Guidance for Developing Damage Tolerance Based Inspection Program

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A Community of Innovators
Draft Guidance for Developing

Damage Tolerance
Based Inspection Program
for Repairs and Alterations
By Patrick Safarian
Seattle Aircraft Certification Office
1
Damage Tolerance Based
Inspection
Required Elements for Damage Tolerance
Analysis (DTA)
DTA Tools
Comparison of Tools
DTA for Repairs
DTA for Alterations
Appendix: Requirements for DER per Order
8110.37D
SACO Standardization
2
Required Tool for Damage
Tolerance Analysis
Are computer tools the answer to all DTA?
NO!
Every aspect of the analysis should be verified
Assumptions
Crack initiation and failure scenarios
Algorithms
Residual strength and crack growth equations
Crack propagation between phases of growth
Data reduction
Stress intensity factors

Material properties
Inspection criterion
Verify simple problems using hand analysis
3
Comparison of Damage
Tolerance Analysis Tools
Using few software to compare the results is helpful,
but the answers might be surprising!
DTA for antenna installation using 3 different tools:
(Source: Cassie Fohn, DT Analyst)
Parameter RAPID Broek AFGRO

KA 158 100 58
Crit. Crk Length 16 10 0.24
Equation Walker Walker NASGRO
Init. Crk Length 0.10 0.10 0.10
Ndetectable 4,134 3,352 7,877
Ncritical 43,905 4,118 25,327
Nthreshold 4,134 3,352 7,877
Nrepeat 19,885 1,961 10,247
Engineering is thinking and all answers should be justified!
4
Guidance for Developing
Damage Tolerance
for Repairs
5
Tale of an airplane
Boeing 737- 57,804 Cycles, 44,344 Hrs (4/7/89)
Sanded &
grounded
MCD to
remove
paint &
corrosion 10 repairs around the fwd
galley door, 3 overlapping
6
Tale of an airplane (cont.)
Repair around EE bay, STR 20- Skin and Frame Damage
Skin
Buckled
&
cracked!
Frame
crack
remains!
UP
FWD
Damage is not completely removed from the skin; the frame remains damaged!
7
STA 900 STR 22R- Skin Gouge Repairalmost!
Partially
repaired Gouge!
Outside View Inside View

Repair does not pick up the stringer fasteners,
uses 1/8 dia fasteners (not per approved data)
8
STA 767 STR 24L- Skin Dents Repairalmost!
Un-repaired dent aspect ratio:

1.5/0.18=8.33<30
(SRM acceptable limit exceeded)
Outside
View
Inside
View
Dent stop drilled 2 Row of 1/8 dia fasteners
now corroded (Not per approved data)
9
STA 940 STR 22R- Skin Gouge RepairNO!
Outside Inside
View View
Partially Repaired Gouge Single Row of 1/8 dia fasteners

(Notice the skin wrinkle) (Not per approved data)
10
STA 400 STR 20R- Unauthorized removal of stringer
flange in the repair area!
What do you do when your bucking bar does not fit under the stringer?!
Stringer may not be adequate for limit load due to stability.
11
STA 847 LBL 20- Frame Inner Chord Stop Drill
3 Un-repaired stop-drilled holes in the frame inner chord
12
STA 380 STR 24L- Improper Frame Repair
Original frame repaired with an angle with 2 fastener

rows with poor edge margin. Repair is cracked !
Airplane life=57,804 cycles
13
Repair Categorization
Focus on typical fuselage skin
Internal or external
Watch for countersink fasteners on thin gauge skins for
internal repairs
Applicable to pre and post amendment 25-45 airplane models
Related AC guidance:
AC 25.571-1C
AC 25.1529-1
AC 120-93
Damage Tolerance Inspections For Repairs And Alterations
Repairs are categorized as:
Permanent repairs (a.k.a. Category A)
Interim repair (a.k.a. Category B)
Time-limited repairs (a.k.a. Category C)
Vermeldingonderdeel 14
Time-limited repair: a repair that has adequate
structural strength but does not have
sufficient durability. This repair must be
replaced after a specific time (cycles, hours or
time),
Deviation from good general standard practices, blind
rivets, wrong fasteners, short edge margins, fastener pitch
distances, suitable gauges or material, proximity to another
repair, un-inspected underlying structure, un-removed
corrosion, etc.
Replaced or rework ASAP
Meanwhile supplemental inspection may be necessary
This repair is categorized as category C repair.
Fuselage Skin Repairs
Here is a picture of a repair: not recommended
Crack was detected, but the new repair will be more
extensive
Crack tips
skin doubler
A filler
stringer
Crack at
rivet row
A
A-A
16
Here is a picture of another repair: not
recommended
Repair end on
the critical
fastener row of
the skin lap
splice
17
Here is a picture of a bad repair- damage is not
removed!
Notice the
crack!
18
Here is a pictures of a bad repair, real bad!
One row blind

fasteners!
Is this
statically
adequate?
19
Permanent and Interim repairs
Perform a DTA to establish maintenance program
If existing inspections (BZI or MPD) are inadequate,
determine supplemental maintenance program- Interim
If no supplemental maintenance program is necessary
the repair is categorized as permanent (category A)
repair, otherwise it is an interim (category B) repair
For category B repairs, as minimum, the following
should be established using DTA:
Inspection threshold
Inspection technique
Inspection interval
In rare cases replacement time should also be specified
e.g. certain skin lap joints
Damage Tolerance Assessment
of Repair- Inspection Threshold
Threshold for category B repairs should be the
lesser of:
From the SACO Damage Tolerance Guidelines
of the unfactored fatigue life of the repaired details
the life of initial flaw size to critical length
Threshold of the SSID or ALI
the design service goal (DSG) of the airplane
The threshold is calculated as the airplane total
cycles unless
The repair picks up new holes, or
Uses existing holes that are zero-timed
of Repair- Inspection Technique
Most common inspection techniques are:
General Visual (Surveillance)
Detail Inspection
Special Inspection
High frequency eddy current (HFEC)
Low frequency eddy current (LFEC)
Medium frequency eddy current (MFEC)
Ultrasound (UT)
In Table 1 of SACO Damage Tolerance Guidelines
guidance for detectable crack size for most of these
techniques are provided
Use OEM NDI procedure manual to specify the technique
procedure
of Repair- Inspection Technique
(cont.)
Examples from Boeing NDI procedure manual to
specify the technique (use any approved specs):
727 NDT manual Part 6
LFEC: 53-30-00 Figure 5
HFEC: Surface and around fastener 51-00-00 Fig 4 or Fig 23
HFEC: Open Hole 51-00-00 Fig 16 or Fig 11 (only for t >0.062, needs
less space than fig 16)
Recommended Minimum detectable crack lengths:
HFEC: 0.20 Gen Area, 0.10 + fastener head diameter
MFEC: 0.50 Gen Area, 0.25 @ fastener shank
0.15 @ fastener (727 NDT Part 6 53-30-27 Fig 17)
LFEC: 0.20 Csnk & 0.25 Button-head (0.04<t<0.089)
(727 NDT Part 6 53-30-27 Fig 13 refers to 53-30-00 Fig9)
of Repair- Inspection Intervals
1. Determine the detectable crack size based on
the inspection technique
An acceptable way to model MSD would be to assume
detectable cracks exist at every equally critical
detail; e.g. both sides of each hole in a row of equally
critical holes
Detectable crack at every equally critical hole (Total of 10 in this schematic)
2. Determine the fatigue loads and develop

spectrum
In absence of OEM data use conservative approach
(cont.)
3. Using residual strength analysis determine the
critical crack length
Choose the shorter length of the net section yield
and LEFM results
For MSD situations most often the critical crack
length is based on net section yield

If p=8.9 psi, R=128, pitch=1.2, dia=0.188, t=0.062, K A= 130
Ksi*in**0.5, FTU=62 Ksi and FTY=42 Ksi show that the critical
crack length is 0.242? Fastener Pitch
aCritical
(Typical 10 locations)
3.
(cont.)
Use the following residual stress levels to determine
the critical crack length (acritical)
Longitudinal cracks,
Hoop, Res = (1.1 p + 0.5)R/t (Pre-amendment 25-45)
Circumfrential cracks
Long, Res = PR/2t + Nz 1g,MAX (aft of front spar)
Long, Res = PR/2t + Nz(L/S)1g,MAX (fwd of front spar)
p = normal operating pressure at maximum design altitude
P = normal operating pressure at maximum design altitude
plus 0.5 psi for aerosuction
Nz = maximum design limit load factor (at least 2.5 but not
greater that 3.8)
(cont.)
4. Using LEFM principals grow the cracks from
4. Using LEFM principals grow the cracks from
detectable length to the critical length
Cycle by cycle crack growth or simplified equivalent
stress crack growth methods can be employed
Programs available include NASGRO, AFGROW,
FractureResearch, CRACKS9x, user developed programs or
combinations of features from the listed programs.
Find the most critical cracking scenario(s) using S-N
curves & analyze different crack sequence scenarios
The most critical inspection program should be applied
to ALL fatigue critical details,
e.g. inspect the most critical (outer) row in longitudinal and
circumfrential directions of a rectangular repair
Damage Tolerance Assessment of
Repair- Inspection Intervals (cont.)
Vertical fuselage inertia bending adds to longitudinal
skin stress is assumed to vary as shown:
Lift
ANTENNA LOCATION
Front
Spar nzW
L
L = pR/2t + nz1G,max
LONGITUDINAL
S
STRESS
L = pR/2t + nz (L/S) 1G,max

FUSELAGE
LOCATION
28
Damage Tolerance Assessment of
Repair- Inspection Intervals (cont.)
Longitudinal cracks,
Hoop,min = 0
Hoop,max = PR/t Use 1.5 for large transports, e.g.
Circumferential cracks, Boeing, and 1.3 for small transports,
e.g. Gulfsteam, airplane models
Long,min = 0
Long,max = 1.5
1.5 g,max + PR/2t
1.0g,max
Long,max = 0.4 (F + PR/2t) (aft of front spar)

TU, B
Long,max = 0.4 ((L/S)F

(L/S) + PR/2t) (fwd of front spar)
TU, B
P = normal operating pressure at max design altitude + 0.5psi (aerosuction)

Use the bending stresses provided in the next few
slides to adjust for the joint eccentricity created due
to installation of the repair doubler For p=8.9 psi, R=128, t=0.062,
and FTU=62 Ksi what are the hoop
and longitudinal stresses?
29
Joints with eccentricities
Secondary bending
Caused by step in neutral line
Bending moment depends on
Step size (eccentricity)
Thickness
Load transfer
Overlap length (row distance)
Loads on Joint
Tensile stresses
Secondary bending
Contact surface: Tensile stress
+ bending stress
Outer surface: Tensile stress -
bending stress
30
Longitudinal tension and bending stress magnitudes in skin at the
doubler edge for various thicknesses in a 74 radius fuselage
(p=8.6 psi for all, except for 0.036 skin p=8.0 psi)
Dblr
R (in.) Skin 0.040 0.050 0.056 0.063 0.071 0.080 0.090 0.100 0.125
0.036 tensile 17,534 17,706 17,824 17,951 18,084
0.036 bending 24,844 25,486 25,730 25,913 26,015
0.040 tensile 16,909 17,070 17,180 17,302 17,430 17,560 17,692 17,811 18,063
0.040 bending 24,064 24,764 25,046 25,272 25,420 25,473 25,422 25,379 25,504
74
0.050 tensile 13,359 13,645 13,739 13,839 13,944 14,051 14,149
0.050 bending 19,877 20,162 20,406 20,586 20,685 20,688 20,602
0.063 tensile 10,832 10,912 10,996
0.063 bending 16,102 16,283 16,398
0.063 tensile 14,691 14,806 14,927 15,053
0.063 bending 21,434 21,750 22,006 22,191
100
0.071 tensile 12,976 13,075 13,181 13,291 13,396 13,629
0.071 bending 18,696 19,275 19,532 19,724 19,835 19,836
31
Plot of tension and bending stresses in the skin at the doubler
edge for various thicknesses in a 74 radius fuselage (p=8.6 psi
for all, except for 0.036t p=8.0 psi)
32
Plot of tension and bending stresses in the skin at the doubler
edge for various thicknesses in a 100 radius fuselage (p=8.6 psi
for all, except for 0.036t p=8.0 psi)
33
Figure below shows comparison of two primary cracks at the joints
with eccentricity and the respective fracture surfaces.
The MSD growth model using the tension and bending stresses from
the previous data demonstrates good correlation with the striation
data
Ref: D. Steadman, R. Ramakrishnan and M. Boudreau, (2006), "Simulation of Multiple

Site Damage
Growth", 9th Joint FAA/DoD/NASA Aging Aircraft Conference, Atlanta, GA., pp 12
34
(cont.)
Inspect the most critical fastener
row in each direction
(Notice installation of the proper
filler)
35
(cont.)
What category is this repair? Could baseline zonal
inspection (BZI) be adequate?
How many
fastener rows
are there in each
direction? Why?
36
(cont.)
Another skin lap splice repair. Where is the filler?
37
(cont.)
5. The period to grow a detectable crack to its critical
size is know as the detectable crack growth life
Based on the confidence in the crack growth life
prediction (loads, stresses, , material properties, etc.)
a suitable factor between 2 and 4 should be used to
determine the inspection intervals. For example:
Use a factor of 4 when there is no airplane full-scale
fatigue test data and there is no airplane loads

substantiation through a flight & ground loads survey
Use a factor of 3 when there has been an airplane
fatigue test but no loads survey or when there has

been an airplane loads survey but no fatigue test
In the event that both airplane fatigue testing and a
loads survey has been accomplished, use a factor of 2

of Repair- Limitations
Additional analysis is require if the subject
repair is not
At least 1 frame bay (in longitudinal direction) or
2 stringer bays (in circumfrential direction) away
from an existing skin repair, lap and butt joints
At least 1 complete frame or stringer bay away
from a skin cutout
Presents of a repair doubler disturbs the otherwise
smooth stress field in the area (due to the
thickness of the repair more load is invited.) This
is why the surrounding bays are more highly
stressed and design of repair in those areas MUST
take that into account.
of Repair- ICAW
For each repair develop an Instruction for
Continued Airworthiness, which contains:
Airplane data
Complete definition of the repair location and
inspection directions
Inspection technique, including the call out of the NDI
procedure or the description for the DVI
Intervals of the repeated inspections
Replacement time, if any
Other additional information, instruction or limitations
of Repair- ICAW
Some useful repair notes:
1. Confirm that the surrounding structure is corrosion and damage free
per applicable SRM inspection instructions.
2. Maintain a minimum outside trim radius of 0.38 inch and a minimum
inside trim radius of 0.50 inch unless otherwise approved by
engineering.
3. Stop drilling of cracks must be accomplished per SRM. This typically
includes an eddy current inspection to accurately locate the end of
the crack and a minimum stop drill diameter of 0.25 inch at the end
of the crack, followed by an open hole eddy current inspection,
followed by a minimum 1/16 inch oversize of the stop drill hole.
NOTE: Stop drilling a crack with no further repair action does not
constitute a repair and will not be granted FAA approval except
under extremely limited circumstances.
4. Perform a surface eddy current inspection of all trimmed edges and
an open hole eddy current inspection of fastener holes to confirm a
crack free condition. Use the appropriate non-destructive testing
(NDT) instruction manual and procedure.
of Repair- ICAW
Some useful repair notes (Continue):
5. Freeze plugging of holes must be accomplished as described in
the applicable SRM.
NOTE: The SRM only describes the method for installing
freeze plugs. Engineering approval is required for freeze plug
installation at any location.
6. Chamfer or break sharp edges.
7. Maintain a 63 RHR or better surface finish to all reworked and
new surfaces.
8. Treat all repair parts and all bare aluminum surfaces or existing
structure and apply one coat of primer per applicable SRM
and/or Standard Overhaul Procedures Manual (SOPM)
instructions. Use the appropriate primer depending upon
whether the surface is exposed to the airstream. In corrosion-
prone areas, two coats of primer should be used. Allow to dry
between coats.
of Repair- ICAW
Some useful repair notes (continue):
9. Observe minimum bend radius listed in the applicable SRM or
other industry reference when forming repair parts from sheet
stock. It is usually advisable to form in either the annealed or
quenched condition and then heat treat. If the minimum bend
radius is exceeded, perform an NDT inspection (Level 3 dye
penetrant inspection or better, or a surface eddy current
inspection) to ensure a crack free condition.
10. Brush or bath cadmium plate corrosion resistant steel (CRES)
parts and prime with two coats of primer per applicable SRM
and/or SOPM instructions. Allow primer to dry between coats.
11. Add fillers or tapered shims as required to limit pull-up to 0.010
inch for flat stock repairs, such as skin doublers, and 0.005 inch
at all other locations. Fabricate from 2024-T3 or 7075-T6 clad
material.
12. Maintain 2D edge margin and 4-6D center-to-center spacing for
all new fasteners.
NOTE: Larger edge margins may be required at certain
locations such as door cutout corners. Consult with engineering
for approval
of Repair- ICAW
Some useful repair notes (Continue):
13.Fill all voids and install all repair parts with corrosion resistant
faying surface sealant per the applicable SRM.
14.Install all fasteners and mating hardware per the applicable
SRM. Replace initial fasteners with same type repair fastener.
Oversize initial fasteners up to 1/32 inch if required to meet
hole size and condition requirements.
15.Fastener substitutions are allowed only as specified in the
applicable SRM, or as otherwise defined with engineering
approval.
16.If the fastener location includes steel or titanium parts, install
hex drive bolts in close ream holes. If the fastener location
includes only aluminum parts, install in transition fit holes unless
otherwise instructed. Install per the applicable SRM.
17.Install all bolts, including hex drive bolts, wet with corrosion
resistant faying surface sealant.
18.For increased corrosion protection, or in corrosion-prone areas,
organic corrosion preventive compound may be applied per the
applicable SRM.
Guidance for Developing
Damage Tolerance
for Alteration
45
of Alteration- New Structures
For any new structure follow the method outlined in
SACO Guidelines for Developing Damage Tolerance
Based Inspection Programs
XIII. Inspection Program Limits
As discussed in Section III the inspection program for any structural
area established in accordance with these guidelines is limited to the
period of time that the rogue flaw threat is the predominate one
relative to MSD/MED (i.e. normal fatigue). In general this is envisioned
to be half the typical (or unfactored) fatigue life of the area in
question.
For this reason it might be wise to use the same method
for setting inspection threshold and intervals as presented
for repairs in the previous slides.
Antenna installations
(contd)
How to handle combination of tension and bending?
A convenient and simple way to handle the combination of
tension and bending stresses in joints such as antenna
installations is outlines here:
For notched details, such as open hole and joint details, the
best approach is to adjust Kt to include the combined effects
of tension and bending. Then using one or the other stress as
the reference stress to determine a fatigue margin.
For instance, if you were analyzing a hole detail with a
tension Ktg of 3.2 and a bending Ktg of 2.2 (from Peterson's
textbook or a similar source), in case Ft=10 Ksi and Fb=5 ksi
(taking the stresses to be the GAG gross stresses at the
hole)
GAG f
peak at the hole = 3.210 + 2.25 = 43 ksi
Then, the effective K = 43/10 = 4.3, if the reference
tg
stress is taken as the tension component of the stress.
(contd)
This method works reasonably well when analyzing joint
details, as long as the bending-to-tension (membrane)
stress ratios are close to constant for the most
damaging flight conditions, and the bending stresses are
not the dominant stresses, since most fatigue manuals
notched and open hole values and load transfer factor
curves are all based on tension data.
In our example, using this approach, S-N curves would be
conservatively adjusted by the ratio of 3.0/4.3 = 0.698 (3.0
is taken as the 'reference' for Ktg in S-N curves). This seems
like a large knockdown, but note that the reference stress
would be the tension component only (no bending).
Other rational approaches can be proposed by DER or
other applicants
of Alteration- Existing Structure
For any existing structure that is effected by
the alteration, reduce the inspection threshold
and repeat intervals by a factor based on the
increase of the stress: (New/old)3.9
Provided the increase is not substantial
Ensure that the OEM inspection is still feasible
In adjusting the repeat intervals using Boeing DTR
method, the interval should be reduced by a factor of
2 before further adjustment for change in the stress
using Paris equation stress ratio.
This is because the Boeing DTR system is fleet based and a
one of structure should be dealt with differently. This
factored DTR is referred to as 1st crack DTR.
of Alteration- ICAW
For each structural area that requires inspection
develop an Instruction for Continued
Airworthiness, which contains:
Airplane data
Definition of the structure and inspection directions
Inspection technique, including the call out of the NDI
procedure or the description for the DVI
Intervals of the repeated inspections
Replacement time, if any
Other additional information, instruction or limitations
Appendix
Requirement for Applying for
Damage Tolerance Delegation
51
Damage Tolerance DER
Order 8110.37D DER Guidance Handbook,
Chapter 3 provides this requirements
in conjunction with the education and
experience requirements of paragraph 300
g and h the applicants should possess:
A degree in EM, AE, ME or CE,
A course in Fracture Mechanics, Plus
The equivalent of 2 full years recent

experience in performing damage
tolerance analysis (includes fatigue and
fracture mechanics analyses)
52
SACO DTA Guidelines
As part of the requirements, SACO has developed
specific guidelines for the DER to follow when
performing DTA.
These guidelines where developed with input from
industry and DERs.
The guidelines provide a common base for valid
assumption to perform DTA
These guidelines should be thought of as AC
material, but the delegation from SACO in
general is based on them.
Useful for finding compliance to requirement of
FAR 25.571 in general
53
The DER applicant should be able to successfully
demonstrate:
Sound understanding of
Selection of PSEs
Development of fatigue loads
Development of fatigue profile
Development of exceedance spectrum
Development of stress spectrum for each individual
structural component
Fatigue characteristics, such as
Stress concentration
Joint load transfer
Material properties for fatigue analyses, S-N Curves
Development of required residual strength loads

54
The applicant should be able to successfully
demonstrate: (Continue)
Sound understanding of
Fracture mechanics characteristics, such as
Stress intensity factor
Material properties for crack growth and residual

strength analyses
Failure criterion
Calculation of critical crack length and crack growth life
Determination of detectable crack length using various
techniques, including NDI
Determination of inspection threshold
Determination of repeat inspection intervals
Development of Instructions for Continued Airworthiness
55

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Aeronautics & Astronautics

Draft Guidance for Developing

Crack propagation between phases of growth

Stress intensity factors

Parameter RAPID Broek AFGRO

Outside View Inside View

Un-repaired dent aspect ratio:

Partially Repaired Gouge Single Row of 1/8 dia fasteners

3 Un-repaired stop-drilled holes in the frame inner chord

Original frame repaired with an angle with 2 fastener

One row blind

2. Determine the fatigue loads and develop

length is based on net section yield

L = pR/2t + nz (L/S) 1G,max

Long,max = 0.4 (F + PR/2t) (aft of front spar)

Long,max = 0.4 ((L/S)F

P = normal operating pressure at max design altitude + 0.5psi (aerosuction)

Ref: D. Steadman, R. Ramakrishnan and M. Boudreau, (2006), "Simulation of Multiple

fatigue test data and there is no airplane loads

fatigue test but no loads survey or when there has

loads survey has been accomplished, use a factor of 2

A course in Fracture Mechanics, Plus

The equivalent of 2 full years recent

Joint load transfer

Material properties for fatigue analyses, S-N Curves

Development of required residual strength loads

Material properties for crack growth and residual

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