STRUCTURAL REPAIR MANUAL

ALLOWABLE DAMAGE

1. General

A. Allowable damage is defined as a minor damage which does not affect the
structural integrity or decrease the function of a component.
NOTE: The allowable damage limits and repairs provided in the SRM Chapter
52 thru 57 are not applicable to aircraft structure that has been
repaired. For damage and repairs to previously repaired structure
please contact AIRBUS.

NOTE: ’Allowable Damage’ means that a structural repair is not necessary,

but some corrective actions can be necessary. For example, remove
rough and sharp edges to smooth out the damage, restore surface
coatings and/or protective treatments. Use approved procedures from
the list in Chapter 51−70−00 (for the definition of structural re

pair refer to Chapter 51−11−00 Paragraph 3.A.(1)(b)).
NOTE: Clean the area before examination in order to see if the damage is
within allowable limits. For example, in the case of corrosion, you
first remove the corrosion and then examine the extent of the dam

age. Compare the extent of the damage with the allowable damage
limits.
B. Allowable damage values specified in each chapter are divided into 3
categories:

(1) Permanent allowable damage (categorized as Repair Category A)

− this category of allowable damage is established in such a way
that 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.
(2) Permanent allowable damage with operating limits (categorized as Re

pair Category B)
− this category of allowable damage is established in such a way
that damage within this limit does not require a structural repair
during the design life goal or the extended service goal as appli

cable of the aircraft. However additional structural inspections
task may be required before the design service goal is reached. An
inspection threshold and repeat interval will be provided for this
type of allowable damage.

(3) Temporary allowable damage (categorized as Repair Category C)

− this category of allowable damage is established in such a way
that damage within this limit must be permanently repaired within a
defined operating limit i.e.: ’x’ flight cycles or ’x’ flight hours
or ’x’ calendar months.

NOTE: For all of the above types of allowable damage good record
keeping is required for the following reasons:

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− in case of additional damage in the same or adjacent area, which

may require additional operating limits.
− to ensure adequate follow up of the additional inspection require

ments.
− to ensure adequate follow up of the permanent repair embodiment.

C. Operating limits are defined as the limit for airplane operation with an
allowable damage as defined above. Example of acceptable airplane opera

tion: "Repair before 50 flight cycles at the latest."

D. Generic HFEC Deferral for ADL

In cases where a HFEC inspection is called for to determine if surface

breaking cracking is present in a dented, scratched or abraded structure
and due to lack of manpower or equipment it is not possible to perform
the inspection as called out in the SRM (i.e. NTM 51−10−08−250−802) be

fore next flight a maximum grace period of 50FC (FH not relevant) may
be allowed.
This grace period is permitted only when the following conditions have
been met.
− the damaged area has been visually inspected as per NTM 51−90−00 (or
equivalent for other programs) and no indication of cracking present,
− the damaged component is aluminum (20xx or 70xx),
− High Speed Tape to be applied as per SRM Chapter 51−77−13 Paragraph
2.I. (Figure 19) in cases where water ingress is possible,
− no other damage is present to the component or adjacent internal or
external structure (eg debonding of honeycomb core or stringer, pulled
or missing fasteners).

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