond the
SRM’s repair scope, Development Engineering- Structures shall contact the manufacturer/vendor
for any applicable repair or rectification and request the following (depending on the aircraft
situation) from the manufacturer/vendor for their approval:
- Aircraft damage or discrepant part to remain as-is without the need for an immediate repair or
replacement. However, DE shall provide a proposed time (aircraft flight cycles or hours or date of
aircraft grounding) to the manufacturer or vendor on when the repair or replacement shall be
carried out.
- A Temporary or Time-Limited Repair valid on the aircraft’s next grounding or maintenance

layover (A or C-check).
- A No Technical Objection (NTO) to dispatch the aircraft.
6.1.6 Upon obtaining approval or NTO from the manufacturer or vendor, the NTO, all the relevant
communications with the manufacturer or vendor plus a covering letter from QA shall be
immediately forwarded to the local authority for their approval prior to aircraft dispatch or release.
NOTE: ALL manufacturer or vendor No Technical Objection (NTO) to dispatch (even to ferry
flight) must have an approval from KCAA prior to aircraft dispatch or release.
6.1.7 Once approval from KCAA is obtained, the aircraft can then be released to service. However, all
flight limitations (Flight Cycles and Flight Hours) and all details and conditions provided by the
manufacturer or vendor, such as supplemental inspection intervals and validity of temporary
repairs must be documented. An ADD shall also be raised, as applicable.
6.1.8 If the manufacturer or vendor declines to grant an NTO thereby requiring a repair to be performed
or carried out, Development Engineering- Structures shall request a Temporary or Permanent
repair (whichever is applicable) from the manufacturer or vendor.
6.1.9 Once the repair design/scheme is finalized, Development Engineering- Structures shall refer to
the Repair Generation column of the E & RA matrix for the necessary EO issuance.
6.1.10 For any repair carried out on the aircraft, structural repair specialist shall update the
Dents/Buckles and Repair Mapping Diagram (refer to Appendix 2), raise NRC and SDAR. The
structural repair specialist shall then send NRC, SDAR and any other DFP via MDC to
Development Engineering- Structures. Upon receipt of copies of SDAR, NRC and all the DFP,
DEs shall review the repair details and update the Dents/Buckles and Repair Summary Logbook
for the affected aircraft as soon as possible, but not later than the aircraft’s next scheduled A-
check. Structural repair specialist shall then return the original SDAR, NRC and all the DFP to
Tech Records (via the MDC) upon processing and retain a copy in file for future reference.

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PROCEDURES
For Damage found at Out-Stations:
6.1.11 Out-station Engineer/accompanying Engineer/approved Technician shall coordinate with MCC

and provide ALL details of the damage (length, width and height, depth, etc.) via email, along with
photos, sketches and supplemental drawings if necessary to give a clear picture of the damaged
area. All references reviewed and used shall be provided to aid in the evaluation and assessment
damage.
6.1.12 MCC shall evaluate the damage and if required, consult Development Engineering- Structures for
the necessary immediate action.
6.1.13 MCC or DE (if involved) shall provide the necessary course of action to the out station engineer to
follow via email, or if necessary a phone call or teleconference shall be initiated to ensure
effective communication.
6.1.14 Out-station engineer/accompanying Engineer/approved Technician shall take and follow the
necessary course of actions provided by MCC or DE (if involved).
6.1.15 Out-station engineer/ accompanying Engineer/approved Technician in all cases must issue SDAR
to document the damage found and the course of action performed. A copy of which shall be
retained in their own records for future reference. Original/scanned copy of the SDAR shall be
forwarded Development Engineering- Structures as soon as possible.
6.1.16 Out-station engineer/accompanying Engineer/approved Technician to update the aircraft

Dents/Buckles and Repair Mapping Diagram) accordingly to reflect the damage found.
6.1.17 Upon DE’s receipt of the SDAR, the SDAR is to be reviewed and closed as per procedures
outlined in Paragraph 6.2 (below).
6.2 Structural Damage Assessment Report (SDAR) Handling
6.2.1 When the Aircraft is at Main Base:
1) All SDARs (either original or a copy) (appendix 3), after being raised by AME/Approved
Technician /SRS, shall be forwarded as soon as possible to DE.
2) DE shall use the information available on the SDAR (appendix 3) for damage re-assessment
and repair EO generation (if required).
3) DE shall retain a copy of the SDAR (appendix 3) which shall form part of the Dents/Buckles
and Repair Summary Logbook.
Note: DE shall action all AME’s/Approved Technician/SRS raised SDAR’s (appendix 3) as

soon as possible, but not later than the aircraft’s next scheduled A-check.

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PROCEDURES
7.1 LINE STATION HANDLING COMPANY
7.1.1 At outstations where the appointed Company Agent is different from Kenya Airways, an Aircraft
Technical Log (ATL) shall be generated if a structural damage is found. Furthermore, a SDAR
shall be completed and forwarded to Kenya Airways MCC/Engineering Development along with
all the references documents used.
7.2.2 Please refer to steps 6.1.11 through 6.1.16 for more detailed handling procedures at Outstations.

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PROCEDURES
8. DOCUMENTATION STANDARDS
8.1 GUIDANCE NOTES FOR THE USE OF THE DENTS/ BUCKLES AND REPAIR MAPPING DIAGRAM
(Appendix 2)
8.1.2 ITEM No.
Enter a repair number sequencing that commensurate with the repair mapping
Status diagram.
8.1.3 LOCATION
Enter the repair location such as fuselage, power plant, pylons and struts,
wings and undercarriage, empennage(stabilizer and tail cone), Radome,
Pax/cargo/access/ mlg/nlg/ doors, cargo comp ball marts and roller trays, flight
control surfaces etc.
8.1.4 STATION
Enter damage location within two precise adjacent body station for external
fuselage repairs, between nacelle stations for power plant damages, wing stations/
stabilizer station/ rudder stations. Include BSTA and BBL location for all internal
repairs e.g. Btw BS1016- BS1042.
8.1.5 STRINGER
Enter damage location within two precise adjacent stringers for external fuselage
repairs e.g. Btw.STR8L-STR9L
8.1.6 L/H or R/H
Enter damage location whether on the L/H or R/H. indicate N/A if LH or RH

damage location cannot be appropriately be defined.
8.1.7 DAMAGE DESCRIPTION
State description of the damage as per SRM and/ or engineering judgment i.e.
corrosion, scratch, dent, hole, puncture and provide all the necessary dimensions
e.g length, width, depth and remaining skin thickness for scratch/ corrosion blend
outs. (A/Y ratios for dents must be calculated and entered). If necessary give the
damage location by referencing a measured distance from an end point. e.g dent
on the RH aft flap 30” from trailing edge and 12” from the inboard edge. (See
appendix 2)
e.g. Dent measuring L=5.867” W=4.51” Y=0.045” W/Y=100.2

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PROCEDURES
8.1.8 REPAIR / ASSESSMENT DESCRIPTION
State a brief description of repair that has been accomplished/ assessed per SRM/
AMM/ CMM procedure if the repair is found within SRM/ AMM/ CMM limits or RDR
(Repair and Deviation Record) or FAA Form 8100-9 or ANAC F200-06 if the repair
is outside SRM.eg dent, blend out within limits. (all assessments/ repairs must be
done using the approved manuals/ repair instructions) e.g. REPAIRED IAW SRM
53-00-01, fig. 201, REPAIR 1, (rev 96 dated 20-Nov-14) or Dent evaluated and
found within limits IAW SRM 53-00-01 Fig 103, Detail G (Rev 53 dated
10Mar2015)
Briefly state the results of NDT carried out.eg surface HFEC done, nil cracks found.
State the size of the damage cut out if composite repair was accomplished.
8.1.9 REPAIR / ASSESSMENT DATE
Enter repair date with this format 20-NOV-2015.
8.1.10 REFERENCE DOCUMENTS
State the full SRM references that the damage has been assessed against.. e.g.
SRM 55-10-01 Allowable Damage 2 Fig 101, Detail E, Rev 51 dated 14th August
2015 or for a repair SRM 51-70-04 Repair 10 Para 5C Rev 51 dated 14th August
2015. Other references may include EO, Boeing Messages, Embraer ETD, RDR,
ANAC F200-06 or FAA Form 8100-9.
8.1.11 NRC, WO OR A/C TECH LOG NO
Enter NRC, W/O, A/C TECH LOG number used for repair or assessment. (This
information is crucial for future traceability of the damage records).
8.1.12 STATUS/ REMARKS
Indicate if the repair is permanent CAT A or permanent CAT B or time-limited

(temporary repair) with clear inspection and or replacement threshold and repeat
interval in FH/ FC/ Days as per the repair documents. See examples in Appendix
2
NOTE: On the diagrams provided mark and number the approximate location of the
damage. The numbering must match what is on the index.

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PROCEDURES
8.2 GUIDANCE NOTES FOR THE USE OF SDAR (Appendix 3)

8.2.0 All fields in appendix 3 form to be filled as applicable.
Aircraft structural Damage Evaluation & Repair Accomplishment Matrix (E&RA) Appendix 1

AIRCRAFT STRUCTURAL Ref. No.
DAMAGE ASSESSMENT AND
KQ/TE/2/TPM
REPAIR STANDARDS
Aircraft structural Damage Evaluation & Repair Accomplishment Matrix (E&RA) Appendix 1
AME: Aircraft Maintenance Engineer

DE: Development Engineering
SDAR: Structural Damage Assessment Report
CDL: Configuration Deviation List
DBRMD: Dents/Buckles and Repair Mapping Diagram
SRS: Structural Repair Specialist
N1: Consult DE if required
N2: Permanent/Temporary repair as per SRM or Manufacturer’s instructions
N3: Engineering evaluation reveals repair to be accomplished by specialized third party team. The team shall be an approved MRO
N4: Upon accomplishment of the repair, DE or MRO Eng. shall obtain FAA Form 8310-3/8100-9 or EASA Repair Approval Sheet
(RAS) or ANAC Form F200-06 or its equivalent & pass a copy to KCAA & one to be attached to the Related repair EO.
N5: Only Aircraft Damages/temporary repairs with repeat inspections and/or a specified threshold to accomplish permanent repair
shall be captured on the ADD as Cat A. Depending on repeat inspections and/or repair threshold, DE shall evaluate the requirements
Considering the fleet utilization and issue EI to planning to callout inspections and/or repair when due. Thereafter, DE shall forward
the same EI to Maintenance Control Center to clear the ADD.
NOTE: Only Damages/Repairs with short repeat inspections and/or a short specified threshold to accomplish permanent
repair shall remain on the ADD for monitoring purposes.
N6: Form AC-AWS014 to be filled and sent to KCAA prior to repair accomplishment. Form AC-AWS014A to be sent to KCAA upon
accomplishment of major repair.
(*) CRS should be cleared ONLY by an Approved AME

KQ/TE/2/TPM
REPAIR STANDARDS
For Boeing Aircrafts Dents/Buckles and Repair Mapping Diagram Appendix 2

Item Location Station Stringer LH/ Damage Repair/Assessment Repair/ Reference NRC,WO, Status/Remarks
No RH Description Description Assessment Document Techlog No.
Date
1 Fuselage Betw. Betw. LH Dent measuring Dent evaluated and 11/Jun/15 SRM 53- NRC0051352 Permanent Closed
BS1016- STR8L- L=5.867” found within limits 00-01 Fig Cat A
BS1042 STR9L W=4.51” IAW SRM 53-00- 103, Detail
Y=0.045” 01 Fig 103, Detail G & Table
W/Y=100.2 G & Table 102 102(Rev 53
(Rev 53 dated dated
10Mar2015) 10Mar2015)
2 Fuselage Betw. Betw. RH Dent measuring Dent evaluated and 02/Jul/15 SRM 53- NRC0051492 Do HFEC inspection
BS1016- STR9L- L=3.5” W=2.5” found within limits 00-01 Fig within 5,000 FCS.
BS1042 STR10L Y=0.135” IAW SRM 53-00- 103, Detail Do DVI every 4,000
W/Y=18.51 01 Fig 103, Detail G & Table FCS.
G & Table 102 102(Rev 53 Permanent Repair
(Rev 53 dated dated before 13,000 FCS
10Mar2015) 10Mar2015)
For Embraer Aircrafts Dents/Buckles and Repair Mapping Diagram

Item Location Station Stringer LH/ Damage Repair/Assessment Repair/ Reference NRC,WO, Status/Remarks
No RH Description Description Assessment Document Techlog No.
Date
1 Fuselage Betw. Betw. LH Dent measuring Dent evaluated and 11/Jun/15 SRM 53- NRC0051352 Permanent Closed
FR18- STR8L- L=5.867” found within limits 00-01 Fig Cat A
FR19 STR9L W=4.51” IAW SRM 53-00- 103, Detail
Y=0.045” 01 Fig 103, Detail G & Table
W/Y=100.2 G & Table 102 102(Rev 53
(Rev 53 dated dated
10Mar2015) 10Mar2015)
2 Fuselage FR18- Betw. RH Dent measuring Dent evaluated and 02/Jul/15 SRM 53- NRC0051492 Do HFEC inspection
FR19 STR9L- L=3.5” W=2.5” found within limits 00-01 Fig within 5,000 FCS.
STR10L Y=0.135” IAW SRM 53-00- 103, Detail Do DVI every 4,000
W/Y=18.51 01 Fig 103, Detail G & Table FCS.
G & Table 102 102(Rev 53 Permanent Repair
(Rev 53 dated dated before 13,000 FCS
10Mar2015) 10Mar2015)

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REPAIR STANDARDS
Structural Damage Assessment Report (SDAR) Appendix 3

3. DamagE DEscription
The first step in damage reporting is to clearly describe the damage. With a clear description of damage, the subsequent evaluation of its limits
using the SRM becomes very easy and fast.
To typically describe and report damage the following 3 main items are required:
I. Damage Type
II. Damage Location
III. Damage Dimension
I. Damage Type
Damage Type forms the primary description of a damage. Most Aircraft damages fall under very specific categories and it is very important that
when someone can easily tell what category of damage they are looking at. There are instances where several damage types exist within a
damages area; here it is important to separate the damage types and define them separately. E.g a puncture can have a crack joining it, a dent
can have a sharp crease or crack e.t.c
Lets now look at a the typical damage types on an Aircraft.
Damage Description
Page 8 of 38
(1) Abrasion: A damaged area that is the result of scuffing, rubbing, or other surface erosion. This type of damage is usually rough and has an
irregular shape.
Typical abrasion found in propeller 5Y-KYV DME antenna
Abrasion can most typically be found in Leading Edges of components like antennae, wing, vertical and horizontal stabilizers and the Radom.
Damage Description
Page 9 of 38
(2) Corrosion:Damage that is the result of a complex electro-chemical action, and gives a cross-sectional area change. The depth of this
damage must be determined by a clean up or a removal operation. This type of damage occurs on the surfaces, hole bores, or edges of
structural elements. Typical areas are Lav floors, cargo compartment inner skin. Consult the” AIRCRAFT STUCTURAL DAMAGE ASSESSMENT
PROCEDURES” Document for more information on corrosion levels.
Damage Description
Page 10 of 38
(3) Crack: A partial fracture or a full break in the material that causes a significant cross-sectional area change. This damage usually has an
irregular line and is often the result of fatigue in the material.
Damage Description
Page 11 of 38
(4) Crease: A damaged area that is depressed or folded back so that its boundaries are sharp or with well-defined lines or ridges.
The damage below shows a dent with creases around it and distorted rivets.
Damage Description
Page 12 of 38
(5) Delamination: A type of separation that occurs between adjacent plies of material. Normally if an allowable damage section or repair
section does not give limits for disbonds, then use the limits specified for delaminations. If Delamination occurs on the edge of a part it
called edge Delamination.
(6) Disbond: A disbond occurs when there is a separation between two or more plies of bonded material. Also a disbond occurs when there
is a separation between a bonded skin and core. A disband does not have to occur across the full surface. If an allowable damage section or
repair section does not give limits for disbonds, then use the limits specified for delaminations.
Note: there is no material loss in a crack, delamination, dent or

disbond, unlike in a scratch, dent, gouge or nick where material
is lost.
Also note Delamination occurs between plys of a material like

Delamination within s skin section, while disbond occurs
between two bonded items e.g skin and core or skin and
bonded stringers.
Damage Description
Page 13 of 38
(7) Dent: A damaged area that is pushed in from its normal contour with no change in the cross-sectional area of the material. The edges
of the damaged area are smooth. This damage is usually caused by a hit from a smoothly contoured object. The length of the dent is the
longest distance from one end to the other end. The width of the dent is the second longest distance across the dent, measured at 90
degrees to the direction of the length.
NOTE: A dent-like form of damage to a panel area with a thick skin can be the possible result of the peening action of a smoothly
contoured object. If the inner surface of skin shows no contour change, then the damage can be thought of as a local cross-sectional
area change.
NOTE: A dent in composite material is a depression which does not cause a break in the fibers. Typically a dent in composites can cause a
Delamination or a Disbond.
Typical dent on the fuselage skin.
Damage Description
Page 14 of 38
A typical dent on the inlet cowl, lip skin of an Ejet. Commonly after
a bird strike.
Damage Description
Page 15 of 38
(8) Gouge: A damaged area where the result is a cross-sectional change caused by a sharp object and gives a continuous, sharp or smooth
groove in the material.
(9) Nick: A local gouge with sharp edges. You can consider a series of nicks in a line pattern to be equal to a gouge.
(10) Scratch: A line of damage in the material where the result is across-sectional area change. This damage is usually caused by contact with
a very sharp object.
A scratch, gouge and nick are very similar since they all involve loss of material. A gouge is basically a thicker in width than a scratch, the
damage in a scratch is caused by contact with a much shaper material than that of a gouge. A nick is also similar to a gouge with the
difference being in length, hence defined as a local gouge.
It is important to also note that a scratch can resemble a crack since both have hairline like appearances, however all scratches involve loss
of material while this is not the case with cracks. Furthermore most cracks are usually visible on both sides of the damaged item.
Damage Description
Page 16 of 38
(11)Hole: A puncture or cut-out that is fully surrounded by undamaged material. Other types of damage can be removed by making an
oversized hole or a hole that has an irregular shape, if this hole stays in the allowable damage limits or can be repaired with an approved
procedure.
(12) Puncture: A puncture is damage that goes fully through a part thickness and has no regular shape. For example, a puncture can occur when
a part is hit by a sharp object. A repair of the damage must be less than the allowable damage limits. Refer to the applicable chapters in the
Structural Repair Manual for the allowable damage limits and the approved repair procedures.
Damaged area can be defines as a puncture
Damage Description
Page 17 of 38
Hole vs Puncture
The damage cut-out which is now surrounded by undamaged skin can now be defined as a hole.
Damage Description
Page 18 of 38
(13) Lightning Strike Damage: Loss of strength and/or loss of material in an area of structure that was caused by an attachment of a
lightning bolt. Damage can be seen as discoloration, pits , holes, and/or melted material. Most lighting strikes leads to heat damage on the
skin surface or near the fasteners.
Lightning strike on the rudder. Molten fasteners and discoloration due to heat damage is clearly visible.
Damage Description
Page 19 of 38
(14) Scribe Line: A narrow, shallow scratch made by a razor blade or metal scraper. Usually scribe lines occur when a sharp tool is
used to remove sealant or a decal. Scribe lines cannot be evaluated as scratches. A Boeing SB and an AD have been released to separately
address scribe marks as the pose a risk of developing into fatigue cracks.
Damage Description
Page 20 of 38
II. Damage Location
Now that we can answer the question, what is the damage? Let’s look into answering the question, Where is the damage?
When defining the damage location, it best to start from the largest assembly and drill down to the smaller assembly which has the damage.
Highest Assembly Next Higher Assembly Actual Component Pin point Grid Location
The Aircraft The next major component Specify the Actual damaged Pinpoint the damage on the
component actual part
Specify the Aircraft Tail.. e.g FWD Fuselage (section
41), RH wing, LH engine. e.g Fuselage skin, RH Inboard e.g Btw STR31-32, STN 21-22;
e.g 5Y-KQA Main Flap, Intake lip, panel no 10 inches from FWD and 5
233J, panel PN 413TXXXXX. inches from IB edge; 6 O’clock
position.
 When giving the location of a damage, we can easily forget to say on which Aircraft the damage is on. The Aircraft tail is the first step in
giving the damage location.
 The next thing is to ask ourselves where on the Ac in the damage? The Aircraft is divided in several major components which translate to
zones. Step 2 is to define in which major zone the damage is in. Don’t forget to specify the side whether Right hand or left hand (RH/LH)
or Forward or Aft (FWD/AFT). E.g. RH wing.
 Step 3. Now that we know what aircraft we are looking at and what general zone, we can finally drill down to the actual damaged
component. The damage can be on the Fuselage Skin, RH wing lower skin, a certain panel with a panel no xxxx, a component with a part
number e.t.c.
 The final Step is to pin point the damage on the component. Most pinpoints on the Aircraft are like latitude and longitudes on a map e.g
station and stringers (STN25, STR25), water line and buttock line (RBL25, WL0). Other pin points use relational data from a fixed edge or
point. e.g on a flap, 10 inches from the fwd edge. Finally other pinpoint especially on engines use the clock system. E.g Engine no 1
intake lip at six O’clock. Note, the industry standard for using the clock system is facing forward not facing the Aircraft.
Damage Description
Page 21 of 38
Highest Assembly Next Higher Assembly Actual Component Pin point Grid Location
The Aircraft The next major component Specify the Actual damaged Pinpoint the damage on the
component actual part
Specify the Aircraft Tail.. e.g FWD Fuselage (Section
41), RH wing, LH engine. e.g Fuselage skin, RH Inboard e.g Btw STR31-32, STN 21-22;
e.g 5Y-KQA Main Flap, Intake lip, panel no 10 inches from FWD and 5
233J, panel PN 413TXXXXX. inches from IB edge; 6 O’clock
position.
From the figure above, see below examples of full damage location reporting. Let’s pick a dent as the damage type
 Dent on 5Y-KQA, FWD Fuselage Skin (section 41), Btw STR31-32, STN 21-22.
 Dent on 5Y-KQA, RH wing, RH Inboard Main Flap, 10 inches from FWD and 5 inches from IB edge.
 Dent on 5Y-KQA, LH engine, Intake lip, 6 O’clock position.
Damage Description
Page 22 of 38
Aircraft major zones.
Damage Description
Page 23 of 38
1. Doors – SRM Chapter 52.
This comprises
 Entry doors
 Service doors
 Cargo doors
 Equipment access doors
 Landing gear doors
The best way to pin point damage on a door is by referencing the data to the edges of the door i.e 10 inches from the FWD edge, 2 inches below
the Upper edge. Ensure to reference two edges to pinpoint the exact location of the damage.
2. Fuselage – SRM Chapter 53
The fuselage is divided into sections, from section 41 to section 48.
Damage Description
Page 24 of 38
Apart from the fuselage being divided into sections, it is also map mapped in a grid of stations and stringers. E.g Lets look at section 41
We can pin point the damage located at the bottom aft corner of the entry door as being between STA 344-348.2, STR 17R-18R.
Damage inside the aircraft e. on a seat row can also be pin pointed using Buttock lines, which span either left or right from BL0. E.g. if the
damage above is inside the aircraft in the middle of the aisle on a floor beam then the location would be STA 344-348.2, BL 0.
Damage Description
Page 25 of 38
3. Nacelle and Pylons (Engines) – SRM chapter 54
The Nacelle is also divided into NAC station and water line.
It is however best to pinpoint a damage based on the below parts
 Inlet cowl
 Fan cowl
 Thrust Reverser cowl
 Exhaust
Since nacelle structure is circular in nature, most location pinpoints are given in an o’clock position couples with a reference of how far forward
or aft the damage is. E.g. Dent on exhaust cone, at the 3 o’clock position, 10 inches from the aft edge. Crack in the inlet cowl acoustic panel at
the 6 o’clock position, 3 inches from the forward edge. Etc.
Damage in the nacelle structure can be located using panel numbers found in the AMM chapter 6.
Damage Description
Page 26 of 38
4. Stabilizers – SRM Chapter 55
The stabilizer section consists of
 Vertical stabilizer
 Horizontal stabilizer
 Elevator
 Rudder
Although the stabilizer is also divided in station numbers, its best to pin point damage on the stabilizer by defining which of the component
above is damaged and referencing the damage from fwd and aft edges, inboard and outboard tips.
E.g. Dent on RH elevator, 10 inches from aft edge, 5 inches outboard of the inboard edge.
5. Windows – SRM Chapter 56
The windows are also in the SRM. The SRM mainly looks at the windows frames for the below windows
 Flight compartment windows

 Cabin windows
 Door windows
Damage on a window frame can be easily pin pointed by stating on which side of the frame the damage is and how far aft/forward or
above/below.
E.g. scratch on flight compartment window No 1 LH, on the fwd edge, 3 inches below the top corner.
Damage Description
Page 27 of 38
6. Wings – SRM Chapter 57
The wing consist of the following parts
 The center wing

 The outer wings
 Wing tips
 The wings fixed leading edges
 The leading edge devices – Slats
 The wing fixed trailing edge
 The trailing edge devises – flaps,
 Ailerons
 Spoilers
Like the stabilizers, the wing is also divided into station numbers. It is however easier to pin point a damage location by identifying which of the
above structure is damaged then locating the damage on the structure by relating it fwd or outboard of the edges.
E.g. dent of RH Wing, Inboard Main Flap, lower skin, 10 inches from the aft edge, along the outboard edge.
Damage Description
Page 28 of 38
III. Damage Dimensions
Great! We can now tell what damage we have and we can locate it with pin point accuracy on any part of the aircraft. Lastly, to define the
damage we have, we need to determine its extent by answering the question, how large is the damage?
Armed with the type, location and dimensions of the damage, it becomes easy and clear on how to treat the damage.
Let’s look at several damage types and how they are typically defines when it comes to their dimensions.
(1) Abrasion: A damaged area that is the result of scuffing, rubbing, or other surface erosion. This type of damage is usually rough and
has an irregular shape.
 Dimensions of the damage are reported in form of Area. Draw a circle around the damage and report the diameter (D), or draw a
rectangle around the damage and report the length and width (L x W). It is also possible to report the area of the damage in terms of
stations and stringers i.e. between STN18-19 and STR25-27.
(2) Corrosion: Damage that is the result of a complex electro-chemical action, and gives a cross-sectional area change. The depth of
this damage must be determined by a clean up or a removal operation. This type of damage occurs on the surfaces, hole bores, or edges of
structural elements. Typical areas are Lav floors, cargo compartment inner skin
 Dimensions of the damage are reported in form of Area. Draw a circle around the damage and report the diameter (D), or draw a
rectangle around the damage and report the length and width (L x W). It is also possible to report the area of the damage in terms of
stations and stringers i.e. between STN18-19 and STR25-27.
Damage Description
Page 29 of 38
(3) Crack: A partial fracture or a full break in the material that causes a significant cross-sectional area change. This damage usually has an
irregular line and is often the result of fatigue in the material.
 Dimensions of the damage are reported in form of Length. Specify how long the damage is. Also specify its distance from the edge and
nearby fasteners.
(4) Delamination: A type of separation that occurs between adjacent plies of material. Normally if an allowable damage section or repair
section does not give limits for disbonds, then use the limits specified for delaminations. If Delamination occurs on the edge of a part it
called edge Delamination.
(5) Disbond: A disbond occurs when there is a separation between two or more plies of bonded material. Also a disbond occurs when there
is a separation between a bonded skin and core. A disband does not have to occur across the full surface. If an allowable damage section or
repair section does not give limits for disbonds, then use the limits specified for delaminations.
 Dimensions of the damage are reported in form of Area. Draw a circle around the disbanded area and report the diameter (D), or draw a
rectangle around the damage and report the length and width (L x W).
(6) Dent: A damaged area that is pushed in from its normal contour with no change in the cross-sectional area of the material. The edges
of the damaged area are smooth. This damage is usually caused by a hit from a smoothly contoured object. The length of the dent is the
longest distance from one end to the other end. The width of the dent is the second longest distance across the dent, measured at 90
degrees to the direction of the length.
 For dents, dimensions of the damage are given in Area and Depth. The Area is specified in Length and Width of the largest and smallest
Axis of the dent i.e L xW. The depth is given as the deepest point in the dent and is given a Y. Uniform circular dents can be expressed in
form of Diameter D. it is also important to specify if the contour of the dent is smooth, if the dents has some underlying structure, and if
there are signs of pulled rivets from nearby fasteners.
Damage Description
Page 30 of 38
(7) Gouge: A damaged area where the result is a cross-sectional change caused by a sharp object and gives a continuous, sharp or smooth
groove in the material.
(8) Nick: A local gouge with sharp edges. You can consider a series of nicks in a line pattern to be equal to a gouge.
(9) Scratch: A line of damage in the material where the result is across-sectional area change. This damage is usually caused by contact with
a very sharp object.
 For Gouges, Nicks and Scratches, Dimensions of the damage are reported in form of Length. Specify how long the damage is. Also specify
its distance from the edge and distance to nearby fasteners.
(10) Hole: A puncture or cut-out that is fully surrounded by undamaged material. Other types of damage can be removed by making an
oversized hole or a hole that has an irregular shape, if this hole stays in the allowable damage limits or can be repaired with an approved
procedure.
(11) Puncture: A puncture is damage that goes fully through a part thickness and has no regular shape. For example, a puncture can occur when
a part is hit by a sharp object. A repair of the damage must be less than the allowable damage limits. Refer to the applicable chapters in the
Structural Repair Manual for the allowable damage limits and the approved repair procedures.
 For Holes and Punctures, Dimensions of the damage are reported in form of Area. Draw a circle around the damage and report the
diameter (D), or draw a rectangle around the damage and report the length and width (L x W).
Damage Description
Page 31 of 38
(12) Lightning Strike Damage: Loss of strength and/or loss of material in an area of structure that was caused by an attachment of a
lightning bolt. Damage can be seen as discoloration, pits , holes, and/or melted material. Most lighting strikes leads to heat damage on the
skin surface or near the fasteners.
 For lightening strikes, Dimensions of the damage are reported in form of Area. Draw a circle around the heat damage and report the
diameter (D), or draw a rectangle around the heat damage and report the length and width (L x W). Also report any molted fasterners
that can be seen.
(13) Scribe Line: A narrow, shallow scratch made by a razor blade or metal scraper. Usually scribe lines occur when a sharp tool is
used to remove sealant or a decal. Scribe lines cannot be evaluated as scratches. A Boeing SB and an AD have been released to separately
address scribe marks as the pose a risk of developing into fatigue cracks.
 For Scribe lines, Dimensions of the damage are reported in form of Length. Specify how long the damage is. Also specify its distance
from the edge of the lap joint, repair or fasteners.
Damage Description
Page 32 of 38
4. DamagE inspEction anD Evaluation
As we look into inspecting and evaluating damages, let’s bear in mind the following 3 main outcomes. It is our responsibility to use all the
material at our disposal to determine which result best describes the damage, and have proper documentation to show that.
Damage is either
1. Allowable Damage This is defined as damage that is permitted with no other flight restrictions. Basically this damage can be
left as is. Or requires minor clean ups.
2. Repairable Damage This is defined as damage that can be reworked or repaired. Under this type of damage we have two
main categories.
a. Within SRM Damage that can be repaired using the relevant manuals. E.g SRM,AMM or CMM
b. Beyond SRM Damage that cannot be repaired using the relevant manuals. The OEM ,via Engineering Development,
must be contacted to provide further repair instructions
3. Non Repairable Damage This is damage that cannot be repaired. For this type of damage, part replacement is necessary.
Damage Inspection & Evaluation

Page 33 of 38
1. Allowable damage
This is a type of damage does requires little or no further maintenance action. E.g
 Dents within limits, with no hidden cracks require no further action.

 Some minor punctures in fairings can be left as is or protective speed tape for a limited time.
Always ensure the relevant SRM is fully quoted and the Revision number is also stated.
2. Repairable damage
a) Within SRM limits
Most damages fall under this category. Damage that in not allowable as is will contain a repair process in the
Specific SRM page where the evaluation was done. Common repairs are mostly grouped together in one chapter
of the SRM and then referred to from the specific SRM page.
(Open an example of an SRM and look at SRM Specific and General Repairs)
b) Beyond SRM limits

Some damages maybe quite extensive and may not feature in the SRM. In this case Engineering Development
has to be contacted to do further review and contact the appropriate OEM for the necessary approved data for
the repair.
3. Non repairable damage

This is a type of repair that exceeds any repairable limits both technically or commercially i.e. BER. In this case, the component has to be
replaced. An example of such maybe a very lager puncture on a flap that need the full upper/lower skin panel to be replaced. Another example
is extensive corrosion that necessitates replacement of a stringer or a skin panel.
Damage Inspection & Evaluation

Page 34 of 38
5. DocumEntation
The last and most vital part of any damage or repair is documentation.
Once a repair is done, closed up and painted, its validity will mostly be audited by its paperwork. We have had many cases where an entry in the
Dent and buckle has had to be reevaluated since the information given is not sufficient either in damage size, location, repair type or SRM
references used.
There are also cases where a repair exists on an aircraft with no known documentation. This happens when the paperwork from the shop, line,
base or outstation does not make it to technical records or engineering development. These kinds of repairs are known as ‘undocumented
repairs’. The best way to handle them is if they are removed and redone since we cannot verify the materials used, the person that did it, and
the references used.
This goes to show how documenting certain crucial information is very important. Lets look at what we should endovour to capture in a typical
allowable damage and a repair.
Documentation
Page 35 of 38
Allowable damage documentation.
Most allowable damages will need NDT to verify the no hidden damage is present
As such a separate NRC should be raised to call for NDT to be performed on the damage area. Therefore there will be at least two cards for the
single damage, one for the damage and another for NDT. Let’s look at an example
CARD NO 1245
“On routine walk round, dent found on fuselage skin, section 41, between STA 344-348.2, STR 17R-18R.
The dent dimensions are 2 inches X 1.5 inches X 0.015 inches.
Width/depth = W/Y = 1.5/0.015 = 100.
W/Y > 30 therefore Dent is allowable as per 737 SRM 53-00-01-1A-1, FIG 103, DETAIL G, Rev 50
Refer to card no 123456 for NDT”
CARD NO 123456
“NDT carried out IAW 737 NDT Manual Part 6, 53-30, Rev 116 on dent noted on card no 1245 and no cracks detected.”
Documentation
Page 36 of 38
Repaired damage documentation.
Most repaired damage will have 3 separate cards
1. Detailing the finding damage

2. Detailing the repair
3. Detailing NDT that has been done
Lest look at an example of a sctratch.
Card no 1234
“On routine walk round, a scratch was found on fuselage skin, section 41, between STA 344-348.2, STR 17R-18R.
The scratch is 2 inches long and 0.005inches deep.
Refer to card no 12345 for repair”
Card no 12345
“Scratch referenced in card no 1234 blended out IAW 737 SRM 53-00-01-1A-1, FIG 103, DETAIL C.
Initial skin thickness = 0.080 inches, Max blendout = 0.007 inches which is less than 0.10 of the original skin thickness.
Blendout therefore within limits.
Refer to card no 123456 for NDT”
Card no 123456
“NDT carried out IAW 737 NDT Manual Part 6, 53-30, Rev 116 on the blendout noted on card no 12345 and no cracks detected”
Documentation
Page 37 of 38
For more information documentation and sample documents let’s take a look a closer look at the new procedures put in place in the “AIRCRAFT
STUCTURAL DAMAGE ASSESSMENT PROCEDURES” Document.
Documentation
Page 38 of 38

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KQ Technical

Structures Training Manual

2. procEss anD asDar procEDurEs

There are two process maps:

1. For damage found in out station &

2. For Damage found at Main Base

The ASDAR process has 4 main players:

1. Base/Line : Approved Maintenance Engineer (AME) and Structural Workshop Specialist

2. Engineering Development: Structures Engineers

3. Maintenance Planning Engineer: Programs Engineers

4. OEM: Boeing and Embraer

3.1 Aircraft Structure

3.2 Repair Classification:

Revision 0 Effective: 01 March 2016 Page 1 of 14

3.2.4 Minor Part Part which is not considered a major part.

NOTE: Notwithstanding Kenya Subsidiary Legislation, 2013, for definition/classification of type of

3.3 Levels of Corrosion

Corrosion Level Inspection Phase Reporting Requirement

Level 1 Any -Technical Records Only

- Immediately to the manufacturer.

Level 2 - Immediately to the manufacturer.

- Immediately to the manufacturer.

Table 1- Corrosion Level Identification and Reporting Requirements

Revision 0 Effective: 01 March 2016 Page 2 of 14

3.4 corrosion levels

3.4.1 Corrosion Level 1

 Corrosion occurring between successive inspections that is local and can be

3.4.2 Corrosion Level 2

3.4.3 Corrosion Level 3

Revision 0 Effective: 01 March 2016 Page 3 of 14

6.1 Damage assessment & Aircraft Dispatch

For Damage Occurring at Main Base (Line Maintenance):

Revision 0 Effective: 01 March 2016 Page 4 of 14

6.1.4 Category C – Damages falling under this category are either:

- Not dispatchable as per SRM or CDL allowable damage limits (and/or)

Revision 0 Effective: 01 March 2016 Page 5 of 14

- A Temporary or Time-Limited Repair valid on the aircraft’s next grounding or maintenance

- A No Technical Objection (NTO) to dispatch the aircraft.

Revision 0 Effective: 01 March 2016 Page 6 of 14

For Damage found at Out-Stations:

6.1.11 Out-station Engineer/accompanying Engineer/approved Technician shall coordinate with MCC

6.1.16 Out-station engineer/accompanying Engineer/approved Technician to update the aircraft

6.2 Structural Damage Assessment Report (SDAR) Handling

6.2.1 When the Aircraft is at Main Base:

Note: DE shall action all AME’s/Approved Technician/SRS raised SDAR’s (appendix 3) as

Revision 0 Effective: 01 March 2016 Page 7 of 14

7.1 LINE STATION HANDLING COMPANY

Revision 0 Effective: 01 March 2016 Page 8 of 14

8.1.6 L/H or R/H

Enter damage location whether on the L/H or R/H. indicate N/A if LH or RH

8.1.7 DAMAGE DESCRIPTION

Revision 0 Effective: 01 March 2016 Page 9 of 14

8.1.8 REPAIR / ASSESSMENT DESCRIPTION

8.1.9 REPAIR / ASSESSMENT DATE

Enter repair date with this format 20-NOV-2015.

8.1.10 REFERENCE DOCUMENTS

8.1.11 NRC, WO OR A/C TECH LOG NO

8.1.12 STATUS/ REMARKS