Boeing

Rev.-ID: 1JUL2013
Author: GZ
ATA 51 For Training Purposes Only
ELTT Release: Jul. 15, 2013

Standard Practices

EASA Part-66
B1/B2

BOEING_51_DOC_B12
Training Manual

For training purposes and internal use only.

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Lufthansa Technical Training
STRUCTURE B777
INTRODUCTION
51−00

ATA 51−57 STRUCTURE

ABBREVIATION DEFINITION R Radius
AL Aluminum REF Reference
APPROX Approximately RS Rear Spar
ASSY Assembly STA Station
AISI American Iron and Steel Institute SYM Symmetrical
BMS Boeing Material Specification
GENERAL AIRPLANE REFERENCES (FUSELAGE)
BHD Bulkhead
BBL or BL Body (Fuselage) Buttock Line
_C Degrees Centigrade
RBL or RBBL Right Buttock Line
CAD Cadmium
LBL or LBBL Left Buttock Line
CG Center of Gravity
STA or BS Body (Fuselage) Station
CL Centerline
BRP Body (Fuselage) Reference Plane
CRES Corrosion Resistant Steel
BWL or WL Body (Fuselage) Waterline
CSK Countersink
DOOR STA Door Station
D Diameter of a fastener
DOOR BL Door Buttock Line
DIA Diameter
FS Front Spar
FT Feet or foot
FTG Fitting
FWD Forward
HORIZ Horizontal
HT TR Heat−Treat
FOR TRAINING PURPOSES ONLY!

INBD Inboard
KSI Kilopounds per square inch
LB Pound(s)
LE Leading Edge
LE STA Leading Edge Station
OUTBD Outboard
PH Precipitation Hardening
PSI Pounds per Square Inch
QTY Quantity

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53−00 GENERAL
Aircraft manufacturers publish Structural Repair Manual (SRM) to give general 3. Identify the material of the damaged part.
airplane data, usual procedures, descriptive information as well as specific Refer to the applicable material identification data in the manual. This will be
instruction around structural maintenance of aircraft. found in the chapter−section−subject page block 1−99 of the damaged part
The SRM also includes: and gives information about the material and the thickness in the damaged
S material identification, area.
S allowable damage and 4. Find the allowable damage data for the damaged structure.
This can be found in the chapter−section−subject of the damaged part, but
S repair data for airplane structure.
in page block 101−999. If there are no special repairs for this aircraft
Damage limits and repairs are approved by the relevant regulatory authority, section, a reference is given to the general section for this subject. There
for example: are different repair options (repair at stringer, between stringer..., external
FAA Federal Aviation Administration for Boeing−Aircrafts and therefore are or flush repairs). Depending on the situation the maintenance staff can
approved data. choose one of these repairs.
5. Find the repair data for the damaged structure.
PAGE BLOCK ALLOCATION
This can be found in the chapter-section-subject of the damaged part, but
In chapters 52 thru 57 each subject represents a structural element. All of the in page block 201−999. If there are no special repairs for this aircraft
data concerning that element are covered within that subject. To provide topic section, a reference is given to the general section for this subject. There
separation page blocks are used: are different repair options (repair at stringer, between stringer..., external
S IDENTIFICATION Page 1 to 99 or flush repairs). Depending on the situation the maintenance staff can
S ALLOWABLE DAMAGE Page 101 to 199 choose one of these repairs.
S REPAIRS Page 201 to 999 NOTE:
IT IS NECESSARY TO READ ALL INFORMATION INCLUDING ALL
HOW TO USE THE STRUCTURAL REPAIR MANUAL NOTES, WARNINGS AND CAUTIONS BEFORE STARTING ANY
1. Find out the damaged location on the aircraft. ACTION. FOR EXAMPLE SOME TIMES A RESTRICTION IS GIVEN AT
Do this with the help of a station diagram for the concerning ATA−chapter. THE END OF THE INSTRUCTIONS OR AS AN INSIGNIFICANT NOTE.
Find out the type of damage (dent, scratch,...). Measure the sizes of the
damage (length, width, depth and distance). Do this as exact as possible.
FOR TRAINING PURPOSES ONLY!

2. Manuals
S Check the effectivity, this means use the correct manual.
S Check the revision date of the manual and it has to be sure that this manual
is the latest revision.
S Check the effectivity for the damaged aircraft. This can be found in the
“Front Matter“ of the manual in the “List of effective aircraft“. In these lists
the registration and the “LINE No.“ will be found. If the aircraft is listed in
here this manual is effective.
S Check the temporary revisions for the related chapter.

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1. LOCATION
-STATION DIAGRAM,
-DAMAGE?,
-LENGTH/ WIDTH/ DEPTH
-ARE OTHER PARTS AFFECTED?

2. MANUAL
-REVISION,
-TEMPORARY REVISIONS,
-AIRCRAFT EFFECTIVITY.
3. IDENTIFICATION
-MATERIAL,
-THICKNESS,
-CONDITIONS
-MOD-STATUS,
-CONFIGURATION ....
4. ALLOWABLE DAMAGE
-LIMITS? ALLOWABLE,
-NON- ALLOWABLE,
-REPLACEMENT....
-FLIGHT OPERATIONS?
FOR TRAINING PURPOSES ONLY!

5. Repair
-AT FRAME/ STRINGER?
-TEMPORARY,
-TIME LIMITED OR PERMANENT.
-INSPECTION THRESHOLD

Figure 1 How to use the SRM

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Lufthansa Technical Training
STRUCTURE B777
FUSELAGE SKIN
53−00

FUSELAGE STATIONS SECTION 41

The fuselage station diagram gives you the reference system to find the
different airplane components and major structural openings in relation to a
datum plane. The datum plane is perpendicular to the centerline and is found
92.50 inches forward of the airplane nose.
See SRM Procedure 53−00−00−0G−0 − GENERAL − Fuselage Stations
FOR TRAINING PURPOSES ONLY!

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SECTION 41
NO. 1
PASSENGER
ENTRY DOOR

TOP OF
FLOOR BEAM
WL 207.50
FOR TRAINING PURPOSES ONLY!

SECTION 41 SECTION 47

FORWARD LARGE CARGO

DOOR (RIGHT SIDE)
106 X 67 INCHES
SECTION 43 SECTION 46 SECTION 48 NOSE GEAR MAIN
WHEEL WELL EQUIPMENT FORWARD CARGO COMPARTMENT
SECTION 44 CENTER
SECTION 45

Figure 2 Fuselage Station Diagram Section 41

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STRUCTURE B777
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FUSELAGE STATIONS SECTION 43

FOR TRAINING PURPOSES ONLY!

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SECTION 43 SECTION 43
FORWARD AFT

788.5

825+105
825+126
825+147
825+168
825+189
825+210
825+21
825+42
825+63
825+84
764.5

1014
1035
655
676
697
718
739

804
825

846
867
888
909
930
951
972
993
NO. 2 PASSENGER
ENTRY DOOR
FOR TRAINING PURPOSES ONLY!

SECTION 41 20 INCH (508 mm)

WING
755.5

WING−TO−BODY CENTER
FAIRING SECTION
772

998
SECTION 43
SECTION 44 FORWARD CARGO COMPARTMENT
SECTION 45

Figure 3 Fuselage Station Diagram Section 43

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STRUCTURE B777
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53−00

STRINGER
General
The fuselage stringers reinforce the skin panels in the longitudinal direction.
They run along the entire fuselage beginning at STA 246. In front of that, in the
cockpit area of section 41, no stringers are installed.
Some stingers just above and below the floor beams are attached to the
frames by an additional fitting. The continuity of the stringers is maintained
across the production joints in the fuselage structure by terminating the
stringers on each section at a fitting which is attached to the production joint
frame.
The stringers are directly riveted to the skin and connected to the fuselage
frames through stringer shear clips. They usually have a cross−sectional
“zee“−shape and are extruded profiles manufactured out of aluminum alloy
7150 in the T77511 condition. In some areas also the aluminium alloys
7075−−T6, 7050−−T7651 is used.
Stringers -Method of Counting
All Boeing aircraft types have body buttock lines which are vertical planes
parallel to the body centerline plane. The stringers are numbered from the
reference plane (centerline) B BL 0 on the left and right side from top to
bottom. Thus, when referring to stringer locations you must always provide the
information L/H for left and R/H for right hand side.
FOR TRAINING PURPOSES ONLY!

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CL AIRPLANE
S−2L
S−4L
S−7L S−5L S−3L S−1L
S−8L S−6L WL 343.14
S−9L
S−10L
S−11L
S−12L
S−13L
S−14L
S−15L
S−16L
S−17L
WL 281.25
S−18L
S−19L
S−20L
S−21L
S−22L
WINDOWS WL 240.70
S−23L
S−24L
WL 221.14
S−25L LBL LBL LBL LBL
S−26L 108.00 74.00 33.00 11.00

S−27L WL 200.00

S−28L
S−29L
S−30L
S−31L
FOR TRAINING PURPOSES ONLY!

S−32L
S−33L
LBL
S−34L
14.00
S−35L
S−36L
S−37L
WL 122.5
S−38L
S−39L
S−40L
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE S−41L
TYPICAL FUSELAGE SECTION S−42L WL 99.14
S−43L S−45L S−47L
S−49L
S−44L
S−46L S−48L

Figure 4 Fuselage Cross Section Diagram

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Lufthansa Technical Training
STRUCTURE B777
FUSELAGE SKIN
53−00

DAMAGE CLASSIFICATION
Make sure that you refer to the applicable chapter−section−subject for S Crack:
”Allowable Damage” in chapters 52 through 57 of this structural repair manual A partial fracture or a full brake in the material that causes a significant
for the correct rework limits. cross−sectional area change. This damage usually has an irregular line and
Use your good judgment to find the type of damage and an estimate of the is often the result of fatigue in the material.
cross−sectional area changes by a visual inspection of a specified area. S Crease:
NOTE: A damaged area that is depressed or folded back so that its boundaries are
Measure the damage or the combination of damage for both the correct sharp or with well defined lines or ridges. Consider a crease in metal
depth and the correct length. materials to be equal to a crack. In composites, you will see a break or line
In this structural repair manual, the term ”damage” is defined as a caused by a sharp fold (wrinkle).
cross−sectional area change or a permanent distortion of a structural member. S Delamination:
Use the terms that follow: A type of disbond that occurs between adjacent plies of material. If an
S ”Allowable Damage” allowable damage section or repair section does not give limits for disbonds,
is defined as damage that is permitted with no other flight restrictions. then use the limits specified for delaminations.
S ”Repairable Damage” S Dent:
is defined as damage that can be reworked or repaired. 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
S ”Replacement of Damaged Parts”
are smooth. This damage is usually caused by a hit from a smoothly
is defined as damage where the part must be replaced. contoured object. The length of the dent is the longest distance from one
You must decide what type of damage has occurred to a structural member or end to the other end. The width of the dent is the second longest distance
to a structural material. The definitions of the different types of damage that across the dent, measured at 90 degrees to the direction of the length.
can occur to the external skin of the airplane panels are given in the that follow: NOTE:
S Abrasion: A dent−like form of damage to a panel area with a thick skin can be
A damaged area that is the result of scuffing, rubbing, or other surface the possible result of the peening action of a smoothly contoured
erosion. The wearing away of the surface by either natural (rain or wind), object. If the inner surface of skin shows no contour change, then the
mechanical (two parts that rub together), or man−made (oversanding, damage can be thought of as a local cross−sectional area change.
FOR TRAINING PURPOSES ONLY!

contact from tools and ground equipment, etc.). This type of damage is S Disbond:
usually rough and has an irregular shape. In a composite (fiber reinforced
A disbond occurs when there is a separation between two or more plies of
plastic), an abrasion does not go through the resin and into the fibers.
bonded material. Also a disbond occurs when there is a separation between
S Corrosion: a bonded skin and core. A disbond does not have to occur across the full
Damage that is the result of a complex electro−chemical action. The result surface. If an allowable damage section or repair section does not give
can be a change in the cross−sectional area, or surface pits that act as limits for disbonds, then use the limits specified for delaminations.
stress risers. The depth of this damage must be determined by a cleanup or S Gouge:
a removal operation. This type of damage occurs on the surfaces, hole
A damaged area where the result is a cross−sectional change caused by a
bores, or edges of structural elements.
sharp object and gives a continuous, sharp or smooth groove in the
material.

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DAMAGE CLASSIFICATION CONTINUE

S 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.
S Nick:
A local gouge with sharp edges. You can consider a series of nicks in a line
pattern to be equal to a gouge.
S 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 theallowable damage limits and the approved repair procedures.
S Scratch:
A line of damage in the material where the result is a cross−sectional area
change. This damage is usually caused by contact with a very sharp object.
FOR TRAINING PURPOSES ONLY!

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Lufthansa Technical Training
STRUCTURE B777
FUSELAGE SKIN
53−00

STRUCTURE IDENTIFICATION
Procedure 53−10−01−0I−2 − IDENTIFICATION 2 − Section 41 Fuselage
Skin − Stations 246 to 655
The structure identification topics in chapters 52 - 57 illustrate significant
structural components and provide details of material and thickness used for
construction. This identification will be found in the page block 1−99 in each
ATA chapter - section - subject. They also indicate effectivity to permit the
reader to identify material on any specific airplane. For more detailed
information a drawing reference number is given for each individual part.
FOR TRAINING PURPOSES ONLY!

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FUSELAGE SKIN
53−00

STA
655

[1] 141W1325 S−5R

BL O
[2] 141W1325 S−5L

STA
S−14L 655

[2] 140W9104 S−5R

STA
246 [1] 140W9104
S−24L S−5L
S−14R
[3] 140W9104
[2] 140W9104
S−34L
S−24R S−14L
[4] 140W9104

[3] 140W9104

[3] 141W3310 S−34R S−24L

[5] 140W9104
FOR TRAINING PURPOSES ONLY!

[4] 141W3320
[4] 140W9104
[1] 141W3312
S−45R S−34L
REFER TO FIGURE 4
FOR THE SKIN DOUBLER AND
FWD BEAR STRAP IDENTIFICATION [6] 140W9104
S−45L [5] 140W9104

IDENTIFICATION 1 FOR
THE SPLICE STRAPS AT STATION 655
Figure 5 Section 41 (Figure 2) Fuselage Crown & Left Side Skin
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STRUCTURE B777
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53−00

SKIN IDENTIFICATION
In the „Identification Page Block“, the individual structure items, in this case
skin panels (e.g.141W3320 Item 4), are identified by item numbers and a
drawing reference number (e.g. ).
This drawing reference number can be used to refer to a manufacturer drawing
of a particular skin panel, to get more detailed information and part numbers.
The identified item is described in the appropriate „List of Materials“.
This list contains informations about material, thickness and usage per
effectivity.
As mentioned, part numbers of the individual parts are not given in this list.
The skin panel assembly (item 4) consists of a skin panel which is
chemical−milled at defined areas.
FOR TRAINING PURPOSES ONLY!

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Figure 2. Section 41 Fuselage Crown and Left Side Skin Identification - Stations 246 to 655
Table 2.
LIST OF MATERIALS FOR FIGURE 2
ITEM DESCR *T (1) MATERIAL
(1) Skin 0,100 Clad 2524−T3 sheet as given in BMS 7−316. Refer to Figure 6 for the thicknesses of the chem−milled areas
(2) Skin 0,150 Clad 2524−T3 sheet as given in BMS 7−316. Refer to Figure 7 for the thicknesses of the chem−milled areas
(3) Skin 0,190 Clad 2524−T3 sheet as given in BMS 7−316. Refer to Figure 8 for the thicknesses of the chem−milled areas
(4) Skin 0,190 Clad 2524−T3 sheet as given in BMS 7−316. Refer to Figure 9 (BMS 7−316) for the thicknesses of the chem−milled areas

*(1) NOTE: T = Pre−manufactured thickness in

inches. 0.070 0.090
0.070 0.070
0.100 0.070
0.090 0.100 0.070 0.070
S−24

0.070
0.070
0.070

0.070 0.190

0.070 0.070 0.160

0.070 0.070 0.130

0.070 0.070
0.080
FOR TRAINING PURPOSES ONLY!

0.070 0.070
0.100
0.070 0.070

0.070 STA
S−34 0.080 246
0.070 0.070
0.070 0.070
0.070
FWD

VIEW ON INNER SURFACE OF SKIN

____
NOTE: ALL DIMENSIONS ARE IN INCHES.
Figure 6 Figure 2 Section 41 L/H Side Skin Identification
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AERODYNAMIC SMOOTHNESS REQUIREMENTS

This subject gives the general aerodynamic smoothness requirements for
Reduced Vertical Separation Minimum (RVSM) operation.
General
The 777 airplane must have an aerodynamically clean shape and a smooth
exterior surface to give high performance. Damage that is not repaired, dents
that are not filled, or repairs that change the shape of the surface will cause a
reduction in the airplane’s performance. You should try to keep the initial
contour and smoothness of the airplane’s surfaces. For a repair that uses an
external patch, make the patch with a chamfered edge.
The aerodynamic surfaces of the airplane fall into three categories of
aerodynamic smoothness. They are:
S Extra−Critical,
Extra−Critical aerodynamic surfaces are those near static pressure ports
and angle of attack sensors. These surfaces need the highest level of
aerodynamic smoothness. The extra critical areas near static ports that are
very important to RVSM operation.
S Critical and
Critical aerodynamic surfaces are those surfaces that must have a high
level of aerodynamic smoothness.
S Non−critical.
All other surfaces are considered to be Non−critical for aerodynamic
smoothness purposes.
Refer to 51−10−03, GENERAL if the airplane is approved for Reduced Vertical
Separation Minimum (RVSM) operation and has damage near the static
system pressure ports.
FOR TRAINING PURPOSES ONLY!

CAUTION:
WEAR SOFT−SOLE SHOES OR SOFT RUBBER OVERSHOES WHEN YOU
WORK OR WALK IN AND AROUND AERODYNAMICALLY CRITICAL
AREAS. THIS WILL HELP TO PREVENT SCUFFING AND DENT DAMAGE
TO THE SURFACES. IF YOU DO NOT, THE RESULT CAN BE A
REDUCTION IN AIRPLANE PERFORMANCE.
For the best airplane performance, you should replace an external patch repair
with a flush repair as soon as possible in aerodynamically critical areas.

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EXTRA CRITICAL AREA

(EXTRA HIGH LEVEL OF
AERODYNAMIC SMOOTHNESS
IS NECESSARY)

REAR SPAR
CRITICAL AREA
(A HIGH LEVEL OF
SMOOTHNESS IS NECESSARY).
INCLUDES INTERNAL NACELLE
FLOW SURFACES AND THE REAR SPAR
BULKHEAD
LEADING EDGE (FIRST 20
BS 1245
PERCENT OF THE CHORD) OF
ALL HIGH LIFT DEVICES AND
CONTROL SURFACES.

REAR SPAR
NON−CRITICAL AREA (UPPER AND
LOWER SURFACES)

RAKED WING
TIP IS SHOWN,
FOR TRAINING PURPOSES ONLY!

LOWER WING TO STANDARD WING

INLET COWL,
BODY FAIRING TIP IS SIMILAR
FAN COWL
AND STRUT
STATIC PRESS FAIRING
PORTS

ANGLE OF
ATTACK SENSOR

Figure 7 Aerodynamic smoothnes

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EXTRA CRITICAL AREAS

Extra−Critical aerodynamic surfaces are those near static pressure ports and
angle of attack sensors. These surfaces need the highest level of aerodynamic
smoothness. The extra critical areas near static ports that are very important to
RVSM operation.
FOR TRAINING PURPOSES ONLY!

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BS BS
688 764
BS BS BS
BS 455 655 746
BS
216.5 216.5
BS
92.5

WL
WL 158 WL
202.8 139
ANGLE OF
ATTACK SENSOR
LARGE CARGO DOOR
(RIGHT SIDE ONLY) STATIC PORTS

76mm RADIUS
FOR TRAINING PURPOSES ONLY!

AREA AROUND STATIC

PRESSURE PORT

SYSTEM STATIC
PRESSURE PORT
Figure 8 Extra Critical Areas (Static Ports & Angle of Attack Sensors
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ALLOWABLE DAMAGE
Make sure that you refer to the applicable allowable damage S Refer to 53−00−01, REPAIR 8 for the lightning strike repair data.
chapter−section−subject in Chapter 52 thru 57 of this structural repair manual
for the rework limits. General
Some types of damage or distortion are permitted, with no flight restrictions if S Find the depth, length, and width of the damage.
the damage condition can be corrected by a simple procedure. For example, NOTE:
damage that can be corrected when you smooth out nicks or gouges is called Make sure that internal structure is not damaged. Internal structure
”Allowable Damage”. includes stringers, shear ties, stringer clips, frames, door sills,
S The allowable damage limits for the major assemblies and component parts intercostals, cutouts, and fairing supports.
are defined in the applicable chapter−section−subject of the structural repair S Remove the damage as necessary. Refer to 51−10−02, GENERAL.
manual.
S Refer to ALLOWABLE DAMAGE 1, Table A for the allowable damage limits.
S The Boeing Company recommends that you use an optical micrometer with
S Refer to ALLOWABLE DAMAGE 1 for the airplane operating limits.
a tripod base to find the depth of the damage in the material.
S Hidden cracks can be included with other types of damage, such as dents,
nicks, gouges, scratches, cracks, and punctures. Refer to the
Nondestructive Test manual NDT for the applicable non−destructive
inspection method to find hidden cracks.
NOTE:
Once the damage inspection is done and the damage is found to be in
the allowable rework limits, no additional inspections are necessary
before the airplane returns to service. However, during the rework
process, other inspection steps may be necessary to make sure that all
of the damage was identified and all the necessary rework actions were
done.

Allowable Damage and Operating Limits for the Fuselage Skin

FOR TRAINING PURPOSES ONLY!

This subject gives the allowable damage limits and the airplane operating limits
for the fuselage skin.
NOTE:
Refer to the applicable section of the SRM for areas that have special damage
limits.
For example:
S 53−30−01, ALLOWABLE DAMAGE 1 gives special damage limits for a
specified area under the Wing−to−Body fairing in Fuselage Section 43.
S Lightning strike allowable damage data is given in Figure 102/ALLOWABLE
DAMAGE 1, Table A.

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STRUCTURE B777
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53−00

BS
2564.0

BS
2150.0
NON−CRITICAL NON−PRESSURIZED
BS AERODYNAMIC FUSELAGE AREA
1245.0 AREA

PRESSURIZED
FUSELAGE
AREA

CRITICAL
AERODYNAMIC
AREA
BS REFER TO 53−80−01
92.5 FOR ALUMINUM HONEYCOMB
AND TITANIUM PANELS
AFT OF BS 2412
BS
132.5
PRESSURIZED FUSELAGE AREA
BS MINUS THE CROWN
FOR TRAINING PURPOSES ONLY!

332.50

LIGHTNING STRIKE DAMAGE (ALL SKIN AREAS)

PRESSURIZED FUSELAGE CROWN AREA

(STRINGER S−14L TO S−14R)

REFER TO SRM 52−10−01 FOR THE DOOR SKIN

REFER TO SRM 53−10−72 FOR THE RADOME

Figure 9 Allowable Damage Fuselage Skin Areas
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TYPE OF DAMAGE PRESSURIZED AREA 1 NON−PRESSURIZED AREA

HOLES AND Holes and punctures are permitted only as Holes up to 0.25 inch diameter and a minimum of 1 inch from a fastener hole, material edge,
PUNCTURES specified by the operating limits in Figure 103. or other damage. Fill with a solid 2117−T3 or T4 protruding head rivet.

CRACKS Remove edge cracks, see Detail A. Other cracks not permitted.
SCRATCHES, For edge damage see Detail A.
GOUGES, For surface damage see Detail D and L.
NICKS, AND For damage around fasteners see Details F, G, or H.
CORROSION For damage at fasteners see Details I, J, or K.
For damage in the area of a butt joint see Details H or K.
For damage in the area of a lap joint see Detail Q.
For damage in the area of an external doubler see Detail R.

DENTS A dent within Detail E limits is permitted if:

− Stringers, frames, bulkheads, cutouts or skin splices are not damaged
− A dent is not across or adjacent to skin splices or cutouts
− If dents are filled, do a visual inspection every 400 flight cycles around and to all dent areas
A dent not within Detail E limits is permitted if:
− There are no fasteners in the dent area and no sheared or loose
fasteners, or elongated fastener holes adjacent to the dent
− The dent is a minimum of 10 inches away from a skin splice or cutout, other repairs, or dents.
− The dent is a minimum of 0.5 inch away from stringer, skin doubler, strap, frame, or shear tie fasteners.
− The dent is smooth with no sharp creases or gouges.
FOR TRAINING PURPOSES ONLY!

− All surface damage in the dent area is within the Detail D limits and is blended out at 400 flight cycles maximum.
− Initial and subsequent high frequency eddy current (HFEC) or penetrant inspections are done to the dent
every 4000 flight cycles to make sure there are no cracks.
− Initial and subsequent detailed visual inspections are done to all adjacent structure in a 21 inch radius every
400 flight cycles and there is no damage to adjacent skin, frames, stringers, interior or exterior doublers
or straps, and there are no cracks or corrosion.
− The dent is not filled which would prevent inspection
− The dent is repaired at 16,000 flight cycles maximum.

Figure 10 Allowable Damage Limits Table A

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TYPE OF DAMAGE PRESSURIZED AREA 1 NON−PRESSURIZED AREA

HEAT DAMAGE AT For damage at a fastener on a surface, see Detail M

FASTENERS DUE For damage at a fastener on an edge, see Detail N
TO LIGHTNING For damage at a fastener at a lap splice, see Detail 0
STRIKE For damage at a fastener at a butt splice, see Detail P
Damaged fasteners within Detail M thru P limits are permitted if:
− There are no popped heads or loose fasteners
− The fasteners are a minimum of 10 inches away from other repairs
− The fasteners are replaced at 50 flight cycles maximum
− All skin damage adjacent to the fastener is within the Details M
thru P limits and is blended out at 400 flight cycles maximum.
Any fastener damaged during the blendout must be replaced.
− Initial detailed visual inspection with minimum 10x magnification
is done to the damaged fasteners and skin to make sure there are
no cracks
− Initial detailed visual inspection is done to all adjacent
structure in a 21 inch radius and there is no damage to adjacent
skin and there are no cracks or corrosion
If adjacent fasteners are damaged, refer to Repair 8
For damage more than the above limits, refer to Repair 8

HEAT DAMAGE ON
A SURFACE DUE See Details D and L
TO LIGHTNING
STRIKE
FOR TRAINING PURPOSES ONLY!

NOTES
1 REFER TO SRM 51−10−01 FOR THE AERODYNAMIC SMOOTHNESS REQUIREMENTS. MAKE SURE THE AERODYNAMIC SMOOTHNESS AROUND
STATIC PORTS AND ANGLE OF ATTAK SENSORS (EXTRA CRITICAL AREAS) IS SATISFACTORY.

____ AIRPLANES THAT ARE APPROVED TO OPERATE IN AIRSPACE, OR ON ROUTES, WHERE REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
NOTE:
IS APPLIED MUST MEET THESKIN SMOOTHNESS REQUIREMENTS AS GIVEN IN SRM 51−10−03

Figure 11 Allowable Damage Limits Table A (Continue)

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REMOVE THE DAMAGE AS NECESSARY. REFER TO

51−10−02, GENERAL.
After you remove the damage on aluminum parts:
S Apply a chemical conversion coating. Refer to 51−20−01, GENERAL.
S Apply 1 layer of BMS 10−79, Type III primer or equivalent to the external
non−polished surfaces. Refer to SOPM 20−44−04.
S Apply 2 layers of BMS 10−11, Type I primer or equivalent to the internal
surfaces. Refer to SOPM 20−41−02.
S Apply BMS 5−95 sealant or equivalent to the mating surfaces. Refer to
51−20−05, GENERAL.
S For edge damage, fill all of the edge gaps forward of BS 1245 (critical
aerodynamic area) with BMS 5−95 sealant or equivalent. Refer to
51−20−05, GENERAL.
S Apply the decorative finish to the reworked areas as necessary. Refer to
AMM PAGEBLOCK 51−21−01/701.
S Apply a layer of corrosion inhibiting compound as necessary. Refer to
51−20−01, GENERAL.
FOR TRAINING PURPOSES ONLY!

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AREA OF THE MATERIAL

THAT IS REMOVED
X CL OF THE DAMAGE

FASTENER OR HOLE.

REMOVE THE MATERIAL TO A

MINIMUM RADIUS OF 1.00 INCH, D
THEN TAPER AS SHOWN

MAKE THE TAPER TO A MINIMUM OF 20X

(FOR AREAS B THROUGH E AS SHOWN IN
FIGURE 103, USE 10X)

X = DEPTH OF THE MATERIAL THAT IS REMOVED

T = THICKNESS OF THE MATERIAL = 0.10T MAXIMUM FOR THE CROWN AREA
(ONE SOLID SKIN OR ONE = 0.15T MAXIMUM FOR ALL OTHER AREAS
LAYER OF A BONDED SKIN
ASSEMBLY)
FOR TRAINING PURPOSES ONLY!

NOTE: REFER TO FIGURE 103 FOR THE OPERATING LIMITS THAT ARE APPLICABLE TO THE LENGTH AND DEPTH OF SKIN DAMAGE.
REFER TO AREA A AS SHOWN IN FIGURE 103, FOR THE MINIMUM DISTANCE FROM OTHER DAMAGE OR REPAIRS.
REFER TO AREAS B THROUGH E AS SHOWN IN FIGURE 103, FOR THE MAXIMUM DEPTH OF DAMAGE WITH AIRPLANE OPERATING LIMITS.

Figure 12 Allowable Limits: Removal of Damaged Material on a Surface

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THIS PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY!

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Y = DEPTH OF THE DENT WHERE

LENGTH OF THE DENT THE WIDTH W IS MEASURED

THE INITIAL CONTOUR

W
_ THE DENT MUST BE SMOOTH;
MUST BE 30 OR MORE AT EACH POINT
Y SHARP CREASES, GOUGES AND
ALONG THE LENGTH OF THE DENT
CRACKS ARE NOT PERMITTED.
Y = A MAXIMUM OF 0.125 INCH PULLED OR LOOSE FASTENERS
ARE NOT PERMITTED

W = MAXIMUM WIDTH OF THE DENT

E DENT THAT IS PERMITTED

FOR TRAINING PURPOSES ONLY!

Figure 13 Allowable Damage Dent

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AIRPLANE OPERATION LIMITS

To maintain a economical and safe operation, the aircraft can be released to
service either after immediate repair or with restrictions in aircraft operation
within a defined time frame.
The damage dimensions for fuselage skin have to read out from a diagram. In
this diagram the length-to-width ratio is described in a 20 inch (508mm) by 20
inch square area.
100
MATERIAL DEPTH THAT IS REMOVED

90
(PERCENT OF SKIN THICKNESS)

80 C D E
2 2 2
70

60

50

40 B
2
30

20
15
10
A1

L 25,4 mm 127 mm 279,4 mm

FOR TRAINING PURPOSES ONLY!

508 mm
TOTAL LENGTH OF DAMAGES L IN A 508mm SQUARE
NOTES:
1 FOR DAMAGE LESS THAN 15% OF SKIN THICKNESS,
OTHER DAMAGE AND REPAIRS MUST BE A MINIMUM OF:
S 533mm FROM A DAMAGE OR DAMAGE GROUP WITH L < 25,4 mm
S 1,07m FROM A DAMAGE OR DAMAGE GROUP WITH 1 L < 127 mm
S 1,60m FROM A DAMAGE WITH L < 508 mm
2 OTHER DAMAGE AND REPAIRS MUST BE A MINIMUM OF 1,60 m
FROM DAMAGE L < 508 mm

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AREA DAMAGE TREATMENT PERMITTED AIRPLANE OPERATIONS

A Remove the damaged material as given in Figure 102, Table A. There are no limits.
Remove the damaged material as given in Figure 102, Table A. 50 revenue flight hours maximum before a repair must be done.
B Do an applicable Category B or C repair as given in SRM 53−00−01 Refer to the applicable repair subject for the limits.
Do an applicable Category A repair as given in SRM 53−00−01. There are no limits.
Drill 0.25 inch (2,5mm) stop holes at the end of all the cracks. A non-revenue flight to a repair station is permitted if the applicable
Remove the other damaged material as given in Figure 102, Table A. regulatory authority gives approval before flight. It is recommended
that the proposed repair procedure be given to Boeing.
The maximum cabin pressure differential is limited to 6,0 PSIG
Hole and puncture damage drilled to a 0,25 inch diameter maxium is unless the skin is repaired. Cabin pressure limits are for skin damage
C permitted. to the pressurized fuselage skin only.
Do an applicable Category B or C repair as given in SRM 53−00−01 Refer to the applicable repair subject for the limits

Do an applicable Category A repair as given in SRM 53−00−01 There are no limits.

Drill 0.25 inch (2,5mm) stop holes at the end of all the cracks. A non-revenue flight to a repair station is permitted if the applicable
Remove the other damaged material as given in Figure 102, Table A. regulatory authority gives approval before flight. It is recommended
that the proposed repair procedure be given to Boeing.
The maximum cabin pressure differential is limited to zero PSIG.
D Cabin pressure limits are for skin damage to the pressurized
fuselage skin only.
Do an applicable Category B repair as given in SRM 53−00−01 Refer to the applicable repair subject for the limits.
Do an applicable Category A repair as given in SRM 53−00−01 There are no limits.
FOR TRAINING PURPOSES ONLY!

Drill 0.25 inch (2,5mm) stop holes at the end of all the cracks. Operation is not permitted before Boeing and the applicable
Remove the other damaged material as given in Figure 102, Table A. regulatory authority gives approval.

Do an applicable Category B repair as given in SRM 53−00−01 Refer to the applicable repair subject for the limits
E
Do an applicable Category A repair as given in SRM 53−00−01 There are no limits.

Figure 14 Fuselage Operating Limits

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REPAIR
If a damage exceeds the allowable damage limits, a repair is necessary. In Example:
some cases immediately or after a specified threshold (refer to airplane
operating limits of allowable damage). REPAIR 1 − External Time−Limited Repair of a Small Hole Between
Stringers and Frames
Repair informations will be found on pages 201−999 either in the respective
section (e.g. SRM 53−30) or all repairs are collected in a general section (e.g. Repair 1 is applicable to damage that:
SRM 53−00). S Is not more than 25 mm in diameter
S Is in an area where the skin thickness is less than or equal to 2.54 mm.
REPAIR SELECTION
Repair 1 is not applicable to:
Before selecting a repair, a few points have to be noted, for example:
S The skin panels forward of BS403
S location and dimension of damage,
S The areas over a skin doubler or skin pad−up, window belts and major body
S position of possible cut−out,
joint bays
S aerodynamic requirements,
S The area of one stringer bay above and below the skin lap−joints
S available maintenance staff and
S The area of one frame bay and three stringer bays away from skin cutouts
S ground time of aircraft. of passenger or cargo door, windshield, wheel well, hatches and other
systems.
Structural Repair Classifications
Do not use Repair 1 near static ports or angle of attack sensors. Refer to
S Category A Repair (Permanent Repair)
AERODYNAMIC SMOOTHNESS, PAGEBLOCK 51−10−01, GENERAL
A permanent repair for which the inspections given in the Maintenance for areas near static ports and angle of attack sensors where an external repair
Planning Data (MPD) document, are sufficient and no other actions are is not permitted.
necessary.
S Category B Repair (Interim Repair)
A permanent repair for which supplemental inspections are necessary at the
specified threshold and repeat intervals.
S Category C Repair (Time−Limited Repair)
FOR TRAINING PURPOSES ONLY!

A time−limited repair which must be replaced or reworked within a specified

time limit. Also supplemental inspections can be necessary at a specified
threshold and repeat interval.

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TWELVE RIVETS 25,4 mm DIAMETER HOLE MAX

EQUALLY SPACED

DOUBLER [1]

CUTOUT
[1] DOUBLER
A DIAMETER SKIN
B DIAMETER 2
2
C DIAMETER
2
OUTBD

1 SKIN

INITIAL FASTENERS
(TYPICAL)

SIX RIVETS EQUALLY SPACED

NOTES
FOR TRAINING PURPOSES ONLY!

1 THE DISTANCE BETWEEN THE OUTER RIVET ROW OF THE REPAIR AND THE INITIAL
FASTENERS ON THE SKIN MUST BE A MINIMUM OF FIVE TIMES THE DIAMETER OF
THE INITIAL FASTENER HOLE.
2 REFER TO FIGURE 203 FOR THE A, B, AND C DIAMETERS.

FASTENER SYMBOLS
INITIAL FASTENER LOCATION.
REPAIR FASTENER LOCATION. REFER TO FIGURE 203 FOR THE TYPE AND SIZE.

Figure 15 Layout of the Repair 1“

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EXTERNAL REPAIR FOR DAMAGE AT A STRINGER

Applicability
Repair 3 is a Category B repair. It is applicable to fuselage skin damage at a
stringer where the skin is 0.125 inch (3.2 mm) thick or less.
Repair 3 must be a minimum of:
S 21 inches (533 mm) away from an adjacent skin repair in the longitudinal
direction, and
S 13 inches (330 mm) away from an adjacent skin repair in the circumferential
direction.
Repair 3 is applicable in two repair zones:
Zone A:
S BS 718 to BS 1035 upper fuselage; S−5L to S−5R
S BS 1035 to BS 1434 upper fuselage; S−18L to S−18R
S BS 1434 to BS 1832 upper fuselage; S−15L to S−15R
S BS 1832 to BS 1958 upper fuselage; S−5L to BS S−5R

Zone B:
S All the areas of the fuselage skin that are not in Zone A.
Repair 3 is not applicable to skin damage:
S At more than one stringer above the passenger floor
S At more than two adjacent stringers below the passenger floor
S At more than one frame
S At a skin splice
S At a window belt
FOR TRAINING PURPOSES ONLY!

S At skin cutouts
S In major body joint bays
S At the titanium fin deck in the unpressurized body (section 48)
S Do not use Repair 3 near static ports or angle of attack sensors.
Refer to 51−00−06, GENERAL to find the definitions of repair categories,
repeat intervals, thresholds, zero−timing and inspection procedures.

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LONGITUDINAL
FASTENER SPACING
NOTES: (TYPICAL). REFER
1 DO NOT BEGIN OR END REPAIR DOUBLERS TO FIGURE 204
ON STRINGER OR SHEAR TIE ATTACHED FASTENERS, SKIN 12,6mm
CIRCUMFERENTIAL 2D EDGE MARGIN
ADD MORE ROWS IF NECESSARY RADIUS
FASTENER SPACING (TYPICAL ALL AROUND) (TYPICAL)
(TYPICAL). REFER
2 MIN 4 ROWS IN CIRCUMFERENTIAL DIRECTION. TO FIGURE 204
ONLY 3 ROWS ARE NECESSARY IN
NON-PRESSURIZED SECTIONS.

4 MIN 4 ROWS IN LONGITUDINAL DIRECTION.

2

CRITICAL ROW OF FASTENERS

[3] FILLER
STRINGER

SKIN CUTOUT

SHEAR TIE

2
FOR TRAINING PURPOSES ONLY!

[1] DOUBLER [2] FILLER

BS 1

SUBSEQUENT INSPECTIONS ARE NECESSARY. 4 4

REFER TO TABLE 204

Figure 16 Repair Layout for a Skin Repair at a Stringer in Zone B

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TABLE OF CONTENTS
ATA 51−57 STRUCTURE . . . . . . . . . . . . . . . . . . . . 1
53−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUSELAGE STATIONS SECTION 41 . . . . . . . . . . . . . . . . 4
FUSELAGE STATIONS SECTION 43 . . . . . . . . . . . . . . . . 6
STRINGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DAMAGE CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . 10
DAMAGE CLASSIFICATION CONTINUE . . . . . . . . . . . . 11
STRUCTURE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . 12
SKIN IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
AERODYNAMIC SMOOTHNESS REQUIREMENTS . . 16
EXTRA CRITICAL AREAS . . . . . . . . . . . . . . . . . . . . . . . . . 18
ALLOWABLE DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVE THE DAMAGE AS NECESSARY. REFER TO
51−10−02, GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
AIRPLANE OPERATION LIMITS . . . . . . . . . . . . . . . . . . . . 28
REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
EXTERNAL REPAIR FOR DAMAGE AT A STRINGER . 32

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TABLE OF FIGURES
Figure 1 How to use the SRM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Fuselage Station Diagram Section 41 . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Fuselage Station Diagram Section 43 . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Fuselage Cross Section Diagram . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Section 41 (Figure 2) Fuselage Crown & Left Side Skin . . . . . 13
Figure 6 Figure 2 Section 41 L/H Side Skin Identification . . . . . . . . . . . . 15
Figure 7 Aerodynamic smoothnes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 8 Extra Critical Areas (Static Ports & Angle of Attack Sensors . 19
Figure 9 Allowable Damage Fuselage Skin Areas . . . . . . . . . . . . . . . . . . 21
Figure 10 Allowable Damage Limits Table A . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 11 Allowable Damage Limits Table A (Continue) . . . . . . . . . . . . . 23
Figure 12 Allowable Limits: Removal of Damaged Material on a Surface
..................................................... 25
Figure 13 Allowable Damage Dent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Fuselage Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 Layout of the Repair 1“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 Repair Layout for a Skin Repair at a Stringer in Zone B . . . . 33

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