Curso Inicial A320

Mexicana MRO Services
Instructor: José Manuel Aguilar Hernández

jose.aguilarh@mexicanamro.com
A320 Family
Structure
Course
DESCRIPCION ESTRUCTURAL, DAÑOS
PERMISIBLES Y REPARACION SOBREPUESTA EN
LA PIEL DEL FUSELAJE PARA LOS AVIONES DE LA
FAMILIA A320
CONTENIDO:
IDENTIFICACIÓN Y CLASIFICACIÓN DE LA ESTRUCTURA
• Generalidades
• Identificación de las estaciones del fuselaje
• Clasificación de la estructura
• Localización de componentes de material compuesto
DAÑOS PERMISIBLES EN LA PIEL DEL FUSELAJE
• Requerimientos de suavidad aerodinámica

• Clasificación de las áreas por daños permisibles
• Reparación de daños permisibles
CONTENIDO:
REPARACIONES A LA PIEL DEL FUSELAJE
• Definición y clasificación
• Análisis y determinación del espesor del refuerzo de reparación
• Reparación en áreas alrededor de los puertos de estática
• Reparación general sobrepuesta entre largueros
OBJETIVO
AL FINALIZAR EL CURSO, EL PARTICIPANTE SERÁ

CAPAZ DE DESCRIBIR LAS CARACTERÍSTICAS
ESTRUCTURALES, DAÑOS PERMISIBLES Y EFECTUAR
REPARACIONES SOBREPUESTAS ENTRE LARGUEROS
Y AL RAS SOBRE UN LARGUERO EN LA PIEL DEL
FUSELAJE EN LAS AERONAVES DE LA FAMILIA A320.
SRM INTRO
GENERAL.
The structure repair manual (SRM) is a non-customized document. It has been

prepared in accordance with Air Transport Association of America (ATA) specification 100.
The SRM includes descriptive information as well as specific instructions and

data to other assessment of structural damage and to do repairs. European Aviation
Safety Agency (EASA) approves the manual content.
For most of the damage/defect discovered on the aircraft structure, the SRM is
the first document to use to assess the damage, to identify the affected structure and to
determine the subsequent action or repair to make.
SRM INTRO
SRM INTRO
MANUAL BREAKDOWN.
The SRM is divided into seven main chapters (From ATA 51 to ATA 57) and the
Structure Repair Inspection (SRI).
The manual also contains an introduction chapter (Chapter 00), and some
additional information pages (HIGHLIGHTS, RECORD OF REVISIONS...) at the beginning
of the manual.
SRM INTRO
SRM INTRO
FRONT PAGES.
The front pages of the manual provides general information related to the
manual itself:
- revision transmittal sheet,
- highlights,
- record of revisions approved,
- record of temporary revisions,
- list of effective temporary revisions.
SRM INTRO
SRM INTRO
INTRODUCTION CHAPTER.
The introduction chapter contains all necessary information and explanations for
a correct use of the manual.
It also contains the airplane allocation list giving for each Manufacturer Serial
Number (MSN), the weight variant at delivery, the aircraft type, etc.
The weight variant given in the Airplane allocation list is not necessarily the
actual current status of the aircraft that needs to be confirmed by your engineering
department.
SRM INTRO
SRM INTRO
SRM INTRO
STRUCTURAL REPAIR INSPECTIONS (SRI) CHAPTER.
For permanent repairs with inspection program, inspections are quoted along
with the repair.
Due to the amount of common inspection methods, these requirements have

been transferred in a separate appendix to the SRM:
- for more clarity of the SRM,
- for better handling of the inspection requirements.
The chapter Structural Repair Inspections (SRI) gives all necessary inspection
instructions for allowable damage limits/repairs and gives to the airline information to
integrate the additional inspections to their own maintenance program.
SRM INTRO
SRM INTRO
NUMBERING SYSTEM AND PAGE BLOCK ALLOCATION.
Each subject, within the SRM, is identified using a three-element numbering

system chapter/section and sub-section.
- the first element designates the chapter which is assigned by the ATA
spec. 100,
- the second element designates the section within the chapter.
- the third element identifies the sub-section (subject) within the section and is
assigned by Airbus S.A.S.
The 3 first digits are assigned by the ATA spec. 100. The following 3 digits are
assigned by Airbus,
A standard page block allocation is used for all SRM chapters.

- pages 1 to 99 for structure identification,
- pages 101 to 199 for allowable damage,
- pages 201 to 999 for repairs.
SRM INTRO
SRM INTRO
CHAPTER 51 (STANDARD PRACTICES AND STRUCTURES).
Information about general purposes or applicable to more than one chapter, is

included in chapter 51.
NOTE: The entry in the SRM is always the specific chapter 52 to 57,
depending on the damage location.
SRM INTRO
SRM INTRO
CHAPTER 52 TO 57 CONTENTS LAYOUT.
Chapters 52 to 57 are specifically attributed as per ATA 2200 specification

(ex ATA100).
Chapters 52 to 57 all have the same layout, which conforms to the defined page
block allocation system (PB 1 to 99-identification, PB 101 to 199-allowable damage, PB
201 to 999-repairs). In addition, a table of contents and a Service Bulletin (SB) list are
provided at the beginning of each chapter. Depending on the chapters, the
Modification/Service Bulletin list is to be found either at the chapter level, or main section
level.
SRM INTRO
SRM INTRO
CHAPTER 52 TO 57 CONTENTS (continued)
MODIFICATION: SERVICE BULLETIN LIST.
Located at:
- section level for chapter 52,
- section level for chapter 57, this list is given to the user to determine the
effectivity of the modification/SB.
This list gives, for a given modification number, its related suffix, and the
effectivity expressed in MSN.
SRM INTRO
SRM INTRO
IDENTIFICATION PAGES.
In the identification pages, the individual parts of the major components are
illustrated and listed in tabular form. Each identification topic begins with an
introduction page, which includes a general information paragraph. The item
number is the key between the illustration and the identification table.
For composite structures, the illustration gives the identification of individual

layers, orientation and materials. A ply (layer) orientation reference is also
given.
For metallic structure such as fuselage skin panels, the different material
thicknesses are provided using letter codes or shaded areas as a key to the
thickness tables. The associated identification table provides additional
information about material, part number, modification status information.
SRM INTRO
SRM INTRO
SRM INTRO
IDENTIFICATION TABLE DETAILED.
To find the relevant effectivity linked to a modification shown in the STATUS

column, the user must refer to the modification/service bulletin list.
NOTE: The status before or after modification/SB and the relevant

modification solution (suffix letter) should not be forgotten. Within the
modification/service bulletin list, the effectivities are expressed in MSN.
In the given example item 1, P/N D53230463200 is the basic seat track as it
is not related to any modification status. Item 1A, P/N D53231741200 is related
to modification status A26101P4573.
The letter A before the modification number means "After mod.“ (letter B
means "Before mod.)
Sometimes a suffix in letter is written after the modification number, not in
this case.
According to the modification / SB list, mod 261001P4573 (with no suffix

letter) has been embodied on MSN 766, 778 up to 9999.
SRM INTRO
SRM INTRO
ALLOWABLE DAMAGE PAGE BLOCK
The information to be found within allowable damage page block enables

the operator to define whether a damaged airplane may be returned into service
without repair. An allowable damage permitted has no significant effect on the
strength or fatigue life of the structure, which must still be capable of fulfilling its
function.
Allowable damage may require minimal rework such as cleanup or drilling of

stop holes.
- general information pages,
- damage criteria tables,
- paragraph for each type of damage,
- damage measurement procedure,
- damage localization (zoning) figures,
- allowable damage diagram.
Most of allowable damage paragraphs are associated to an effectivity per

weight variant and aircraft type table.
SRM INTRO
SRM INTRO
SRM INTRO
REPAIRS PAGE BLOCK.
At the beginning of each repair page block, a list of available repair schemes
is given for a quick assessment of repairs.
The repairs can be found in the general section of chapter 53 (e.g.: 53-00-11
for standard fuselage skin repairs), or directly covered within the related section
when the repair is specific (e.g. paragraph 5A, Fig. 201).
When repairs are in repair category B, subsequent inspections are

necessary and in accordance with inspection instruction reference (SRI).
The Repairs Page Block (PB 201) contains necessary information to carry
out permissible repairs. Each of the repairs is described with illustrations and
procedure instructions, which includes repair applicability data and repair
material list.
Most of repair paragraphs are related to an effectivity per weight variant and
aircraft type table.
SRM INTRO
SRM INTRO
SRM INTRO
SRM GENERAL USAGE PROCEDURE.
SRM general usage procedure.
Some allowable damage diagrams give repair categories. When the damage is
included in repair category B, subsequent inspections in accordance with the
inspection instruction reference are necessary.
SRM INTRO
SRM INTRO
SRM INTRO
GENERAL - FUSELAGE LAYOUT
GENERAL - FUSELAGE BREAKDOWN
SRM 53-00-00
AMM 06-30-00
52-10-00
52-10-00
SRM 51-00-00
SRM 53-00-00
SRM 51-33-00
SRM 51-33-00
Componentes made from Glassfiber Reinforced Plastic (GFRP), Carbonfiber Reinforced

Plastic (CFRP) or Aramidfiber Reinforced Plastic (AFRP) can be sandwich-sectioned, monolithic
or mixed construction.
GPRP, CFRP or AFRP form the skins of

SANDWICH STRUCTURED these components, covering metallic or
nonmetallic honeycomb cores.
COMPOSITE Are made of composite skins with internal

MATERIALS MONOLITHIC STRUCTURED stringers, ribs and spars. These structures
COMPONENTS give rigidity and strength.
These components are of mixed construction,

MIXTED STRUCTURED partly monolithic and partly sandwich
structure.
SRM 51-33-00
SRM 51-33-00
SRM 51-33-00
SRM 51-33-00
SRM 51-33-00
ITEM COMPONENTS MATERIAL REFERENCE

1 Radome AFRP <1>
2 Spoiler CFRP 57-70-00
3 Dorsal Fin GFRP 53-45-11
4 Fin Fairings GFRP 53-55-00
5 Vertical Stabilizer Leading Edge GFRP 55-32-00
6 Vertical Stabilizer Tip GFRP 55-34-00
7 Vertical Stabilizer Spar Box CFRP 55-31-00
8 Rudder CFRP/GFRP 55-40-00
9 Vertical Stabilizer Trailing Edge GFRP 55-33-00
10 Horizontal Stabilizer Trailing Edge Access
CFRP/GFRP 55-13-11
Panels
11 Elevator CFRP 55-20-00
12 Horizontal Stabilizer Spar Box CFRP 55-11-00
<1> For information refer to Component Maintenance Manual (CMM).

SRM 51-33-00
SRM 51-11-12
PRIMARY SECONDARY
STRUCTURE STRUCTURE
COMPLETE STRUCTURE
METALLIC PRINCIPAL STRUCTURAL ELEMENTS (PSE)
NON-METALLIC PRINCIPAL STRUCTURAL ELEMENTS (PSE)
& FATIGUE CRITICAL STRUCTURE (FCS)
J. Alfredo López C.
SRM 51-11-12
Primary Structure.- Is that structure which contributes significantly to carrying flight, ground and
pressurization loads.
Secondary Structure.- Is that structure which carries only air or inertial loads generated on or within
the secondary structure.
PSE (Principal Structural Elements).- Are those elements that contribute significantly to carrying
flight, ground and pressurization loads, and whose integrity is essential in
maintaining the overall structural integrity of the airplane. The metallic PSE
are subsets of the FCS.
NOTE: Where two items that are PSE are connected together and the
connecting item is removable then the connecting item is also to be
considered as PSE .
FCS (Fatigue Critical Structure).- Are those structures that are susceptible to fatigue cracking that
could lead to a catastrophic failure of the airplane. A fatigue and damage
tolerance evaluation is required for all repairs made to FCS to ensure
compliance with 25.571 and related ageing aircraft requirements.
SLI (Safe Life Items).- Are those elements that have a limited life and their failure could result in
catastrophic failure of the aircraft. The SLI´s are subjects of the PSE´s.
SRM 51-11-12
SRM 51-11-12
3. Primary / Secondary Structural Items.
A. The primary and secondary structural items general details are illustrated in Figure 2:
− the fuselage primary detailed parts are illustrated in Figure 3,
NOTE: Explanation of Diamond Notes in Figure 2:
<1> the horizontal and vertical stabilizer trailing edge primary de tailed parts are
illustrated in Figure 4,
<2> the wing trailing edge primary detailed parts are illustrated in Figure 5,
<3> the wing leading edge primary detailed parts are illustrated in Figure 6,
<4> the pylon primary detailed parts are illustrated in Figure 7,
<5> the nose landing gear primary detailed parts are illustrated in Figure 8,
<6> the main landing gear (single axis) primary detailed parts are illustrated in Figure
9,
<7> the main landing gear (double axis) primary detailed parts are illustrated in Figure
10
− the nose and main landing gear doors primary detailed parts are illustrated in Figure
11.
B. The following secondary structural items are not illustrated in Figure 2:

− Unpressurized service doors
− Vertical stabilizer to fuselage (side) fairings.
SRM 51-11-12
4. Principle Structural Elements (PSE), Safe Life Items and Fatigue Critical
Structure (FCS) − Identification
The Fatigue Critical Structures include the following:
− Metallic structures classified as PSE

− Other structures that are not classified as PSE.
For safe life items, in case of a discrepancy between the SRM and the ALS part 1, the
latter must be considered.
Figures 12 thru 37 identify all the PSE, FCS and safe life items.
A. Index of Figures
FIGURE TITLE FIGURE NUMBER

Passenger/Crew doors Figure 12
Emergency Exit Doors Figure 13
Cargo Compartment Doors Figure 14 (sheet 1)
Bulk Cargo Compartment Door Figure 14 (sheet 2)
Service and Access Doors, Entrance Stair Door Figure 15
and Main Landing Gear Doors FCBS
Forward Fuselage − Section 11 and 12 Figure 16
SRM 51-11-12
FCS / PSE Location - FWD Passenger / Crew Door
1
FR 20
FR 16
3 2
2 Figure 12 (sheet 1)
4 SAFE
ITEM PSE FCS NOMENCLATURE
LIFE
1 X X Outer and inner skin panel
2 X X Longerons and frame segments
3 X X Window frame
LH SHOWN
RH SYMETRICAL 4 X X All door stops and stop support fittings
Key to Figure 12
STRUCTURE DAMAGE IDENTIFICATION
GENERAL
The types of damage on metallic and composite structures are described

in SRM 51-11-00 chapter dealing with damage classification.
The table provides, the term, the cause and the description for each type
of damage.
Damage results from many causes and can be generally categorized into
four main groups:
- Mechanical action.
- Chemical or electrochemical reaction.
- Thermal action or cycling.
- Inherent metallurgical characteristics.

DAMAGE CLASSIFICATION
CHEMICAL OR INHERENT
ELECTROCHEMICAL METALLURGICAL
REACTION CHARACTERISTICS
TERM DEFINITION
MECHANICAL THERMAL
ACTION ACTION OR
CYCLING
SRM 51-11-00
G R O U P
TERM Mechanic Chemical or Electro− Thermal Action Inherent Metallurgical
al Action Chemical Reaction or Cycling Characteristics
Scratch X
Gouge X
Mark X
Crack X X
Dent X
Nick X
Distortion X X
Corrosion X X
Crease X
Abrasion X X
Debonding X X X
Delamination X X X
Fretting X
Indentation X
SCRATCH
A scratch is a line of damage of any depth and length in the material,

which causes a cross sectional area change. A sharp object is usually
the cause.
SCRATCH
CORROSION
Corrosion is the destruction of metal by chemical or electrochemical effect.
Refer to SRM 51-22-00 for general information concerning corrosion.
CORROSION AROUND
FASTENER HEAD
HEAVY CORROSION
The different types of corrosion that can occur on the aircraft
are:
 Pitting corrosion
 Filiform corrosion
 Intergranular corrosion
 Galvanic corrosion
 Stress corrosion
 Biological corrosion
 Fretting corrosion
 Exfoliation corrosion
CORROSION
CORROSION
GOUGE
A gouge is a damaged area of any size, which results in a cross sectional area
change. It is usually caused by contact with a relatively sharp object, which
produces a continuous, sharp or smooth channel like groove in the material
GOUGE
CRACK
A crack is a partial fracture or complete break in the material.
CRACK WITH COMPLETE BREAK
CRACK WITH COMPLETE BREAK

CRACK WITH PARTIAL FRACTURE
DENT
A dent is a damaged area, which is pushed in, with respect to its usual contour.
There is no cross sectional area change in the material. The edges of the
damaged area are smooth.
DENT ON SLAT
DENT ON FUSELAGE SKIN PANEL

NICK
A nick is a small decrease of material due to, for example, a knock at

the edge of a member or a skin.
NICK
DISTORTION
A distortion is any twisting, bending or permanent strain, which results in

misalignment or change of shape. It may be caused by an impact from a foreign
object, but is usually the result of a vibration or movement of adjacent attached
components. This group includes bending, buckling, deformation, imbalance,
misalignment, pinching, and twisting.
DISTORTION
ABRASION
An abrasion is a damaged area of any size, which causes change in a
cross sectional area because of scuffing, rubbing, scrapping or other
surface erosion. It is usually rough and irregular.
EROSION ON VERTICAL STABILIZER LEADING EDGE

DEBONDING
IS THE SEPARATION OF MATERIALS DUE TO AN ADHESIVE FAILURE.
DEBONDING
DELAMINATION
A delamination is when a separation of plies occurs in multi-laminate
material. The material being hit or when there is a resin failure for any other
reason can cause a delamination.
FRETTING
A fretting is a surface damage at the interface between elements of the
joints resulting from very small angular or linear movements. The
result of fretting is usually the production of fine black powder
staining.
FRETTING ON CARGO DOOR STOP FITTING

FRETTING
CREASE
A crease is a damaged area, which is pushed in or folded back on itself.
The edges of the damaged area are sharp or well specified lines or ridges.
MARK
A mark is a damaged area of any size where a concentration of scratches,

nicks, chips, burrs or gouges etc. is shown. You must consider the damage
as an area and not as a serie of individual scratches, gouges, etc.
GENERAL
FUSELAGE LAYOUT
The fuselage is divided into five main parts:

- the nose forward fuselage (ATA 53-10-00),
- the forward fuselage (ATA 53-20-00),
- the center fuselage (ATA 53-30-00),
- the rear fuselage (ATA 53-40-00),
- and the cone/rear fuselage (ATA 53-50-00).
SRM 51-11-00
CAUTION: HIDDEN DAMAGE CAN LEAD TO A FAILURE OF THE REPAIR OR

SURROUNDING STRUCTURE.
A. Examine the type and extent of the damage.
B. To determine the damage category:
− remove all unwanted material from the surface of the damaged component,
− cut out all broken, bent, heated or damaged areas of the component,
− remove all loose rivets.
1. In all forms of damage, particularly where shock has been sustained, secondary
damage is likely to exist. Therefore, a close examination of the structure surrounding
the initial damage must be made. Damage caused by transmission of force may be
located some distance from the impact, resulting in structure deformation, drawn rivets
or bolt holes.
2. If misalignment or twisting of the airplane structure is suspected, alignment and/or
leveling checks must be carried out.
3. After damage assessment if only the topcoat is damaged then restore paint scheme
4. On composite parts, if bare composite is exposed, perform damage evaluation
according to Chapter 51−77−10 paragraph 2, if no damage findings apply temporary
surface re−protection according to Chapter 51−77−12 paragraph 2.A.
SRM 51-11-00
After cleaning and investigating the damage and surrounding area, the damage must be
classified into one of the following categories, also taking into account the location of the
damage.
Permanent allowable (Repair Category A)
Allowable Permanent allowable with

operation limits (Repair Category B)
Repairable
Temporary allowable (Repair Category C)
DAMAGE Non allowable
Non repairable
SRM 51-11-11
Repairable Damage: The damage must be classified either as “Allowable Damage” or as

damage which requires a repair.
Non repairable Damage: Is defined as damage to structural components which cannot be

repaired and where replacement of the complete component is recommended as
a repair is not practical or economical.
Allowable Damage: Is defined as a minor damage which does not affect the structural integrity
or decrease the function of a component. “Allowable Damage” means that a
structural repair is not necessary, but some corrective actions can be necessary.
Non allowable Damage: Damage which exceeds the ’Allowable Damage’ limits and requires a
structural repair. A structural repair restores the structural integrity and function of
the component to meet airworthiness requirements.
SRM 51-11-11
Permanent Allowable Damage (Repair Category A): Damage within this limit does not
require a structural repair or additional inspections during the design service goal
or the extended service goal as applicable of the aircraft.
Permanent Allowable Damage with Operation Limits (Repair Category B): Damage
within this limit does not require a structural repair during the design life goal or the
extended service goal as applicable of the aircraft. However additional structural
inspections task may be required before the design service goal is reached.
Temporary Allowable Damage (Repair Category C): Damage within this limit must be
permanently repaired within a defined operating limit.
SRM 53-11-11-101
1. General.
CAUTION: HIDDEN DAMAGE CAN LEAD TO A FAILURE OF THE REPAIR OR

SURROUNDING STRUCTURE.
A. This topic contains allowable damage data for the skin plates of the nose forward
fuselage. You must remove the damage down to a smooth contour and compare with the
allowable damage limits given in the relevant Chapter.
B. After rework the damaged area must be checked to make sure that the allowable limits
have not been exceeded. When the limits are exceeded a repair is necessary.
C. For the general repair procedure refer to :

− Chapter 51−73−00 Repair of Minor Damage
− Chapter 51−74−00 Repair of Corroded Areas
NOTE: For definition of allowable damage refer to Chapter 51−11−11 .
NOTE: For Damage/Repair Data Recording refer to Chapter 51−11−15 .
NOTE: For detailed definition of Repair Categories refer to Chapter 51−11−14 .
SRM 53-11-11-101
2. Allowable Damage.
CAUTION: FOR ALLOWABLE DAMAGE EFFECTIVITY RELATED TO AIRCRAFT TYPE,

REFER TO PARAGRAPH 3 GIVEN IN THE INTRODUCTION OF THE SRM.
CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT

AND AIRCRAFT TYPE GIVEN IN RELEVANT PARAGRAPH.
CAUTION: OBEY THE GIVEN INSPECTION INSTRUCTION REFERENCE WHICH

LEADS TO THE APPLICABLE INSPECTION PROGRAM DEFINED IN THE
STRUCTURAL REPAIR INSPECTIONS, IF NECESSARY.
A. This allowable damage data for rework is applicable to skins of the nose forward fuselage
and is effective from FR1 thru FR24.
B. This allowable damage data for dents is applicable to skins of the nose forward fuselage
and is effective from FR1 thru FR24.
C. The allowable limits for dent dress−out are applicable to skins of the nose forward
fuselage and are effective from FR1 thru FR24.
NOTE: Damage in areas around static ports, pitot probes, total air temperature probes
and angle of attack sensors, have to comply with the structural allowable limits
given in this chapter and the aerodynamic smoothness requirements given in
Chapter 53−00−11 Page block 101 paragraph 4.
SRM 53-11-11-101
D. This allowable damage data caused by lightning strike is applicable to skins of the nose
forward fuselage and is effective as follows:
− From FR1 thru FR24.
NOTE: For DESCRIPTION and CRITERIA of allowable damage given in this Chapter,
refer to Table 101.
SRM 53-11-11-101
3. Allowable Damage Description / Criteria.
CRITERIA/ REPAIR INSPECTION

DESCRIPTION PARAGRAPH
TYPE CATEGORY INSTRUCTION REFERENCE
Refer to
Rework 4.A. 53−11−11−1−002−00
Diagram 101
Refer to
Fuselage Skin Plates Dents * 4.B. 53−11−11−1−001−00
Diagram 102
Refer to
Dents ** 4.C. −
Diagram 103
Skin Plates −
Temporary Allowable Burn
4.D. C −
Damage Limits for Marks
Lightning Strike
Upper Corner of FWD
Pax Door Frame at
Rework 4.E. B 53−11−11−1−003−00
FR16 and FR20
− Chafing Rework
Fuselage Skin −
Allowable dent Dents 4.F. B 53−11−11−1−004−00
dress−out Limits
Window Frames Rework 4.G. − −
SRM 53-11-11-101
Allowable Damage Types.
Reworks:
Scratch
Corrosion
Gouge
Abrasion
Mark
Nick
Fretting
Identation
Dents:
* Fullfilling “nearness / form” Criterion.
** Out of “nearness / form” Criterion.
Burn Marks:
Lightning Strikes
SRM 53-11-11-101
4. Skin Plates − Allowable Damage.
CAUTION: THIS ALLOWABLE DAMAGE MUST BE INSPECTED AT DEFINED

INTERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
53−11−11−1−002−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR
INSPECTIONS (SRI) SECTION OF THE SRM. INFORM YOUR PLANNING
DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY
INFORMATION.

AND AIR CRAFT TYPE GIVEN IN TABLE 102.
CAUTION: THE ALLOWABLE DAMAGE LIMITS GIVEN IN THIS PARAGRAPH ARE

ONLY APPLICABLE TO THE TYPE OF DAMAGE SPECIFIED. IF YOU HAVE
THIS TYPE OF DAMAGE TOGETHER WITH A DIFFERENT TYPE OF
DAMAGE, FOR EXAMPLE DENT PLUS SCRATCH, CONTACT AIRBUS. IF
ANY OF THE DAMAGES ARE WITHIN THE 51−73−11 LIMITS, THEY DO NOT
NEED TO BE TAKEN INTO ACCOUNT IN THE ASSESSMENT.
SRM 53-11-11-101
4. A. Fuselage Skin Plates − Allowable Rework.
NOTE: This allowable damage data is applicable for the nose forward fuselage skin plates
between FR1 and FR24.
NOTE: This allowable damage data is applicable before Modification 38525K11750. This
allowable damage data is applicable after Modification 38525K11750, except for
circumferential junction at FR24 which is excluded.
NOTE: This allowable damage data is not applicable after Modification 35812K10500 for
area defined between FR21 and FR24, and between STGR5 and STGR11 LH/RH.
NOTE: This allowable damage is valid as shown in Table 102.
AIRCRAFT WEIGHT VARIANT

A320−100 000, 001, 002
A320−200 000, 001, 002, 003, 004, 005, 006, 007, 008, 009,
010, 011, 012, 013, 014, 015, 016, 017, 018
Effectivity per Weight Variant and/or Aircraft Type

Table 102
SRM 53-11-11-101
NOTE: Refer to paragraph 23 ’Weight Variant Information’ in the INTRODUCTION of the

SRM. Tables in the subparagraphs give necessary data about all weight variants
and their required information for allowable damage and repair applicability.
(1) Compare the rework in accordance with Figure 101 .
NOTE: Specific areas of the fuselage skin plates on which these allowable damage
limits are not applicable are shown on Figure 103 .
NOTE: When depth of damage is greater than 50% of the nominal material thickness
for unriveted areas, or greater than 25% of the nominal material thickness for
riveted areas, specific addition al requirements may apply. Refer to Figure 103 .
SRM 53-11-11-101
Figure 101
SRM 53-11-11-101
A) INSTRUCTION FOR USE OF REWORK DIAGRAMS:

1. Measure the overall length of the rework and compare with diagram 101, sheet 1
2. If the rework runs through riveted areas, measure the length whitin the riveted area and
compare with diagram 101, sheet 2.
3. The rework must not exceed the limits of the diagrams, in case of rework out of limits
contact Airbus.
B) REPLACEMENT OF DAMAGED FASTENERS:

Temporary replacement of fasteners as per replacement table (refer to figure 102) is
acceptable according to following rules:
Provided the conditions included in the lightning strike chapter are fulfilled and the rework
does not exceed the limit for permanent allowable rework (E.G. 10% of nominal skin
thickness with length up to 100mm (3.94 in)). Blind fasteners can be installed. The blind
fasteners have to be replaced by original type or overzise/alternative as per chapter 51
within 3000 flights.
C) APPLICABILITY:
The diagrams are valid for isolated cracks and reworks only.
Contact airbus for example:
The min. distance between two defects including any existent reworks is less than the max.
length of one defect or more than one rework with a depth of more than 50% is within two
adjacent stringer bays or one frame bay
Figure 101
SRM 53-11-11-101
Allowable Rework in Unriveted Area of the Skin
Diagram 101 (sheet 1)

SRM 53-11-11-101
Allowable Rework in Riveted Area of the Skin
Diagram 101 (sheet 2)

SRM 53-11-11-101
Specific Areas for Reworks
(Sheet 1) (Sheet 2)
(Sheet 4)
(Sheet 6)
(Sheet 3)
Figure 103
SRM 53-11-11-101
4. B. Allowable Dents on Fuselage Skin Plates − Dents Fulfilling “nearness/form”

Criterion.

INFORMATION.


ONLY APPLICABLE TO THE TYPE OF DAMAGE SPECIFIED. IF YOU
HAVE THIS TYPE OF DAMAGE TOGETHER WITH A DIFFERENT TYPE OF
ANY OF THE DAMAGES ARE WITHIN THE 51−73−11 LIMITS, THEY DO
NOT NEED TO BE TAKEN INTO ACCOUNT IN THE ASSESSMENT.
SRM 53-11-11-101
4. B. Allowable Dents on Fuselage Skin Plates − Dents Fulfilling “nearness/form”

Criterion.
NOTE: This allowable damage data is applicable before and after Modification
38525K11750.
NOTE: Dents are considered as "fulfilling nearness/form criterion" or "out of

nearness/form criterion" in accordance with their geometry and their proximity to
the nearest adjacent internal structure elements.
This must be determined according to the parameters defined in Figure 104.
− Dents "fulfilling nearness/form criterion" are those whose edge is 15 mm (0.59
in.) or more away from the nearest fastener line or any cut−out in the skin (B15
mm (0.59 in.)), and whose maximum depth is less or equal to 10% of the
distance between the deepest point of the dent and the edge of the nearest
internal structure (D10% A).

SRM 53-11-11-101

A320−100 000, 001, 002
A320−200 000, 001, 002, 003, 004, 005, 006, 007, 008, 009,
010, 011, 012, 013, 014, 015, 016, 017, 018

Table 102
NOTE: Refer to paragraph 23 ’Weight Variant Information’ in the INTRODUCTION of the SRM.
Tables in the subparagraphs give necessary data about all weight variants and their
required information for allowable damage and repair applicability.
(1) This allowable damage data is applicable for the nose forward fuselage skin plates between
FR1 and FR24.
(2) Compare the dents in accordance with Diagram 102. For measurement of dents in skin
panel, refer to Figure 104 .
NOTE: For dent around static ports, pitots probes, total air temperature probes, angle of attack
sensors, check that this dent is within aerodynamic requirements (Refer to SRM
Chapter 53−00−11 Page Block 101 Paragraph 4.A thru 4.D).
SRM 53-11-11-101
Fulfilling nearness/form criterion: Are those whose edge is15 mm or more

away from the nearest fastener line or any cut−out in the skin
(B≥15 mm (0.590 in)), and whose maximum depth is less or
equal to 10% of the distance between the deepest point of the
dent and the edge of the nearest internal structure (D≤10% A).
Dents on Fuselage Out of nearness/form criterion: Are those whose edge is less than 15 mm
Skin Plates away from the nearest fastener line or any cut−out in the skin
(B<15 mm (0.590 in) dent might be located at a stiffener
location)), or whose maximum depth is greater than 10% of
the distance between the deepest point of the dent and the
edge of the nearest internal structure (D>10% A).
Allowable dent dress−out limits: The maximum depth of dent is ≤10% of ’A’
and is ≤ 3 mm (0.118in.) and ’B > 15 mm (0.591 in.)’
SRM 53-11-11-101
A D
T
T : Skin thickness in dented area. If dent affects several thicknesses, each of them has to be considered
and the worst limitation has to be applied.
D : Is the maximum depth of the skin dent .
A : Is the distance from the location of the maximum depth of the dent to the edge of adjacent stiffening
member.
B : Is the distance between the edge of the dent and any cutout in the skin or any fasteners row.
CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIRCRAFT
TYPE GIVEN IN TABLE 103.
Figure 104
SRM 53-11-11-101
A
B
D
T
T : Skin thickness in dented area. If dent affects several thicknesses, each of them has to be considered
and the worst limitation has to be applied.
D : Is the maximum depth of the skin dent .
A : Is the distance from the location of the maximum depth of the dent to the edge of adjacent stiffening
member:
 Use a distance of 15mm (0.59in.) back from the fastener row as a reference point 15mm
(0.59in.) is an average edge margin).
 Measure the distance from the center of the dent to the reference point to get the distance "A".
B : Is the distance between the edge of the dent and any cutout in the skin or any fasteners row.
Figure 104
SRM 53-11-11-101
Allowable Dents in Skin
Diagram 102
SRM 53-11-11-101
Diagram 102
SRM 53-11-11-101
4. C. Allowable Dents on Fuselage Skin Plates − Dents Out of “nearness/form”

Criterion.


SRM 53-11-11-101
4. C. Allowable Dents on Fuselage Skin Plates − Dents Out of “nearness/form”

Criterion.
38525K11750.
NOTE: Dents are considered as "fulfilling nearness/form criterion" or "out of

nearness/form criterion" in accordance with their geometry and their proximity to
the nearest adjacent internal structure elements.
This must be determined according to the parameters defined in Figure 105.
− Dents "out of nearness/form criterion" are those whose edge is less than 15 mm
(0.59 in.) away from the nearest fastener line or any cut−out in the skin (B<15
mm (0.59 in.) dent might be located at a stiffener location), or whose maximum
depth is greater than 10% of the distance between the deepest point of the dent
and the edge of the nearest internal structure (D>10% A).

SRM 53-11-11-101

A320−100 000, 001, 002
A320−200 000, 001, 002, 003, 004, 005, 006, 007, 008, 009,
010, 011, 012, 013, 014, 015, 016, 017, 018

Table 104
NOTE: Refer to paragraph 23 ’Weight Variant Information’ in the INTRODUCTION of the SRM.
Tables in the subparagraphs give necessary data about all weight variants and their
required information for allowable damage and repair applicability.
(1) This allowable damage data is applicable for the nose forward fuselage skin plates between
FR1 and FR24.
(2) Compare the dents in accordance with Diagram 103. For measurement of dents in skin
panel, refer to Figure 105.
NOTE: Specific areas of the fuselage skin plates on which these allowable damage limits are
not applicable are shown on Figure 106 .
NOTE: For dent around static ports, pitots probes, total air temperature probes, angle of attack
sensors, check that this dent is within aerodynamic requirements (Refer to SRM
Chapter 53−00−11 Page Block 101 Paragraph 4.A thru 4.D).
Allowable Damage - Dents

SRM 53-11-11-101
Diagram 103
SRM 53-11-11-101
Diagram 103
SRM 53-11-11-101
Diagram 103
SRM 53-11-11-101
Diagram 103
SRM 53-11-11-101
Excluded Areas for Dents
(Sheet 1) (Sheet 2)
(Sheet 4)
(Sheet 3)
Figure 106
SRM 53-11-11-101
Excluded Areas for Dents
(Sheet 5)
(Sheet 6)
(Sheet 7) (Sheet 8)
Figure 106
SRM 53-11-11-101
4. F. Allowable Dents on Fuselage Skin Plates − Dents Fulfilling “nearness/form”

Criterion.

INFORMATION.


SRM 53-11-11-101
4. F. Fuselage Skin − Allowable Dent Dress – Out Limits.
NOTE: The allowable limits for dent dress−out are applicable to skins of
the nose forward fuselage and are effective from FR1 thru FR24.
38525K11750.
NOTE: For general dent dress−out procedure refer to Chapter 51−73−00.

A320−100 000, 001, 002
A320−200 000, 001, 002, 003, 004, 005, 006, 007, 008, 009,
010, 011, 012, 013, 014, 015, 016, 017, 018

Table 107
SRM 53-11-11-101
4. F. Fuselage Skin − Allowable Dent Dress – Out Limits.

and their required information for allow able damage and repair applicability.
(1) Allowable dents on pressurized skin panels can be dressed out providing that:
(a) The skin is made from an aluminum alloy 2000 series.
(b) The skin thickness is 1.6 mm (0.063 in.).
(c) The maximum depth of dent is 10% of ’A’ and is 3 mm (0.118 in.) and ’B > 15 mm
(0.591 in.)’. For definition of ’A’ and ’B’ refer to figure 115.
(d) The dent must be free of sharp edges and/or severe local distortion.
(e) The dent must be free of cracks before and after dress−out. Inspect the inner and
outer surface in accordance with NTM Chapter 51−10−08 Pageblock 601 .
(f) The internal structure and adjacent fasteners are not affected.
(g) Dress−out by heat application changing material characteristics is not authorized.
SRM 53-11-11-101
4. D. Skin Plates − Temporary Allowable Damage Limits for Lightning Strike.
CAUTION: ALLOWABLE DAMAGE FOR LIGHTNING STRIKE FUSELAGE SKIN

PLATES MUST BE ELIMINATED WITHIN 50FC (FH NOT RELEVANT) BY A
LIGHTNING STRIKE TEMPORARY REPAIR, OR A LIGHTNING STRIKE
PERMANENT REPAIR GIVEN IN CHAPTER 53−11−11 PAGEBLOCK 201 .
CAUTION: THE SPECIFIC CONDITIONS GIVEN ON EACH FLOW CHART MUST BE

FOLLOWED.

SRM 53-11-11-101
NOTE: This allowable damage is applicable to the nose forward fuselage skin plates from
FR1 thru FR24.
NOTE: This allowable damage data is applicable before Modification 38525K11750.
This allowable damage data is applicable after Modification 38525K11750, except

for circumferential junction at FR24 which is excluded.

A320−100 000, 001, 002
A320−200 000, 001, 002, 003, 004, 005, 006, 007, 008, 009,
010, 011, 012, 013, 014, 015, 016, 017, 018

Table 105
SRM 53-11-11-101

and their required information for allowable damage and repair applicability.
NOTE: This allowable damage is applicable to the nose forward fuselage skin plates from
FR1 thru FR24.
− Refer to Figure 107, Sheet 1, for burn marks on skin plates caused by lightning strikes
located at a distance 15 mm (0.59 in.) from an existing fastener and for a skin thickness
up to 3.2 mm (0.126 in.).
− Refer to Figure 107, Sheet 2, for burn marks on existing rivet/fastener (skin not affected)
caused by lightning strike.
− Refer to Figure 107, Sheet 3, for burn marks on existing rivet/fastener and adjacent skin
caused by lightning strike.
− Burn marks dimensions correspond to real melted parts of the metal.
on existing rivet and

on skin plates on existing rivet
adjacent skin
SRM 53-11-11-101
Burn Marks on Skin only:
RESTRICTIONS:
CASE 1: MAX 5 BURN MARS WITHIN ONE FR BAY & ONE STR BAY (OR 180mm (7.087in) IN CIRC.
DIRECTION FOR UNISTIFFENED AREAS) (REF. TO FIG. 108).
CASE 2: MAX 1 SINGLE DAMAGE OR DAMAGE GROUP WITHIN ONE FR BAY & ONE STR BAY (OR 180mm
(7.087in) IN CIRC. DIRECTION FOR UNISTIFFENED AREAS) (REF. TO FIG. 109).
Figure 107 (sheet 1)

SRM 53-11-11-101
RESTRICTIONS:
CASE 1: MAX FIVE BURN MARS WITHIN ONE FRAME BAY & ONE STRINGER BAY (OR 180mm
(7.087in) IN CIRCUNFERENTIAL DIRECTION FOR UNISTIFFENED AREAS) (REF. TO FIG. 108).
- The minimum distance between two burn marks equal to 2.5 times the sum of the concerned burn marks
diameters.
- And diameter of the burn marks ≤ 7.2mm (0.283in).
- And burn marks located at a distance ≥ 15mm (0.591in) from any existing fastener row.
- And maximum three burn marks within 60mm (2.362in) in longitudinal direction.

SRM 53-11-11-101
CASE 1: MAX FIVE BURN MARKS WITHIN ONE FR BAY & ONE STR BAY (OR 180mm (7.087in)
IN CIRCUNFERENTIAL DIRECTION FOR UNISTIFFENED AREAS) (REF. TO FIG. 108)
Burn Marks per Frame Bay & Stringer Bay

Figure 108
SRM 53-11-11-101
RESTRICTIONS:
CASE 2: MAX ONE SINGLE DAMAGE OR DAMAGE GROUP WITHIN ONE FRAME BAY & ONE
STRINGER BAY (OR 180mm (7.087in) IN CIRCUNFERENTIAL DIRECTION FOR
UNISTIFFENED AREAS) (REF. TO FIG. 109)
- If one single damage, the diameter of the single damage is between 7.2mm (0.283in) & 25.4mm (1in).
- If damage group, the maximum diameter of the damage group is ≤ 25.4mm (1in).
- The single damage or damage group is located at a distance ≥ 20mm (0.787in) from an existing faster
row.

SRM 53-11-11-101
CASE 2: MAX ONE SINGLE DAMAGE OR DAMAGE GROUP WITHIN ONE FR BAY & ONE STR BAY
(OR 180mm (7.087in) IN CIRCUNFERENTIAL DIRECTION FOR UNISTIFFENED AREAS)
(REF. TO FIG. 109)
Single Damage or Group of Damage

Figure 109
SRM 53-11-11-101
Burn Marks on existing Rivet / Fastener:
RESTRICTIONS:
CASE 1: FOR MAX NUMBER OF BURNED FASTENERS IN ANY ROW OF FASTENER (REF. TO FIG. 110)
CASE 2: IN CIRC. JOINS 1 BURNED FAST. PER STR BAY & PER SKIN PANEL (REF. TO FIG. 111)
CASE 3: IN LONG. JOINS NO ADJACENT BURNED FASTENERS PER RIVET LINE & NO MORE THAN 2
BURNED FASTENERS PER FRAME BAY (REF. TO FIG. 112)

SRM 53-11-11-101
CASE 1: FOR MAXIMUM NUMBER OF BURNED FASTENERS IN ANY ROW OF FASTENER

(REF. TO FIG. 110)
Burned Rivet/Fastener at STR Level &/or at FR Level (Skin not affected)
Figure 110
SRM 53-11-11-101
CASE 2: IN CIRCUNFERENTIAL JOINS ONE BURNED FASTENER PER STINGER BAY & PER SKIN
PANEL (REF. TO FIG. 111)
Burned Rivet/Fastener at Circumferential Joint
Figure 111
SRM 53-11-11-101
CASE 3: IN LONGITUDINAL JOINS NO ADJACENT BURNED FASTENERS PER RIVET LINE & NO
MORE THAN TWO BURNED FASTENERS PER FRAME BAY (REF. TO FIG. 112)
Burned Rivet/Fastener at Longitudinal Lap Joint
Figure 112
SRM 53-11-11-101
Burn Marks on Existing Rivet / Fastener and Adjacent Skin:
NOTE: MAX LENGTH OF THE DAMAGE SEE DETAIL 1: L MAX ≤ 25% OF EXISTING FASTENER/RIVET PITCH

SRM 53-11-11-101

(REF. TO FIG. 110)
Figure 110
SRM 53-11-11-101
CASE 2: IN CIRCUNFERENTIAL JOINS ONE BURNED FASTENER PER STINGER BAY & PER SKIN
PANEL (REF. TO FIG. 111)
Burned Rivet/Fastener at Circumferential Joint
Figure 111
SRM 53-11-11-101
CASE 3: IN LONGITUDINAL JOINS NO ADJACENT BURNED FASTENERS PER RIVET LINE & NO
MORE THAN TWO BURNED FASTENERS PER FRAME BAY (REF. TO FIG. 112)
Burned Rivet/Fastener at Longitudinal Lap Joint
Figure 112
SRM 53-11-11-101
Burn Marks on Existing Rivet / Fastener and Adjacent Skin:
NOTE: MAX LENGTH OF THE DAMAGE SEE DETAIL 1: L MAX ≤ 25% OF EXISTING FASTENER/RIVET PITCH

SRM 53-11-11-101
RESTRICTIONS:
CASE 1: FOR MAX NUMBER OF BURNED FASTENERS IN ANY ROW OF FASTENER (REF. TO FIG. 113)
CASE 2: IN CIRC. JOINS 1 BURNED FAST. PER STR BAY & PER SKIN PANEL (REF. TO FIG. 111)
CASE 3: IN LONG. JOINS NO ADJACENT BURNED FAST. PER RIVET LINE & NO MORE THAN 2
BURNED FAST. PER FR BAY (REF. TO FIG. 112)

SRM 53-11-11-101

(REF. TO FIG. 113)
Figure 113
REQUERIMIENTOS DE SUAVIDAD
AERODINÁMICA
AERODYNAMIC SMOOTHNESS.- For a high aircraft performance it is necesary
that the aircraft has an aerodynamically clean shape and a smooth external
surface. Damage not repaired, dents not filled and repairs which change the
contour or roughens the surface can reduce the performance.
Area ’A’: Surface areas with very good

aerodynamic qualities and requiring close
tolerances.
DEGREE OF Area ’A1’: Surface areas which are parts of

SMOOTHNESS area ’A’. They are subject to further detailed
improvements concerning fastener standards.
Area ’B’: Surface areas with tolerances usually

larger than area ’A’.
J. Alfredo López C. SRM 51-10-00

J.
SRMAlfredo López C.
51-10-00
Aerodynamic Requirements for Allowable Damage and Repairs

AND AIRCRAFT TYPE GIVEN IN THE RELEVANT TABLE.
This Paragraph deals with allowable damage and repair limits around static probe
ports, pitot probes, total air temperature probes and angle of attack probes.
NOTE: These aerodynamic limits are in compliance with the reduced vertical separation
minima (RVSM) requirements.
NOTE: These limits address the aerodynamic aspect only and should be used in
conjunction with the allowable damage and repairs for the affected areas given
in the relevant topic, which address the structural aspect. The lowest value
found, using both the aerodynamic and the structural limits is to be considered
as the maximum allowable.
NOTE: In case a damage affects a port/probe/sensor and another port/probe/ sensor

simultaneously, the lowest determined value of the two allowable limits must be
used as the maximum allowable limit to ensure good aerodynamic performance.
SRM 53-00-11
Daños Permisibles en Zona RVSM
ANGLE OF ATTACK SENSORS

STATIC PORTS
TOTAL AIR TEMPERATURE PITOT PROBES

SENSORS (TAT)
STATIC PORT
STBY
PITOT PROBE
CAPT
TOTAL AIR TEMPERATURE PITOT PROBE

SENSORS (TAT) STBY
STATIC PORT
STBY
PITOT PROBE
F/0
Daños Permisibles en Zona RVSM

CAPT

STBY
STATIC PORTS
F/O CAPT
ANGLE OF ATTACK SENSOR
F/0
STATIC PORT
F/O CAPT
Definition of characteristic parameters
Figure 103
SRM 53-00-11
Definition of characteristic parameters
Chamfer Data
Figure 102
SRM 53-00-11
Definition of characteristic Parameters
Figure 103
Static Probe Ports
Aerodynamic Requirements
NOTE: The characteristic parameters (D and d) given in Figure 103, Sheet 1

must meet the aerodynamic requirements given in Diagrams 101 and
102 within the areas given in Figure 105.
NOTE: Make sure that, the internal surfaces of the probe port holes are clean
and free of burrs and the outer edge of the probe port holes are clean
and free of burrs, raised edges or nicks.
(a) Allowable Damage
The limitation data is given in Diagram 101 and Diagram 102. In addition to
the given limits, the following requirements exist:
1) Applicable to the static probe ports from FR23 to FR24 and to the
standby static probe port from FR3 to FR4 before Modification
28913P6430
SRM 53-00-11
A) The area defined by the radius R1 given in Figure 105:
 Fastener flushness must not exceed ± 0.08 mm (0.003 in).

 Skin waviness must not exceed ± 0.4 mm (0.016 in) at a wavelength of 1
50 mm (5.906 in) centered on the static probe port, on horizontal axis
compared to the fuselage theoretical profile.
 Surface roughness (RA) 0.008 mm (0.00031 in).
SRM 53-00-11
B) The crown area defined by the radius R2−R1 given in Figure 105:
 Fastener flushness must not exceed ± 0.25 mm (0.010 in).

 Skin waviness must not exceed ± 0.8 mm (0.031 in) at a wavelength of
300 mm (11.811 in) centered on the static probe port, on horizontal axis
compared to the fuselage theoretical profile.
 Surface roughness (RA) 0.03 mm (0.0012 in).
R1
R2
SRM 53-00-11
C) The unpainted area surrounding the static port:
The area within a diameter of 30 mm (1.181 in) centered on a static port, for
any scratches contact Airbus.
Unreworked scratches are acceptable above this diameter as follows:
 Scratch with depth D 0.02 mm (0.001 in) whatever its length.
 Scratch with depth D 0.1 mm (0.004 in) and length 50 mm (1.969 in).
NOTE: All burrs must be removed. Apply chemical conversion coating (Material
No. 13−003) for scratches in aluminum alloys (refer to Chapter 51−21−11).
Not more than three unreworked scratches (including existing unreworked

scratches) accepted in this area.
SRM 53-00-11
MAXIMUM
THREE UNREWORKED
SCRATCHES
CONTACT
D=1.181”
AIRBUS
SRM 53-00-11
2) Applicable to the standby static probe port blanking plate from
FR3 to FR4 after Modification 28913P6430
A) The acceptable
mismatch for head of
the 8 pins of the blanking
plate is:
− 0.05 mm (0.002 in)
to
− 0.35 mm (0.014 in).
SRM 53-00-11
B) The mismatch between the blanking plate and the skin panel is +
0.55 mm (0.022 in) with tolerances of ± 0.25 mm (0.01 in) in the line of
flight (IN LOF) and + 0.55 mm (0.022 in) with tolerances of ± 0.35 mm
(0.014 in) across line of flight (A LOF).
0.022” ± 0.014”
0.022” ± 0.010” A LOF
SRM 53-00-11 IN LOF

The area within a diameter of 30 mm (1.181 in) centered on a static port,
for any scratches contact Airbus.
Unreworked scratches are acceptable above this diameter as follows:

− Scratch with depth D 0.02 mm (0.001 in) whatever its length.
− Scratch with depth D 0.1 mm (0.004 in) and length 50 mm (1.969 in).
MAXIMUM
THREE UNREWORKED
SCRATCHES
CONTACT
D=1.181”
AIRBUS
SRM 53-00-11
(B) Repairs
If the damage is more than the requirements and limitations given in

Paragraph (a), repair the damage according to the aerodynamic requirements
given in Diagram 101 and Diagram 102 and the requirements given below:
1 For area R1 given in Figure 105:

− No external doubler is permitted. Only a flush doubler must be installed in
this area.
2 For area ’A’ given in Figure 104:

− Leading edge and trailing edge of an external repair doubler are not permitted.
3 For area ’B’ given in Figure 104:

− The chamfer shown in Figure 102 is mandatory on the external repair doubler.
− Only one external repair and/or damage is permitted in this area.
NOTE: If the damage cannot be repaired within the above requirements,

contact Airbus.
SRM 53-00-11
Static probe ports − Definition of Areas
SRM 53-00-11
AREA B
AREA B
AREA A
Figure 105
ANGLE VALUE = 30° FOR CAPTAIN SIDE AND FIRST OFFICER SIDE STATIC PORTS AT F23-FR24.
ANGLE VALUE = 45° STANDBY STATIC PORTS AT FR3-FR4.
REFER TO DIAGRAM 101.
REFER TO DIAGRAM 102 FOR ALL STATIC PORTS. SRM 53-00-11

LH F/O CAPT STATIC PORT
DIAGRAM 102
DENT UPPER
L=1.250”
W=1.100”
D=0.054” (1.37 mm)
DISTANCE d=305 mm 30°
DIAGRAM 101 30° DIAGRAM 101

FORWARD REAR
DIAGRAM 102
LOWER
LH STBY STATIC PORT
FWD
distance
d=305 mm
ALLOWABLE
DAMAGE Depth
D=1.37 mm
Static probe ports − Limitation Data

Diagram 101
SRM 53-00-11
LH STBY STATIC PORT
DIAGRAM 102
UPPER
45°
DIAGRAM 101 DIAGRAM 101

FORWARD REAR
45°
Distance
d=15.250”
(387.35 mm)
DOUBLER THICKNESS:
D=0.071” (1.8 mm)
DIAGRAM 102
LOWER
LH STBY STATIC PORT
LOWER
Thickness
D=1.8 mm
DOUBLER
distance
d=387.35 mm
Static probe ports − Limitation Data

Diagram 102
Pitot Probes and Total Air Temperature Probes
(1) Definition of Areas

 For definition of areas refer to Figure 107.
(2) Definition of characteristic Parameters for Damages and Repairs

 For definition of characteristic parameters refer to Figure 103.
(3) Aerodynamic Requirements

NOTE: The characteristic parameters (D and d) given in Figure 103, Sheet 1
must meet the aerodynamic requirements given in Diagram 104 within
the areas given in Figure 107.
(a) Requirements for allowable damages and repairs

 The limitation data is given in Diagram 104.
(b) Additional requirements for repairs

1 For area ’C’ given in Figure 107.
− If more than one repair and/or damage in this area, contact AIRBUS.
− The chamfer defined in Figure 102 is mandatory on the repair doubler.
Pitot Probes and Total Air Temperature Probes − Definition of Areas
Figure 107
R11=9.843” R10=3.937”
30°
30°
AREA C
 If more than one repair and/or damage in this area, contact AIRBUS.
Pitot Probes − Definition of Areas
FWD
30°
30° DENT
L=2.900”
W=2.600”
DISTANCE D=0.077” (1.95 mm)
d=12.800” (325.12 mm)
Pitot Probes and Total Air Temperature Probes − Limitation Data
Diagram 104
FWD
distance
d=325.12 mm
ALLOWABLE Depth
DAMAGE D=1.95 mm
SRM 53-00-11
Angle of Attack Probes − Definition of Areas
Figure 106 FR 24
For areas defined by radius R8:

− No repair doubler edge is
permitted in this area.
For areas defined by radius R9:

− If more than one repair and/or
damage in this area, contact
AIRBUS. R8
− The chamfer defined in Figure R9
102 is mandatory on the repair
doubler.
FR 23
DENT
L=1.340”
W=0.980” DISTANCE
D=0.020” (0.508 mm) d= 11.0” (279.4mm)
R9
distance
d=279.4 mm
Depth
ALLOWABLE
D=1.95 mm DAMAGE
Doubler thickness determination examples
Examples of skin thickness

or milled pocket thickness
CUT OUT SIZE RESTRICTIONS ARE DEFINED IN THE RELEVANT SRM SKIN REPAIR
PRINCIPLES.
THE MILLED SKIN POCKET THICKNESS MUST BE MEASURED SEPARATELY FOR EACH
POCKET THAT IS AFFECTED BY THE CUTOUT.
THE SKIN THICKNESS RULES ARE NOT APPLICABLE IN JOINT AREAS AND AT APERTURE
EDGES.
DECISIVE SKIN THICKNESS RULES:

1. IF THERE ARE MAXIMUM TWO FASTENER PITCHES IN THE THICKER PART OF THE SKIN,
THEN THE THICKNESS OF THE THINNER MILLED POCKET / SKIN HAS TO BE USED.
2. IF THE REINFORCEMENTS IN SKIN AREAS WHERE STRINGERS OR FRAMES ARE

ATTACHED ARE AFFECTED BY THE CUTOUT AND THE WIDTH OF THESE
REINFORCEMENTS IS NOT MORE THAN TWO FASTENER PITCHES, THEN THE
THICKNESS OF THE MILLED POCKETS / SKIN HAS TO BE USED.
3. IF THE CUTOUT AFFECTS MORE THAN TWO FASTENER PITCHES IN THICKER SKIN, THEN
THAT SKIN THICKNESS HAS TO BE SELECTED.
Skin Frame
Details ? Details ?
1.6 mm 1.6 mm Stringer.
1.8 mm Details ? 1.8 mm
Details ?
1.8 mm
Details ?
Details ? 1.8 mm
1.6 mm
2.2 mm
POSSIBLE CUTOUTS
POSSIBLE CUTOUT
1.6 mm
Width of STGR reinforcement
1.8 mm
Typical Reinforcement
2.2 mm
below STGR
Areas affected by the cutout: - Reinforcement below stringer

- One milled pocket : 1.6 mm
POCKET THICKNESS (1.6 mm) USED TO DETERMINE DOUBLER THICKNESS

MENU
‐ Detailed explanation
POSSIBLE CUTOUT
1.6 mm
1.8 mm 1.8 mm
1.8 mm
Areas affected by the cutout: - Reinforcement below frame (or stringer): 2.2 mm
- Two milled pocket : 1.6 mm and 1.8 mm
THE THICKEST POCKET THICKNESS (1.8 mm) USED TO DETERMINE DOUBLER THICKNESS
MENU
POSSIBLE CUTOUT
1.8 mm
1.8 mm 1.6 mm
Typical Reinforcement
below Frame
MAXIMUM :
2 fastener pitches
Areas affected by the cutout: - Reinforcement below frame: 2.2 mm

- One milled pocket : 1.8 mm.
MENU
1.8 mm
MAXIMUM : 2 fastener pitches
1.8 mm
2.2 mm
Width of STGR reinforcement
POSSIBLE CUTOUT
Areas affected by the cutout: - Overlap a milled pocket : 1.8 mm
- Overlap a thicker skin area: 2.2 mm.
- Maximum of 2 fastener pitches in the 2.2 mm skin.

MENU
POSSIBLE CUTOUT
1.8 mm
2.2 mm More than 2 fastener pitches
More than 2 fastener pitches
Areas affected by the cutout: - Overlap a milled pocket : 1.8 mm

- Overlap a thicker skin area: 2.2 mm.
- More than 2 fastener pitches in the 2.2 mm skin.
SKIN THICKNESS (2.2 mm) USED TO DETERMINE DOUBLER THICKNESS

MENU
POSSIBLE CUTOUT
1.6 mm
1.8 mm 1.8 mm
1.8 mm
Areas affected by the cutout:- Reinforcement below frame (or stringer): 2.2 mm
- Two milled pocket : both 1.8 mm
MENU
MAKE AN EXTERNAL REPAIR
Z-650
ESPESOR PIEL EXISTENTE ?
0.080” 0.063”
FAMILIA A320
DEFINICION Y CLASIFICACION DE LAS

REPARACIONES
REPAIR CATEGORIES
Design Service Goal (DSG):
Is the period of time (in flight cycles/hours) established at design during which the
principal structure will be reasonably free from significant cracking including widespread
fatigue damage.
Extended Service Goal (ESG):
Is an adjustment to the design service goal established by service experience, analysis

and/or test during which the principal structure will be reasonably free from significant
cracking including widespread fatigue damage
Widespread Fatigue Damage (WFD):
In a structure is characterized by the simultaneous presence of cracks at multiple

structural details that are of sufficient size and density whereby the structure will no
longer meets its damage−tolerance requirement (i.e., to maintain its required residual
strength after partial structural failure).
SRM 51-11-14
FAMILIA A320
REPARACIÓN EXTERNA ENTRE LARGUEROS

Reaparición externa entre largueros.
CAUTIONS: OBEY THE REPAIR EFFECTIVITY PER WEIGHT VARIANT GIVEN IN TABLE 210.
-THIS REPAIR MUST BE INSPECTED AT DEFINED INTERVALS.
THE INSPECTION INSTRUCTION REFERENCE IS 53-11-11-2-003-00 AND IS DESCRIBED IN THE
STRUCTURAL REPAIR INSPECTIONS (SRI) SECTION OF THE SRM. INFORM YOUR PLANNING
DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY INFORMATION.
-THERE MUST BE A MINIMUM DISTANCE OF FOUR FASTENER SPACING BETWEEN THE OUTER
ROWS OF ADJACENT REPAIRS.
-THERE MUST BE A MINIMUM DISTANCE OF THREE FASTENER SPACING BETWEEN THE
OUTER ROW OF THE DOUBLER TO THE FIRST FASTENER ROW OF A LONGITUDINAL OR
CIRCUNFERENTIAL JOINT. IN CASE THIS DISTANCE CANNOT BE MAINTAINED. REFERTO
THE INSTRUCTIONS FOR THE RELEVANT SRM JOINT REPAIR SCHEME.
NOTES: -THIS REPAIR IS APPLICABLE FOR DAMAGE TO THE SKIN WHERE THE SKIN THICKNESS IS
BETWEEN 1.2 mm (0.047 in) AND 2.2 mm (0.087 in).
-FILL EXISTING COUNTERSINKS IN FUSELAGE SKIN WITH COUNTERSUNK REPAIR WASHERS,

(REFER TO CHAPTER 51-71-15).
SRM 53-11-11

NOTE: -IF THE DOUBLER THICKNESS AT RUNOUT (LONGITUDINAL AND/OR

CIRCUNFERENTIAL DIRECTION) IS MORE THAN 0.4 mm (0.016 in)
GREATER THAN EXISTING SKIN, THE DOUBLER HAS TO BE
PROVIDED WITH A STEP OF 1.3 mm (0.051 in) FOR DIMENSION REFER
TO EXAMPLE.
SRM 53-11-11
REFERENCE FOR THE SKIN THICKNESS IS THE MAXIMUM THICKNESS OF THE CHEMICALLY
MILLED POCKETS AROUND THE DAMAGE (REFER TO CHAPTER 51-70-20 FIGURE 1).
THE mm (in) CONVERSION FOR THE DOUBLER THICKNESS CORRESPONDS TO THE US

STANDARD ALUMINUM SHEET METAL GAGE AND IS NOT NECESSARILY THE EXACT
CONVERSION.
SRM 53-11-11
SRM 53-11-11
PASO ORIGINAL SOBRE LARGUERO: 0.800” A 0.900”
0.047”
5.100”
PASO CIRCUNFERENCIAL:
5.100”/ 6 = 0.850”
0.071”
0.047”
5.700”
PASO LONGITUDINAL: 5.700”/ 7 = 0.814”

Curso Inicial A320

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Curso Inicial A320

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Mexicana MRO Services

Instructor: José Manuel Aguilar Hernández

IDENTIFICACIÓN Y CLASIFICACIÓN DE LA ESTRUCTURA

DAÑOS PERMISIBLES EN LA PIEL DEL FUSELAJE

• Requerimientos de suavidad aerodinámica

REPARACIONES A LA PIEL DEL FUSELAJE

AL FINALIZAR EL CURSO, EL PARTICIPANTE SERÁ

The structure repair manual (SRM) is a non-customized document. It has been

The SRM includes descriptive information as well as specific instructions and

STRUCTURAL REPAIR INSPECTIONS (SRI) CHAPTER.

Due to the amount of common inspection methods, these requirements have

NUMBERING SYSTEM AND PAGE BLOCK ALLOCATION.

Each subject, within the SRM, is identified using a three-element numbering

A standard page block allocation is used for all SRM chapters.

CHAPTER 51 (STANDARD PRACTICES AND STRUCTURES).

Information about general purposes or applicable to more than one chapter, is

CHAPTER 52 TO 57 CONTENTS LAYOUT.

Chapters 52 to 57 are specifically attributed as per ATA 2200 specification

CHAPTER 52 TO 57 CONTENTS (continued)

MODIFICATION: SERVICE BULLETIN LIST.

CHAPTER 52 TO 57 CONTENTS (continued)

For composite structures, the illustration gives the identification of individual

CHAPTER 52 TO 57 CONTENTS (continued)

IDENTIFICATION TABLE DETAILED.

To find the relevant effectivity linked to a modification shown in the STATUS

NOTE: The status before or after modification/SB and the relevant

According to the modification / SB list, mod 261001P4573 (with no suffix

CHAPTER 52 TO 57 CONTENTS (continued)

ALLOWABLE DAMAGE PAGE BLOCK

The information to be found within allowable damage page block enables

Allowable damage may require minimal rework such as cleanup or drilling of

Most of allowable damage paragraphs are associated to an effectivity per

CHAPTER 52 TO 57 CONTENTS (continued)

REPAIRS PAGE BLOCK.

When repairs are in repair category B, subsequent inspections are

SRM GENERAL USAGE PROCEDURE.

SRM general usage procedure.

Componentes made from Glassfiber Reinforced Plastic (GFRP), Carbonfiber Reinforced

GPRP, CFRP or AFRP form the skins of

COMPOSITE Are made of composite skins with internal

These components are of mixed construction,

ITEM COMPONENTS MATERIAL REFERENCE

<1> For information refer to Component Maintenance Manual (CMM).

METALLIC PRINCIPAL STRUCTURAL ELEMENTS (PSE)

NON-METALLIC PRINCIPAL STRUCTURAL ELEMENTS (PSE)

& FATIGUE CRITICAL STRUCTURE (FCS)

3. Primary / Secondary Structural Items.

B. The following secondary structural items are not illustrated in Figure 2:

The Fatigue Critical Structures include the following:

− Metallic structures classified as PSE

FIGURE TITLE FIGURE NUMBER

FCS / PSE Location - FWD Passenger / Crew Door

The types of damage on metallic and composite structures are described

- Chemical or electrochemical reaction.

- Thermal action or cycling.

- Inherent metallurgical characteristics.

A scratch is a line of damage of any depth and length in the material,

Corrosion is the destruction of metal by chemical or electrochemical effect.

Refer to SRM 51-22-00 for general information concerning corrosion.