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Corrosion Inspection

The document provides instructions for addressing corrosion found in an unpressurized aircraft panel during a major hangar inspection. It details assessing the corrosion, removing it according to proper procedures, inspecting and certifying the work. Any corrosion would be removed chemically or mechanically according to manuals. The thickness would then be measured and the panel replaced if necessary.

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Wong WK
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32 views1 page

Corrosion Inspection

The document provides instructions for addressing corrosion found in an unpressurized aircraft panel during a major hangar inspection. It details assessing the corrosion, removing it according to proper procedures, inspecting and certifying the work. Any corrosion would be removed chemically or mechanically according to manuals. The thickness would then be measured and the panel replaced if necessary.

Uploaded by

Wong WK
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOC, PDF, TXT or read online on Scribd
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ON MAJOR HANAGER INSPECTION YOU FIND CORROSION IN AN UNPRESURISED PANEL , DEATAILS YOUR

ACTION TO RETURN THE AIRCRAFT TO SERVISE

SAFETY
If an aircraft is on a major hangar inspection, it must be made in a safe condition
for maintenance i.a.w. the appropriate Aircraft Maintenance Manual (AMM) and
company procedures. The appropriate safety pins and guards must be fitted,
relevant circuit breakers pulled, and all warning placards and signs made clearly
visible to all personnel. Every one working on or around the aircraft must be fully
trained and qualified to do so and be fully aware of all health and safety policies.
Personnel must clear appropriate personal protective equipment (PPE) and there
must be suitable staging and access platforms used.
ASSESSMENT
The SRM inspection should be carried out by an appropriate licensed engineer
i.a.w. the AMM, Structural Repair Manual (SRM) or Drawing. It is important to
asses the type, extent and severity of the corrosion before starting to remove it.
In some cases Non-Destructive Testing (NDT) may be required if the corrosion is
not visible. If corrosion is removed, the material thickness must be measured
thereafter, to make sure the thickness is still within limits.
RECTIFICATION
The corrosion would be removed or the panel would be replaced. If the panel is
to be replaced, a part number must be obtained from the Aircraft Parts Catalogue
(IPC) or an approved drawing. The new panel must be supplied with the correct
release paper work (An EASA Form 1 or Tag 8130-3) and be inspected and
batched in by the stores department.
It was more appropriate to remove the corrosion, I would remove it i.a.w. the
AMM or SRM. I would either do so chemically or mechanically, depending on
what procedure said to do after all corrosion was removed the panel would be
inspected by an appropriately licensed engineer, the thickness would be
measured and if it is within limits the surface would be protected to prevent
further corrosion. If the limits are exceeded, the panel would be replaced. Any
chemicals would be disposed of i.a.w. the maintenance instructions and
company procedures.
CERTIFICATION
Any rectification work must be inspected by an appropriately licensed engineer.
All part numbers and batch numbers of materials used must be recorded and the
manual or drawing numbers worked i.a.w. must be quoted. A certificate of
release to service must be issued by the appropriately licensed engineer, along
with a maintenance statement in the aircraft technical log.

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