A320321 Ata51-57 B1 Vaeco PDF
A320321 Ata51-57 B1 Vaeco PDF
A320321 Ata51-57 B1 Vaeco PDF
STRUCTURE
U3U06191 - U15T1M0
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51 - STRUCTURE
TABLE
OF
CONTENTS
ATA51
LVL3
May 11,
20061
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COMPOSITE MATERIALS
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STRUCTURE
GENERAL (3)
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May 10,
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STRUCTURE
GENERAL (3)
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SURFACE PRETREATMENT
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STRUCTURE
GENERAL (3)
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STRUCTURE
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Before the final paint system, all aluminum parts are primed. The
paint system used includes polyurethane primers and paint on the
external surfaces, and epoxy primers and polyurethane paint on the
internal surfaces. Anti-slip paint is the overwing escape zones.
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STRUCTURE
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JACKING POINTS
Three jacking points are provided, one below each wing outboard of the
pylon and one in front of the NLG bay.
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STRUCTURE
GENERAL (3)
ATA51 LVL3
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STRUCTURE
GENERAL (3)
ATA51 LVL3
May 10,
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STRUCTURE
GENERAL (3)
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STRUCTURE
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STRUCTURE
GENERAL (3)
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May 10,
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STRUCTURE
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STRUCTURE
GENERAL (3)
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The A318 forward and aft cargo doors are smaller. The new cargo
door width is reduced from 1.82 m (71.5 in) to 1.28 m (50.5 in). The
under-floor cargo offers a usable volume of 21.21 m3. There is no
containerized cargo system option.
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51 - STRUCTURE
DOORS
D/O
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(3)
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GENERAL
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DOORS
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The aircraft has four type C passenger doors, located on each side of
the fuselage at frame (Fr) 16/20 and 66/68.
Normal operation of the door is possible from the inside and the
outside of the aircraft. Arming of the emergency operation is only
possible from inside.
The doors are of fail-safe, plug-type construction. The structure is of
conventional design, composed of an outer skin, frame segments and
beams. Edgemembers built a surrouding frame on which hinge fittings
and locking mechanisms are installed. The loads resulting from cabin
pressure are transferred by stop fittings located on each side of the
door and the frame.
All the doors include an evacuation system. The escape slides or slide
/ rafts are stowed at the lower part of the passenger/crew door.
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DOORS
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DOORS
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On A318 and A319 aircraft are two Type III overwing emergency
exits installed, one on each side of the fuselage.
The A320 aircraft has four Type III overwing emergency exit doors,
two on each side of the fuselage.
In an emergency, these exits can be opened manually.
These emergency exits are of conventional plug type construction and
contain a standard size passenger cabin window.
The A321 aircraft has four Type "C" emergency exits, one on each
side of the fuselage sections 14A and 16A, between Fr 35.1 and 35.3A
and between Fr 47.2A and 47.4. The structural design and operation
of these plug-type exits is similar to the passenger doors.
In an emergency, these exits can be opened manually; they are operated
like the passenger doors.
These emergency exits are of conventional plug-type construction.
A slide (or slide/raft) is installed in a compartment below each door.
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DOORS
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Two doors in the lower RH side of the fuselage provide access to the
main cargo compartments.
These doors are designed to carry loads from differential pressure and
circumferential loads of the frames from the fuselage. With this
consideration, they are of conventional design and have:
- an outer and inner skins,
- an internal structure of drop-forged machined circumferential frames.
The upper ends of these frames are connected to the hinges for the
door, and the lower ends are attachment for the locking hooks. The
A318 cargo doors cutout is reduced by 534 mm (one frame pitch).
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DOORS
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DOORS
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CARGO COMPARTMENT DOORS - BULK CARGO DOOR (A320 & A321 ONLY)
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DOORS
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The access doors are installed in the aircraft for inspection of the structure
and to give access to maintenance. Service doors are installed in the
fuselage to give access to the servicing of systems.
All access and service doors are opened and closed manually.
Access and service doors are illustrated as follows:
- Avionics compartment door: there are four avionic compartment doors
like the one illustrated. This avionics compartment access door is installed
in the lower shell of the fuselage between Fr 3 and Fr 5 in a pressurized
area. The door can be opened from the inside or the outside.
- APU doors: The APU access doors are installed in the fuselage tail cone
in Zone 310. These doors are located in the lower part of the fuselage
between Fr 80A and Fr 84A. The doors give you access to the APU for
maintenance.
There are also access and service doors - not-illustrated: These doors are
located in the fuselage and belly fairing for water, waste, external power
and maintenance.
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DOORS
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Landing gear doors give protection to the landing gear when the
aircraft is in flight.
The nose and auxiliary landing gear doors have five parts:
- two forward doors, hydraulically actuated, which can be closed with
the gear in the extended or retracted position. These doors are made
from CFRP (Carbon Fiber Reinforced Plastic) sandwich materials
with a honeycomb core. They are hinged to the landing gear bay
longitudinal edges.
- two aft doors, linked to the gear by a rotating rod, which are made
from CFRP sandwich materials with an honeycomb core. The purpose
of these doors hinged to the landing gear bay rear lateral edge, is to
allow the forward doors to be retracted when the gear is extended.
- one small door (fixed door) attached to the landing gear leg is made
from aluminum alloy.
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DOORS
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The main landing gear doors are made from CFRP sandwich materials
with a honeycomb core, and have three parts:
- a main door, hydraulically actuated, which is hinged to the fuselage
keel beam parallel to the aircraft center line and can be closed with
the gear in the extended or retracted position,
- a fairing attached to the gear leg (fixed fairing door),
- a small door hinged to the wing structure in the neighborhood of the
upper end of the main leg (hinged fairing door).
All doors are part of the fuselage belly fairing and wing lower surface
in closed position.
Compared with the A320, the A321 forward fuselage is eight frame
bays longer (additional section 14A, extending between frames (Fr)
35 and 35.8).
The A321 rear fuselage is five frame bays longer (additional section
16A, extending between Fr 47 and Fr 47.5.
Compared with the A320, the A319 forward fuselage (section 13/14)
and the rear fuselage (section 16/17) are respectively three frame bays
and four frame bays shorter.
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts.
The nose landing gear bay is shaped by three machined panels
reinforced by horizontal and vertical extruded sections attached to the
corresponding frames. The lower parts of Fr 9 and Fr 20 are the
forward and rear limits of the gear bay.
The lower fuselage comprises three skin panels. The central panel has
an opening for access between Fr 3 and 5 and the opening for the nose
landing gear bay between Fr 9 and 20.
The right hand side panel has two openings for access, between Fr 12
and 14 and Fr 21 and 23.
The tail cone unit is located aft of Fr 77 and houses the APU. This
section is connected to section 19 by means of four lugs and one
spigot.
The fuselage is divided into five main parts: the nose forward fuselage
(section 11/12), the forward fuselage (section 13/14), the center
fuselage (section 15), the rear fuselage (sections 16/17 and 18) and
the cone/rear fuselage (section 19/19.1).
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts. The nose landing gear bay is made of
machined flat panels stabilized laterally and longitudinally by struts.
The struts are attached respectively to frames and flight deck
crossbeams.
This region of the fuselage lies between Fr 24 and 35. It contains the
front part of the passenger cabin and, beneath the cabin floor, the
forward cargo compartment. The forward cargo door is located
between Fr 24A and 28 on the RH side of the fuselage
The vertical stabilizer spar box attachment fittings are three pairs of
fail safe yokes, made from forging aluminum alloy. They transmit the
fin loads into the fuselage and are located at Fr 70, 72 and 74. At those
locations, the upper frame segments are made of integrally machined
plates.
The tail cone unit is located aft of Fr 77 and houses the Auxiliary
Power Unit (APU). This section is connected to section 19 by means
of four lugs and one spigot.
The function of the engine pylons installed under each wing is:
- to support the engine,
- to transmit the engine thrust to the aircraft,
- to enable the routing and attachment of all the systems connected with
the engine (electrical wiring, hydraulic, bleed air and fuel lines).
The nacelle gives the engine an aerodynamic shape and supports the
thrust reverser system.
Information concerning structure of the nacelle can be found within the
nacelle manufacturer documentation.
GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The pylon box is the primary structure. It supports the engine by two
points and is attached to the wing at three points.
The pylon box is composed of ribs, two upper spars and one lower
spar, and panels mainly made from steel and titanium alloys.
The forward pylon to wing attach fitting has a double lugged fork
attachments connected to the wing fitting by means of four shackles.
This fitting located at Rib 4 is made of titanium alloy and carries
vertical loads.
The aft pylon to wing attach fitting has a single fail safe lug connected
to the wing fitting by means of two shackles. This fitting located at
Rib 10 is made of titanium alloy and carries vertical and side loads.
Immediately behind the forward attach fitting a spherical bearing
transmits the thrust to a spigot bolted to the bottom wing skin panel.
The forward fairing can be divided into two sections; the cantilever
structure between Rib 01 and Rib 05, and the structure between Rib
05 and Rib 9.
The cantilever structure gives an aerodynamic contour between the
engine nose cowl and the pylon box structure. It routes all systems
and the bleed air from the engine to the fuselage.
The structure between Rib 05 and Rib 9 gives an aerodynamic contour
between the cantilever structure and the wing leading edge, and enables
the routing of various system lines and electrical wiring.
It includes in particular two pressure relief doors (made from titanium),
which are designed to open in case of hot bleed air duct bursting.
The structure is mainly made of stainless steel alloy.
A fairing located under the pylon box (lower fairing) makes sure there
is a continuity of the aerodynamic profile between the pylon box and
the engine nozzle.
Its function is:
- to supply thermal protection to the pylon from the engine exhaust
gases,
- to smooth out protrusions with minimal aerodynamic drag changes.
The lower fairing is made of stainless steel alloy sheet except for the
bottom removable sole which is made of inconel 625 alloy.
The nacelle cowling includes the inlet cowl, the fan cowl, the thrust
reverser and the exhaust nozzle.
There are two types of engine: CFM and IAE.
The IAE nacelle is installed with a Common Nozzle Assembly (CNA).
The nacelles are under the responsibility of engine manufacturers.
NACELLES - GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The complete spar box assembly has the LH and RH boxes and the
center joint.
Each spar box includes top and bottom skin panels, a front spar, a rear
spar and thirteen ribs (from Rib 2 thru Rib 14).
The LH and RH spar boxes are laminated in Carbon Fiber Reinforced
Plastic (CFRP).
The center joint is made from titanium and connects the LH and RH
spar boxes to make one single unit.
Each rear spar bears six elevator hinge arms and two fittings for the
attachment of the elevator servocontrol actuators.
The leading edge has an aerodynamic shape at the front of the THS.
On each side of the THS centerline, the THS leading edge includes:
- three leading edge primary ribs,
- one inboard leading edge section,
- one outboard leading edge section and,
- one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edge sections has
a stainless steel protection, bonded to the leading edge.
The leading edge intersection is fitted to Rib 1 and to the spar box. A
rubber strip is fitted to the intersection. It seals the gap between the
fuselage skin and the leading edge intersection.
The tips of the THS are the LH and RH outer fairings. The tips are
made of aluminum alloy and include rib and skin panels. The tips are
attached to the leading edge rib 25 and to the upper and lower shells
of the spar box.
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.
The THS main structure has the LH and RH side spar boxes, the
leading edge, the trailing edge, the THS tip and the attachment fittings.
The spar boxes are the primary structure of the horizontal stabilizer
and support all the other components.
The complete spar box assembly has the LH and RH spar boxes joined
together with a center joint to make one single unit. Each spar box
includes top and bottom skin panels, a front spar, a rear spar and
thirteen ribs (from Rib 2 to Rib 14), all parts being laminated in Carbon
Fiber Reinforced Plastic (CFRP).
The center joint includes a web (Rib 1) made of CFRP and upper and
lower fittings made of titanium.
The front spar joint at Rib 1 made of CFRP supports the trim actuator
hinge arms.
The THS is attached to the cone/rear fuselage at Rib 3.
On each spar box side, the attachment fittings include a THS rear
support fitting of fail safe design with a lower and upper support
fittings, and a side load fitting. All fittings are made of CFRP except
the side load fitting made of aluminum alloy.
At the front of the THS, the leading edge gives an aerodynamic shape.
On each side of the THS centerline, the THS leading edge includes:
three leading edge primary ribs, one inboard leading edge section,
one outboard leading edge section and one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edge sections has
a stainless steel protection; it is bonded to the leading edge.
The leading edge intersection is attached to Rib 1 and to the spar box.
A rubber strip is installed at the intersection, it seals the gap between
the fuselage skin and the intersection.
The tips of the THS are the LH and RH outer fairings. The tips are
attached to the leading edge Rib 25 and to the top and bottom skin
panels of the spar box. The tips are made from aluminum alloy.
The trailing edge has an aerodynamic surface between the THS spar
box and the elevator.
On each side of the THS centerline, the trailing edge panels are
supported by six intermediate ribs, and by seven hinge arm supports.
The panels are laminated in CFRP bonded to a honeycomb core.
On each side there are four panel assemblies on the top surface and
four access panels on the bottom surface. A rubber seal is installed
between the panel assemblies and the access panels along the trailing
edges to prevent dirtiness.
The structure of each elevator has a front spar, a top and a bottom
skin panel and four ribs.
All components are laminated in CFRP.
Six hinge fittings attach each elevator to the spar box of the THS and
two fittings attach the servo control units. You can remove the leading
edge access panels, the tips and the inboard end caps. Each elevator
has three hoisting points and four static dischargers.
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.
The vertical stabilizer leading edge has four removable sections. They
are attached to the forward edge of the spar box side panels and to the
leading edge ribs. The lower section gives access to the High
Frequency (HF) antenna.
The four sections give an aerodynamic shape to the front of the vertical
stabilizer.
The four sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A protective foil is bonded to
the inner surfaces of the sections and protects them against hail and
bird impact damage.
GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The windows are installed in frames and make a smooth surface with
the fuselage skin.
The cabin windows are installed and removed from the inside of the
aircraft.
The windows have a circular seal, inner and outer panes made of
stretched acrylic resin held together by a retainer ring, and eye bolts.
A vent hole in the inner pane lets the cabin pressure maintained in the
window.
The aircraft wing is in the continuity of the structure going through the
fuselage which is divided into three parts:
- the center wing box,
- the left outer wing and,
- the right outer wing.
GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The center wing is installed in the center fuselage between the main
frames (Fr) 36 and 42 to make an integral fuel tank.
The center wing box structure has:
- the front and the rear spars respectively located at Fr 36 and 42,
- top and bottom skin panels,
- the two main frames 36 and 42,
- internal spanwise lattice ribs,
- the left rib 1 and the right rib 1.
The junction between the center wing box and the outer wings is done
at the left hand and right hand sides rib 1.
The access for maintenance to the center wing box is done through
two triangular openings in the rear spar.
The outer wing box tapers from Rib 1 (the wing root) to Rib 27 hold:
- the wing spars (front and rear),
- the ribs,
- the top and bottom skin panels,
- the top and bottom stringers,
- the wing-root joint.
The top and the bottom surfaces of the outer wing box are made of
skin panels machined from aluminum alloy.
There are three panels on each surface. The skin panels are stiffened
by stringers machined in aluminum alloy extrusions.
The joints between panels are aluminum alloy butt straps.
Ribs:
There are 27 ribs, machined in aluminum alloy, installed in the outer
wing box of each outer wing. Each rib is continuous between the front
and rear spars. The junction between the center wing box and the outer
wing joint is at Rib 1. Rib 1 is the boundary of the lateral section of
the center wing box. Ribs 22 and 27 make the other lateral boundaries
of the fuel and vent tanks.
Spars:
The wing spars are machined in aluminum alloy. They give strength
to the wing box and they extend from Rib 1 to Rib 27.
There are twenty-one access covers installed in the bottom skin panels
of the outer wing box. All panels close the openings that give access
to the outer wing box.
There are:
- seven non load-carrying access panels between Rib 1 and Rib 13,
clamped on the wing skin,
- fourteen load-carrying access panels between Rib 14 and Rib 27,
bolted through the skin panel.
The fixed Leading Edge (LE) assembly is located forward of the front
spar of the wing-box.
Two pylon ribs are installed on each side of the engine pylon. These
ribs hold the pylon shroud panels.
The wing leading edge is fitted of five slats, which make the movable
part of the wing leading edge.
When the slats are in retracted position, seals prevent airflow between
the slat and the wing.
Slats 3 to 5 are de-iced; the hot air comes from the bleed air system
and is supplied to these slats through a telescopic duct (not shown)
and piccolo tubes installed in the leading edges of the slats.
The fixed trailing edge is located aft of the wing rear spar.
Its structure has:
- an overwing panel and an under wing panel,
- a shroud box and a fixed shroud,
- a false rear spar,
- a main landing gear attachment,
- structures support for the trailing edge control surfaces,
- access panels.
This page deals with the fixed trailing edge inner structure.
Two flaps are installed on the TE of the outer wing. The inboard flap
is installed between Rib 1 and Rib 9 and the outboard flap is installed
between Ribs 9 and 20.
The flaps are connected to each other through an interconnection strut.
In case of a drive station failure, this device carries the loads, which
result in such failure.
The outboard flap is supported and driven by two wing tracks and
carriages (tracks 3 and 4).
The outboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels with integrated stringers and spars made of CFRP,
- track ribs and end ribs made of aluminum alloy,
- other ribs made of CFRP.
- a trailing edge of aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto
the outer surface of the top skin.
The A321 flaps are fowler flaps with a tab on the trailing edge.
The inboard flap has:
- a leading edge and a flap box made of aluminum alloy,
- a trailing edge made in an aluminum alloy sandwich construction.
The outboard flap has:
- a leading edge with CFRP skin,
- a flap box with:
- skin panels and integrated stringers made of CFRP,
- spars made of CFRP,
- track end ribs made of aluminum alloy,
- other ribs made of CFRP.
The tab is made of honeycomb core with a skin made of aluminum
sheet metal.
The tab is operated by a linkage system.
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the false rear spar, inboard of the kink
position.
Spoilers 2 thru 5 are connected to the middle and outer sections of
the rear spar, outboard of the kink position.
A rubbing strip is attached to the trailing edge of spoilers (1 & 2 only).
It prevents damage to spoilers when flaps are retracted.
GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
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.
GENERAL
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
DAMAGE IDENTIFICATION
The types of damage (illustrated) on cockpit windows are:
- Crack: line type defect through the depth of the ply,
- delamination: local separation of glass and interlayer,
- interlayer microflakes: due to moisture ingress in interlayer,
- burning (on windshields only): discoloration of the slip pan due to
hot corner effect,
- bubbles: appear between the inner face of the outer ply and the
interlayer,
- burn spot: due to degradation of the heating film element,
- discoloration: due to penetration of dust or sealant.
The types of damage not illustrated are:
- scratch: line type defect in the external surface of the window causing
a cross sectional change,
- chips: flakes of glass broken from the surface and the edges of the
window,
- transparency: halos on the surface of the window can make them
less transparent,
- rain repellent fluid residue on windshields only,
- damage on the soft liner on windshields (if supplied by SPS company
only).
TYPES OF DAMAGE ON CABIN AND PASSENGER/CREW DOOR WINDOWS - RELEVANT ATA CHAPTERS
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
GENERAL
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The SRM is divided into seven main chapters (From ATA 51 to ATA
57) and the SRI (Structure Repair Inspection).
The manual also contains an introduction chapter (Chapter 00), and some
additional information pages (HIGHLIGHTS, RECORD OF
REVISIONS...) located just at the beginning of the manual.
MANUAL BREAKDOWN
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INTRODUCTION - GENERAL
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It also contains the airplane allocation list, giving for each MSN
(Manufacturer Serial Number), the airplane type, the aircraft rank
within the customer version, the customer, the customer abbreviation
code and the registration number.
The explanation of the IIR is given at the beginning of the SRI chapter.
SRI (STRUCTURAL REPAIR INSPECTIONS) - SRI CONTENTS (CONT'D)-INSPECTION AREAS ILLUSTRATIONS (IF ANY - E.G. 53-00-11)
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51 - STRUCTURE
If the damage is above the limits, you must check whether a repair is
available and/or applicable within the repair page block (pages
201-999).
NOTE: Note: the entry point within the SRM is always the specific
chapter 52 to 57, depending on the damage location.
The user can refer to this list to get more information regarding a
specific service bulletin in terms of:
- revision status of the SB,
- date of introduction within the SRM,
- description.
Located at:
- door level for chapter 52,
- fuselage section level for chapter 53,
- chapter level for chapter 54,
- main assembly level for chapter 55,
- wing section level for chapter 57, this list is provided to enable the
user to determine the effectivity of the modification/SB.
The item number is the link with the associated illustrations. This
column also indicates the different evolutions of the same item (with
a suffix letter: 1A, 1B,..) compared to the basic version (without
suffix). Each evolution is linked to a production modification given
in the column ''status (MOD/PROP)''.
IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (ITEM COLUMN)
MAINTENANCE COURSE - T1 (V2500-A5/ME)
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (SPECIFICATION/SECTION CODE COLUMN)
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This example shows the way to proceed to find out the material
information within the chapter 51-31-00 for metallic structure, starting
with the material specification. A first list provides the table to be
used (e.g. table 4 for 3.1364T42).
IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (THICKNESS/PART NUMBER COLUMN)
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (IC COLUMN)
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (ACTION OR REPAIR COLUMN)
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Linked with the Item column, the STATUS MOD/PRP, SB/RC column
gives the modification or service bulletin driving the different
evolutions of a structural component (listed in column Item). A prefix
letter is used to identify the status BEFORE ("B" letter) or AFTER
("A" letter) SB or Modification. The suffix letter (A, B, C, D...)
indicated at the end of the MOD/PROP (and column "S" of the
MOD/SB list) shows the different effectivity within the same
MOD/PROP number.
IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN)
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN
(CONT'D))
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IDENTIFICATION PAGE BLOCK (PAGES 01 TO 99) - IDENTIFICATION TABLE DETAILED (STATUS MOD/PROP SB/RC COLUMN
(CONT'D))
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CONFIGURATIONS - GENERAL
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CONFIGURATIONS - EXAMPLE
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After a careful reading of the first information page(s), the first step
in the allowable damage determination, consists in the use of the
damage criteria table.
The damage criteria table enables the operator to determine the relevant
paragraph (e.g. 4A) that should be used, depending on the type of
damage (e.g.: allowable rework), and the affected structure (e.g. skin
plates).
The weight variant identification list gives, for a given aircraft type,
the different possible "as delivered" weight variants. The next step
will be to determine which one of these possible weight variants is
applicable to the concerned MSN.
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - WEIGHT VARIANT DETERMINATION (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - WEIGHT VARIANT DETERMINATION (CONT'D)
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The "as delivered" weight variant may change after delivery, following
the embodiment of a service bulletin. It is the operator's responsibility
to check the embodiment of referenced SB, in order to determine the
relevant weight variant for the affected MSN. The information is given
into Table 2 "Service Bulletin/Weight Variant List".
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - WEIGHT VARIANT DETERMINATION (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - WEIGHT VARIANT DETERMINATION (CONT'D)
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For aircraft which have been subject to weight variant change through
a SB embodiment: the weight variant information to be used to identify
the effectivity of the given allowable damage (or repair information),
is the heaviest weight variant that the subject aircraft has been operated
with, since its delivery.
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - WEIGHT VARIANT DETERMINATION (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DETERMINATION (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE
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Provided that no cracks have been detected, this first area of the
allowable damage rework diagram defines typical allowable damage
without any time limits. The surface protection needs to be restored.
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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Stop drill and apply high-speed tape for one flight pressurized or
unpressurized only, or do a temporary repair as per 53-00-11 figure
210.
Temporary repair has to be replaced by a final repair within 2500
flights.
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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For damage located in this area, the damage shall be stop drilled before
a ferry flight without cabin pressure. Install high-speed tape before
the ferry flight. A repair has to be performed.
ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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ALLOWABLE DAMAGE PAGE BLOCK (PB 101) - ALLOWABLE DAMAGE DIAGRAM EXAMPLE (CONT'D)
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All the materials (repair materials and consumable materials) are listed
within the concerned repair instructions. Consumable materials are
call-up using their Consumable Material List (CML) code (e.g.
09-013). For more information on these materials, the user can refer
to the SRM chapter 51-35-00 consumable materials and/or the CML
document.
The repair instruction lists all the steps of the repair, with references
to the standard processes and practices covered within the chapter 51
when required.
GENERAL
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Refer to the relevant AMM chapter for each type of cockpit windows.
Refer to AMM 56-11-11 pages block 6xx to get the corrective actions
for the following types of defect on windshields:
- cracks,
- scratches,
- chips,
- delaminating,
- discoloration,
- interlayer micro flakes,
- bubbles,
- burn spot,
- transparency,
- rain repellent fluid residue,
- damage on the soft liner (if supplied by SPS company only).
Refer to AMM 56-12-11 pages block 6xx to get the corrective actions
for the following types of defect on sliding windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- interlayer micro flakes,
- transparency,
- crazing,
- burn spots.
Refer to AMM 56-11-12 pages block 6xx to get the corrective actions
for the following types of defect on aft fixed windows:
- cracks,
- scratches,
- chips,
- delaminating,
- bubbles,
- discoloration or burning,
- transparency,
- interlayer micro flakes,
- burn spots.
Refer to the relevant AMM for the cabin and passenger/crew door
windows.
Refer to AMM 56-21-13 page block 6xx to get the allowable damages
for the following types of defect on cabin windows:
- delaminating,
- scratches,
- pitting,
- crazing,
- crazing with bulging,
- bulging,
- orange peel effect,
- chipping,
- cracks,
- vent hole damage.
INVESTIGATION OF DAMAGE ON CABIN WINDOWS AND PASSENGER/CREW DOOR WINDOWS - INVESTIGATION OF DAMAGE
ON CABIN WINDOWS
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Refer to AMM 56-31-00 page block 6xx to get the allowable damage
for the following types of defect on passenger/crew door windows:
- scratches,
- crazing,
- bulging,
- crazing with bulging,
- delaminating.
INVESTIGATION OF DAMAGE ON CABIN WINDOWS AND PASSENGER/CREW DOOR WINDOWS - INVESTIGATION OF DAMAGE
ON PASSENGER/CREW DOOR WINDOWS
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INTRODUCTION
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The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within the chapter 53 of the SRM. Information
concerning the damage classification and reporting are to be found within
the SRM chapter 51-11-00. The concerned damage is a dent with no
visible crack. At this stage, take visual reference to facilitate damage
location. Such as, a forward or aft passenger door, or a cargo door, above
or below cabin floor level at stringer (Stgr) 23, close to a longitudinal or
circumferential joint, etc...). If the dent is close to a rivet row, an internal
visual inspection is required to determine whether the internal structure
(frame, stringer, etc...) is also damaged or not.
MAPPING
MAINTENANCE COURSE - T1 (V2500-A5/ME)
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Using the data collected from the A/C, the mapping should be
completed by determining the exact location (in terms of frame
numbers and stringer numbers). For this purpose, refer to the beginning
of the chapter 53 (fuselage).
MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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DETAILED IDENTIFICATION
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Following SRM 53-21-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 1. The illustration associated
nomenclature informs us that the full identification of the skin panels
(skin plates) are covered by SRM 53-21-11.
All the skin panels (plates) of the forward fuselage are listed within
the nomenclature located at the front page of SRM 53-21-11. Using
the information collected before (affected panel: lower side panel left, between Fr 24 & 35 and Stgr 18 & 32), the nomenclature provides
the figure number we have to refer to: "Skin plates - LWR parts LH
Fr 24 to Fr 35: REFER TO Figure 1".
The figure 1 identifies two different panels (view A and C). The view
A concerns the skin panel located from Stgr 18LH to 32LH. The view
C concerns the skin panel located from Stgr 32LH to 41LH. According
to the damage mapping, the view A is concerned. The damage has
been located on panel 7 (between Stgr 18LH and 32LH).
The view A, identifies all the different items which are part of the
panel (e.g. crack stoppers, doublers...), and a view indication identifies
the skin itself for more details (View D). The view D identifies the
different material thicknesses (letter codes), and all the stringer
locations.
There are two different panel configurations illustrated, showing the
basic version of the panel and an other possible version effective after
the embodiment of production modification(s). Modification numbers
are indicated at the bottom of the page. The next step of the
investigation is to define which of these panels is installed on the
concerned A/C.
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the dented area. The damage
assessment using the allowable damage page block is the next step.
To start the damage assessment refer to the page block 101 of the
relevant chapter/section (53-21-11), and start to read carefully the
procedure. A special attention shall be paid to the notes and cautions.
The second criterion consists in comparing the depth of the dent (D)
with the smallest distance, measured from the deepest point of the
dent to the closest adjacent structure (distance A). If no access from
inside, the measurement is taken from outside, from the deepest point
of the dent to the closest fastener row (distance X). The distance A
will become distance X - 15 mm, which is the average considered
edge margin.
Check for the second criterion to be fulfilled: the depth of the dent
should be maximum 10% of the distance A. The distance measurement
has been done from outside: the smallest distance between the deepest
point of the dent and the surrounding fastener row is 66 mm. Since
measured from outside, distance A = 66 mm - 15 mm = 51 mm; 10%
of A = 5.1 mm. The second criterion is also fulfilled since the depth
of the dent (D = 4.5 mm) is smaller than 10% of A.
The skin thickness in the dented area, and the depth of the dent, are
the keys to get into to diagram. You must refer to the data collected
before (damage mapping).
INTRODUCTION
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within the chapter 53 of the SRM. All the information
regarding the damage classification or the rework, if any, are to be found
within SRM chapter 51. The applicable damage is a scratch with no
visible crack. At this stage: take visual reference to facilitate damage
location. Such as, a forward or an aft passenger door, or a cargo door,
above or below the cabin floor level at stringer (Stgr) 23, near a
longitudinal or circumferential skin joint, etc...
If the scratch is near a rivet row, an internal visual inspection is required
to determine whether the internal structure (frame, stringer, etc...) is also
damaged or not.
MAPPING
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
Using the data collected from the A/C, the mapping should be
completed by determining the exact location (in terms of frame
numbers and stringer numbers). For this purpose refer to the beginning
of chapter 53 - fuselage.
MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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MAPPING - CONT'D
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DETAILED IDENTIFICATION
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Following SRM 53-41-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 5. The illustration associated
nomenclature informs us that the full identification of the skin panels
(skin plates) are covered by SRM 53-41-11.
All skin panels (plates) of the forward fuselage are listed within the
nomenclature located at the front page of SRM 53-41-11. Using the
information collected before (affected panel : lower side panel - left,
between Fr 47 & 64 and Stgr 18 & 32), the nomenclature provides
the figure number we have to refer to: "Skin plates - LWR parts LH
Fr 47 to Fr 64: Refer To Figure 6".
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the scratched area. The damage
assessment using the allowable damage page block is the next step.
To start the damage assessments refer to the page block 101 of the relevant
chapter/section (53-41-11). And start to read carefully the procedure. A
special attention shall be paid to the notes and cautions.
DAMAGE ASSESSMENT
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Read carefully all the cautions, they could give you information on
the assessment. A second caution note indicates that in some cases,
an inspection may be required to check for crack, even if the damage
is determined as being allowable.
Two diagrams are given, one for riveted areas and one for unriveted
areas.
Check for the first criterion to be fulfilled: the width of the damage
must be at least 40 x T. The depth of the depression in the riveted area
is 0.2 mm; 40*0.2 = 8 mm. The width of the depression is 18.5 mm,
which is higher than 8 mm. So, the first criterion is met.
In the allowable example, two assessments have been done, the more
restrictive one has to be acknowledged. So, the damage has to be checked
for cracks, damage up to depression depth has to be removed, the surface
has to be renewed and the A/C has to be repaired after 50 flights at the
latest.
INTRODUCTION
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
The damage is located onto the fuselage skin, thus, all the information
regarding the identification of the part, allowable damage and repair, if
any, are to be found within chapter 53 of the SRM. Information
concerning the damage classification and reporting are to be found within
SRM chapter 51-11-00. The applicable damage is a scratch with no visible
crack.
At this stage: take visual reference to facilitate damage location.
Such as, forward or an aft passengers door, or a cargo door, above or
below cabin floor level at stringer (Stgr) 23, near a longitudinal or
circumferential joint, etc...).
If the scratch is near a rivet row, an internal visual inspection is required
to determine whether the internal structure (frame, stringer, etc...) is also
damaged or not.
NOTE: on the affected panel, there are no stringer rivet rows, thus,
stringers, if any, should be welded onto the skin: it is not
possible to identify the stringer references.
As a consequence, it is necessary to measure the distance from a
longitudinal skin joint to the dent maximum depth, in order to get a
reference for the location of the dent. This reference will be compared
with the welded stringer references coming from the SRM, page blocks
101 and 201 (see next pages).
MAPPING - DRAFT
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Read the notes within the relevant paragraph to find information about
the definition and determination of undisturbed skin (unwelded and
unriveted).
This figure shows how unwelded and unriveted areas, welded areas,
riveted areas and coupling areas are defined. Two methods of
measurement are given, we look at measurement from outside, a flag
refers to SRM chapter 53-41-11 page block 201 to get stringer
positions on a welded panel.
This diagram provides the distances from the lap joint 41RH to all
welded stringers, at each frame location. Therefore a new mapping is
required. The distance from the lap joint (Stgr 41RH) to the dent
maximum depth (at Fr 60) becomes 825 mm.
This distance (825 mm) must be compared with the distances from
the lap joint 41RH to the welded stringers, to locate the dent.
We conclude that the dent is located between Stgr 40 and 41LH and
it is now possible to finalize the draft (see next page).
DETAILED IDENTIFICATION
MAINTENANCE COURSE - T1 (V2500-A5/ME)
51 - STRUCTURE
Following SRM 53-41-00 guidelines, the figure shows that the skin
panels (skin plates) are item number 5. The identification table informs
us that the full identification of the skin panels (skin plates) are covered
by SRM 53-41-11.
The damage is located between Fr 59 & 60, and Stgr 40LH & 41LH.
This information can be reported onto the illustration and gives the
skin thickness in the dented area (code B, giving 1.6 mm (0.063 in)).
The damage mapping can now be completed with the stringer numbers
and the nominal skin thickness in the dented area. As the mapping is
at scale 1:1, we can measure the distance between Stgr 40LH and the
deepest point of the dent (59 mm), and the distance between Stgr 40
and the edge of the dent (49 mm). The damage assessment using the
allowable damage page block 101 is the next step.
To start the damage assessments refer to the page block 101 of the
relevant chapter/section (53-41-11), and start to read carefully the
procedure. A special attention shall be paid to the notes and cautions.
SOURCES OF DAMAGE
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- the material,
- the function,
- the location.
SURFACE PROTECTIONS
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In some specified areas of the aircraft, for example the lower shell, a
protective layer is put on the sealant. This layer makes sure that other
materials (for example, fuel, hydraulic oil, engine oil and waste fluids
from the toilets and galleys) do not cause a deterioration of the sealant.
In the fuel tanks, the sealant is used to prevent fuel leaks and corrosion
of the fuel tank.
- special drain valves installed in those parts of the fuselage and which
are pressurized in flight.
The drain holes and drain valves are usually at the lowest part of the
fuselage. It is important that any unwanted liquids get to the drain holes
or valves. The structure of the lower fuselage is constructed so that a path
is given for these liquids. When you do a repair, make sure that you keep
this path free of unwanted materials.
DRAINAGE
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- Zone 3: this zone includes all of the aircraft surfaces that are not in
Zone 1 and 2. In Zone 3, there is a low probability of attachment of
a lightning strike. However, high lightning currents can go through
Zone 3 by direct conduction between two attachment points. Zone 3
currents will also go into Zones 1 and 2.
The Nose Landing Gear doors are located in Zone 2. Their protection
and the electrical continuity is achieved using a metallic grid installed
at the manufacturing stage on the top of the composite layers. Note
that in most cases, this grid should be restored when damaged, as per
the Structural Repair Manual (SRM) procedures.
- titanium fasteners.
DAMAGE LOCATION
DRAFT
MAPPING - DRAFT
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FINALIZATION
MAPPING - FINALIZATION
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DAMAGE LOCATION
DRAFT
MAPPING - DRAFT
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FINALIZATION
MAPPING - FINALIZATION
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DAMAGE LOCATION
DRAFT
MAPPING - DRAFT
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RESULT
MAPPING - RESULT
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