STRUCTURAL REPAIR MANUAL

SKINS AND PLATING − 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 THE RELEVANT PARAGRAPH.

1. General

A. This topic contains the allowable damage and related data applicable to
the Wing Box Top and Bottom Skins, the Wing Skin area around the Man

hole Access Panels and Manhole Surrounds.
NOTE: For definition of allowable damage refer to Chapter 51−11−11.

NOTE: For detailed definition of Repair Categories refer to Chapter

51−11−14.

NOTE: For Damage/Repair Data Recording, refer to Chapter 51−11−15.

NOTE: For general procedures on Repair of Minor Damage, refer to Chapter
51−73−00.

NOTE: For general procedures on Repair of Corroded Areas, refer to Chap

ter 51−74−00.

B. Damage Evaluation
Do a damage evaluation before you repair the damaged structure (Refer to
Chapter 51−11−00).

NOTE: If there is less than the minimum permitted distance between dam

aged areas, then the damage must be considered as one large area.

NOTE: Make sure that all corrosion damage has been removed before you
assess the type and limits of damage.

NOTE: For different types of corrosion, refer to Chapter 51−22−00, Para

graph 3.

C. After rework, the damaged area must be checked to make sure that the
allowable limits stated have not been exceeded. When the limits are ex

ceeded refer to the column ‘ACTION OR REPAIR’ in the Chapter 57−21−11
Page Block 001 to determine if a repair is available.

If a repair is not available, contact AIRBUS.

NOTE: Apply protective treatment to the damaged area after blending (Re

fer to Chapter 51−21−11).
NOTE: Restore the original standard of paint scheme (Refer to Chapter
51−75−12).

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2. Allowable Damage

CAUTION: OBEY THE GIVEN INSPECTION INSTRUCTION REFERENCE WHICH LEADS TO THE
APPLICABLE INSPECTION PROGRAM DEFINED IN THE STRUCTURAL REPAIR IN

SPECTIONS (SRI) OF THE SRM, IF NECESSARY.

A. The allowable damage data in this topic is applicable to the Wing Box
Skin structure that follows:
− Clamped Manhole Surrounds at Number 2 Bottom Skin Panel
− Wing Box Top and Bottom Skins
− Bottom Skin Area around Manhole Surrounds
− Wing Box Top Skin (Sub−Surface Corrosion at Drivmatic Rivet Locations −
Before Modification 25843J1633)
− Bottom Wing Skin Panel Number 3 (Area between Rear Spar and False Rear
Spar)
− Fastener oversize holes at Skin to Stringer and Skin to Stringer/Rib
locations on the Top and Bottom Wing Skins
− Wing Box Top Skin Trailing Edge (T/E) Overhang.

B. For the Description and Criteria of allowable damage in this topic, re

fer to Table 101.
3. Allowable Damage Description/Criteria

INSPECTION
REPAIR
DESCRIPTION CRITERIA/TYPE PARAGRAPH INSTRUCTION REF

CATEGORY
ERENCE
Scratches, Abra
A
Clamped Manhole −
sions and Corro
<1>
Surrounds at Number 4.A.
sion (Caused by
2 Bottom Skin Panel B 57−21−11−1−002−00
Fretting)
Allowable Damage Description/Criteria
Table 101

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INSPECTION
REPAIR
DESCRIPTION CRITERIA/TYPE PARAGRAPH INSTRUCTION
CATEGORY
REFERENCE
Scratches,
Gouges, Abrasions A
−
and Corrosion <3>
more than 3D 4.B.
f
from any
fastener B 57−21−11−1−001−00
<2>
Scratches,
Gouges, Abrasions A
−
and Corrosion <3> <4>
less than 3D 4.B.
Wing B
Wi Box T
Top and
d f
from any
Bottom Skins fastener B 57−21−11−1−001−00
<2>
Dents 4.B. A −
Blend−out around
4.B. <5> −
Fastener Heads
Flap Peening
4.B. <5> −
after Blending
Temporary Repair
of Corroded C
4.B. −
Areas around <6>
Fasteners
Bottom Skin Area Scratches, A
−
around Manhole Gouges, Abrasions 4.C. <1>
Surrounds and Corrosion B 57−21−11−1−002−00
Wing Box Top Skin,
Sub−Surface
Corrosion at Sub−Surface C
Drivmatic Rivets Intergranular 4.D. −
(Before Corrosion <7>
Modification
25843J1633)
Bottom Wing Skin
Panel Number 3
(Area between Rear Corrosion 4.E. B 57−21−11−1−003−00
Spar and False Rear
Spar)
Allowable Damage Description/Criteria
Table 101

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INSPECTION
REPAIR
DESCRIPTION CRITERIA/TYPE PARAGRAPH INSTRUCTION REF

CATEGORY
ERENCE
Allowable Fas
A
tener Repair −
<8>
Limits at Topp
4F
4.F.
Skin Stringers
Fastener oversize B
between Rib 1 57−21−11−1−004−00
holes at Skin to and Rib 27 <8>
Stringer locations
on the Top and Allowable Fas
A
Bottom Wing Skins tener Repair −
<8>
Limits at Bottom
4F
4.F.
Skin Stringers
B
between Rib 1 57−21−11−1−004−00
and Rib 18 <8>
Fastener oversize
holes at Skin to
Allowable Fas

Stringer/Rib loca

tener Repair 4.F. A −
tions on the Top
Limits
and Bottom Wing
Skins
Scratches,
Wing Box Top Skin
Gouges, Abrasions 4.G. <9>
T/E Overhang
and Corrosion
Allowable Damage Description/Criteria
Table 101
<1> Repair Category ’A’ is applicable to A320−100 aircraft only for the
structure that follows:

− Bottom Skin upper and lower surfaces around access door cutouts in
rib bays 2 to 3, 6 to 7 and 8 to 13

− Bottom Skin lower surface at fuel tank water drain holes between
ribs 15 to 16 and ribs 22 to 23 for A320−200 aircraft, weight varia

nts 000 thru 010 and 013 only.

<2> The text 3D refers to a distance of 3 x D, where D is the diameter

of the hole. The dimension 3D is measured from the centerline of the
fastener hole.
<3> Repair Category ’A’ is applicable to the structure that follows:

− Top Skin upper surface at attachments to ribs and stringers between

rib 1 and rib 27 from front spar to rear spar

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− Top Skin Fixed Leading Edge, upper and lower surfaces forward of
front spar from rib 1 to rib 27
− Top Skin Trailing Edge, upper surface aft of rear spar between rib
1 and rib 9

− Bottom Skin lower surface at fuel tank water drain holes between
ribs 15 to 16 and ribs 22 to 23 for A320−200 aircraft, weight varia

nts 000 thru 010 and 013 only.
<4> Repair Category ’A’ is applicable to the Top Wing Skin structure (less
than 3D from Fasteners) that follows:

− Attachments to rear spar in Rib Bays 12 to 27

− Attachments to front spar in Rib Bays 1 to 27

− Attachments to ribs in Rib Bays 1 to 8, 9 to 15 and 16 to 27

− Stringer 11 spanwise joint in Rib Bays 1 to 18.

<5> Refer to the related allowable damage paragraph for the relevant damage
type and location, to determine the Repair Category for the damage you
have.
<6> Repair life is 4 500 FC/6 000 FH or 20 months whichever comes first.

<7> Life limit is 4 500 FC/6 000 FH or 20 months whichever comes first.

<8> For Repair Category data at Bottom Wing Skin to Stringer oversize
holes, refer to Figure 107 sheets 3 and 4 for locations.

For Repair Category data at Top Wing Skin to Stringer oversize holes,
refer to Figure 107 sheets 5 and 6 for locations.

<9> Refer to the related allowable damage paragraph for the relevant damage
location and blend depths, to determine the Repair Category and In

spection Instruction Reference for the damage you have.

4. Wing Box Skins Structure − Allowable Damage

CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 102.

CAUTION: DAMAGE TO THE CLAMPED MANHOLE SURROUNDS IN NUMBER 2 BOTTOM WING

SKIN, MUST BE INSPECTED AT DEFINED INTERVALS. THE INSPECTION
INSTRUCTION REFERENCE IS 57−21−11−1−002−00 AND IS DESCRIBED IN THE
STRUCTURAL REPAIR INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST
INFORM YOUR PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NEC

ESSARY INFORMATION.

A. Clamped Manhole Surrounds at Number 2 Bottom Skin Panel − Scratches,

Abrasions and Corrosion (Caused by Fretting)

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This paragraph contains the allowable damage and related repair data ap

plicable to the non−load−carrying access panel surrounds in the Number 2
Bottom Skin Panel between Ribs 1 thru 13. The damage is confined to
scratches, abrasions and corrosion caused by fretting. The fretting is
between the clamp rings that secure the access panel and the Bottom Skin
Panel.

This data is valid for the aircraft shown in Table 102.

AIRCRAFT TYPE WEIGHT VARIANT

A320−100 000, 001, 002
000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 016
Effectivity per Weight Variant and Aircraft Type
Table 102
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the INTRODUC

TION of the SRM. Tables in the subparagraphs give the necessary
data about all weight variants and their required information for
allowable damage and repair applicability.

For the locations of damage allowed on the manhole surrounds, refer to

Figure 101.

Remove all damage to a smooth polished contour and compare with the lim

its of allowable damage below (Refer to Chapter 51−74−00).

The maximum reduction in material thickness must not be more than:

− 0.254 mm (0.01 in)

or

− 1.5% of the nominal skin thickness (Refer to Figure 101, dimension D)

whichever is smaller.

NOTE: For allowable damage to the access−door attachment holes in the ac

cess door and the Number 2 Wing−Skin Panel, refer to Chapter
57−27−11, Page Block 101.

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Clamped Manhole Surrounds at Number 2 Bottom Skin Panel − Scratches,

Abrasions and Corrosion (Caused by Fretting)
Figure 101
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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 103.
B. Wing Box Top and Bottom Skins − Allowable Damage

This paragraph contains the allowable damage and related repair data ap

plicable to the Wing Box Top and Bottom Skins. The allowable damage Cri

teria/Type for this structure is:
− Scratches, Gouges, Abrasions and Corrosion more than 3D from any fas

tener (refer to Paragraph 4.B.(1))
− Scratches, Gouges, Abrasions and Corrosion less than 3D from any fas

tener (refer to Paragraph 4.B.(2))
− Dents (refer to Paragraph 4.B.(3))
− Blend−out around Fastener Heads (refer to Paragraph 4.B.(4))
− Flap Peening after Blending (refer to Paragraph 4.B.(5))
− Temporary Repair of Corroded Areas around Fasteners (refer to Paragraph
4.B.(6)).

This data is valid for the aircraft shown in Table 103.

AIRCRAFT TYPE WEIGHT VARIANT

A320−100 000, 001, 002
000, 001, 002, 003, 004, 005,
006, 007, 008, 009, 010, 011,
A320−200
A320 200 012, 013, 016
014 <1>
015 <1> <2>
Effectivity per Weight Variant and Aircraft Type
Table 103
<1> Weight Variants 014 and 015 are only valid for the allowable damage that
follows:
− Damage less than 3D from fasteners in Ribs, Spars and Buttstraps on
the Wing Box Skins given in Paragraph 4.B.(2)

− Blend−out around Fastener Heads given in Paragraph 4.B.(4)

− Temporary Repair of Corroded Areas around Fasteners given in Paragraph

4.B.(6).
<2> For aircraft after Modification 38525K11750 (Weight Variant 015 with C.G.
extended at MTOW), contact AIRBUS.

NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the INTRODUCTION of

the SRM. Tables in the subparagraphs give the necessary data about all
weight variants and their required information for allowable damage and
repair applicability.

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CAUTION: DAMAGE TO THE BOTTOM WING SKIN, MUST BE INSPECTED AT DEFINED

INTERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−001−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR IN

SPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR PLAN

NING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY INFORMATION.

(1) Scratches, Gouges, Abrasions and Corrosion more than 3D from any
fastener
(a) For the areas of allowable damage on the Top Skin and Overhang
refer to Figure 103, sheet 1.

For areas of allowable damage on the Bottom Skin, refer to Fig

ure 103, sheet 4.

(b) The areas of damage on the Top Skins between Ribs 1 thru 27 are
categorized as multi−site damage areas. Multi−site damage areas
permit more than one damage site between the ribs across the
chordwise section of the wing.

(c) The areas of damage on the Bottom Skins between Ribs 1 thru 27
are categorized as single−site damage areas. Single−site damage
areas permit only one damage site between ribs across the chord

wise section of the wing.

(d) Damage limitations for scratches, gouges, abrasions and corrosion

on the Top Skin are shown in Figure 102, sheet 1 and 3.

Damage limitations for scratches, gouges, abrasions and corrosion

on the Bottom Skin are shown in Figure 102, sheet 1 and 6.

CAUTION: DAMAGE TO THE TOP AND BOTTOM WING SKINS, MUST BE INSPECTED AT
DEFINED INTERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−001−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR IN

SPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR PLAN

NING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY INFORMATION.

(2) Abrasion, Scratches and Corrosion less than 3D from any Fastener

CAUTION: DO NOT REMOVE MATERIAL FROM THE FASTENER HEADS WHEN YOU
BLEND−OUT CORROSION.

FOR THE REMOVAL OF OXIDATION FROM THE FASTENER HEADS, REFER

TO SRM CHAPTER 51−74−00 PARAGRAPH 1.D.

CAUTION: CONTACT AIRBUS IF THE BLEND−OUT IS AROUND AN OVERSIZE FAS

TENER INSTALLED AS DETAILED IN PARAGRAPH 4.F.

(a) Between Top Skin Ribs 1 and 17 at Stringers 1 thru 10, removal
of damage can be up to a 10% decrease of skin thickness adjacent
to fastener positions (that is up to 3D from fastener).

(b) Between Top Skin Ribs 1 and 10 at Stringers 12 thru 17, removal
of damage can be up to a 10% decrease of skin thickness adjacent
to fastener positions (that is up to 3D from fastener).

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(c) Between Bottom Skin Ribs 1 and 27 at Stringers 1 thru 15 (but

not Stringers 8 and 11), removal of damage can be up to a 10%
decrease of skin thickness adjacent to fastener positions (that
is up to 3D from fastener).

(d) For the areas of allowable damage on the Top Skin T/E Overhang
between the Gear Rib and Rib 27, refer to Paragraph 4.G.

(e) The Wing Skin allowable damage limits shown in Paragraphs

4.B.(2)(a) thru 4.B.(2)(c) above only apply around the fasteners
that attach the Wing Skin to the Stringers. For Wing Skin allow

able damage around fasteners attaching the top wing skins to the
spar, ribs and buttstraps, refer to Figure 103, Sheets 2 and 3.
There is no Wing Skin allowable damage around fasteners attaching
the bottom wing skins to the spar, ribs, buttstraps etc.

NOTE: Blends to form a smooth polished contour with a minimum di

ameter of 30 x Max Depth.

NOTE: Damage to the Wing Skin and the Stringer is not permitted
at the same location.
(f) Repair Limits for scratches, gouges, abrasions and corrosion on
the Top Skin are shown in Figure 102, sheet 1 and 4.

For damage limitations of scratches, gouges, abrasions and corro

sion on the Top Skin T/E Overhang between the Gear Rib and Rib
27, refer to Paragraph 4.G.
(3) Dents in the Skins

For the damage limitations on dents in the top skin you must refer
to Figure 102 Sheet 2.

For the damage limitations on dents in the bottom skin you must re

fer to Figure 102 Sheet 5.
(4) Blend−out around Fastener Heads

CAUTION: DO NOT REMOVE MATERIAL FROM THE FASTENER HEADS WHEN YOU
BLEND−OUT CORROSION.

FOR THE REMOVAL OF OXIDATION FROM THE FASTENER HEADS, REFER

TO SRM CHAPTER 51−74−00 PARAGRAPH 1.D.

CAUTION: CONTACT AIRBUS IF THE BLEND−OUT IS AROUND AN OVERSIZE FAS

TENER INSTALLED AS DETAILED IN PARAGRAPH 4.F.

(a) For Top Skin corrosion at Stringer attachments:

1 In all cases when blending touches Drivmatic rivets, the rivets

are to be replaced with interference fit bolts of the next
nominal diameter (refer to SRM Chapter 57−00−00 Page Block
201).

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2 After blend−out of surface corrosion around Drivmatic rivets,

do an ultrasonic inspection for intergranular corrosion (refer
to NTM Task 57−21−25−270−801).

(b) When the blend depth at the edge of the countersink is less than
0.25 mm (0.01 in), blend−out the damage without fastener removal.

1 Make sure the corroded area/depth is within the allowable dam

age limits given in Paragraph 4.B.(2).
2 Do a High Frequency Eddy Current (HFEC) inspection to the blend
area and make sure that there is no corrosion.

(c) When the blend depth at the edge of the countersink is greater
than or equal to 0.25 mm (0.01 in), do the procedure given below
or do a temporary repair as given in Paragraph 4.B.(6).

1 Remove the fastener and blend the damage (refer to SRM Chapter
51−42−11 for fastener removal and installation).

a Make sure the corroded area/depth is within the allowable

damage limits given in Paragraph 4.B.(2).
b Do a HFEC inspection to the blend area and make sure that
there is no corrosion.

2 The removal of the fastener will:

a Prevent particles from the fastener head being embedded in

the aluminium skin while blending. This will prevent possible
dissimilar metal corrosion in the future.

b Make sure that there is no hidden corrosion under the fas

tener head.

c Prevent damage to the protective treatment of the fastener

while blending.

(5) Flap Peening after Blending

(a) Flap peening is not necessary when the blended area is less than
1 000 mm
(1.549 in
).

(b) Flap peening is necessary when the blended area is between 1 000
mm
(1.549 in
) and 19 000 mm
(29.445 in
).

(c) If the blended area is greater than 19 000 mm
(29.445 in
) you
must tell AIRBUS.

NOTE: The blended area can be one large single area or the total
of a number of adjacent blended areas. (For example a row
of adjacent fasteners within a rib bay).

(6) Temporary Repair of Corroded Areas around Fasteners

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CAUTION: DO NOT REMOVE MATERIAL FROM THE FASTENER HEADS WHEN YOU
BLEND−OUT CORROSION.
FOR THE REMOVAL OF OXIDATION FROM THE FASTENER HEADS, REFER
TO SRM CHAPTER 51−74−00 PARAGRAPH 1.D.

(a) You may do a temporary repair to areas affected by corrosion

around fasteners without fastener removal. The corroded area/depth
must be less than the allowable damage limits.
WARNING: OBEY THE MANUFACTURERS INSTRUCTIONS WHEN YOU USE CHEMICAL
CONVERSION COATING (CML NO. 13−002) AND EPOXIDE PRIMER (CML
NO. 16−006B) OR (CML NO. 16−006C). THESE MATERIALS ARE DAN

GEROUS.

(b) To do a temporary repair, remove the corrosion (Refer to SRM

Chapter 51−74−00). Visually ensure that the corrosion has been
removed (Refer to SRM Chapter 51−21−11 and SRM Chapter 51−75−12)
and apply chemical conversion coating (CML No. 13−002) and epox

ide primer (CML No. 16−006B) or (CML No. 16−006C).

NOTE: This repair is temporary because corrosion may remain under

the fastener head as the fastener is not removed.

(c) You must do a permanent repair within 4 500 FC/6 000 FH or 20

months whichever comes first.

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Repair Limits − Wing Box Skins

Figure 102 (sheet 1)

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Repair Limits − Wing Box Skins

Figure 102 (sheet 2)

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Repair Limits − Wing Box Skins

Figure 102 (sheet 3)

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Repair Limits − Wing Box Skins

Figure 102 (sheet 4)

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Repair Limits − Wing Box Skins

Figure 102 (sheet 5)

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Repair Limits − Wing Box Skins

Figure 102 (sheet 6)

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Areas of Allowable Damage on the Wing Box Skins − Scratches, Gouges, Abra

sions and Corrosion
Figure 103 (sheet 1)

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Areas of Allowable Damage on the Wing Box Skins − Scratches, Gouges,

Abrasions and Corrosion
Figure 103 (sheet 2)

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Areas of Allowable Damage on the Wing Box Skins − Scratches, Gouges,

Abrasions and Corrosion
Figure 103 (sheet 3)

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Areas of Allowable Damage on the Wing Box Skins − Scratches, Gouges, Abra

sions and Corrosion
Figure 103 (sheet 4)
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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND
AIRCRAFT TYPE GIVEN IN TABLE 104.
CAUTION: DAMAGE TO THE MANHOLE SURROUNDS IN THE BOTTOM WING SKIN, MUST BE
INSPECTED AT DEFINED INTERVALS. THE INSPECTION INSTRUCTION
REFERENCE IS 57−21−11−1−002−00 AND IS DESCRIBED IN THE STRUCTURAL
REPAIR INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR
PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY
INFORMATION.
C. Bottom Skin Area around Manhole Surrounds − Scratches, Gouges, Abrasions
and Corrosion

This paragraph contains the allowable damage and related repair data
applicable to the areas of the Bottom Wing Skin around the manhole
access panels between Ribs 1 thru 27. The manhole surround structure is
specified as follows:
− Clamped manholes between rib 1 and rib 13
− Bolted manholes between rib 13 and rib 27
− Open holes.

This data is valid for the aircraft shown in Table 104.

AIRCRAFT TYPE WEIGHT VARIANT

A320−100 000, 001, 002
000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 016
Effectivity per Weight Variant and Aircraft Type
Table 104
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the
INTRODUCTION of the SRM. Tables in the subparagraphs give the
necessary data about all weight variants and their required
information for allowable damage and repair applicability.

For the locations of damage allowed on the Bottom Skin manhole

surrounds, refer to Figure 104, sheet 1.
Damage limitations for scratches, gouges, abrasions and corrosion are
shown in Figure 104, sheets 2 and 3.

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Bottom Skin Area around Manhole Surrounds − Scratches, Gouges, Abrasions and
Corrosion
Figure 104 (sheet 1)
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Bottom Skin Area around Manhole Surrounds − Scratches, Gouges, Abrasions and
Corrosion
Figure 104 (sheet 2)
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Bottom Skin Area around Manhole Surrounds − Scratches, Gouges, Abrasions and
Corrosion
Figure 104 (sheet 3)
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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 105.
D. Top Wing Skin, Sub−Surface Intergranular Corrosion at Drivmatic Rivet
Locations (Before Modification 25843J1633) − Corrosion Limits

(1) This paragraph is applicable to the drivmatic rivet locations in the

Top Wing Skin between:
− Ribs 1 thru 10 at Stringers 12 thru 16
− Ribs 1 thru 3 at Stringer 17 (Region 2).
The allowable damage is applicable to sub−surface intergranular cor

rosion within Region 2. You must follow the instructions in this
paragraph when you repair the corrosion. You must not exceed the
limits given in this paragraph.

NOTE: This paragraph is not applicable after Modification 25843J1633

This data is valid for the aircraft shown in Table 105.

AIRCRAFT TYPE WEIGHT VARIANT

A320−100 000, 001, 002
000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 016
Effectivity per Weight Variant and Aircraft Type
Table 105
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the
INTRODUCTION of the SRM. Tables in the subparagraphs give the
necessary data about all weight variants and their required in

formation for allowable damage and repair applicability.
CAUTION: SUB−SURFACE INTERGRANULAR CORROSION IS NOT ACCEPTABLE AS PER

MANENT UNTIL ALL THE CORROSION HAS BEEN REMOVED AND THE AF

FECTED AREA REPAIRED.

(2) Allowable Damage Limits

For repair of sub−surface intergranular corrosion (Refer to Chapter

57−21−11, Page Block 201). Repair is only permitted if all of the
conditions that follow are met (Refer to Figure 105, sheet 1).

(a) All sub−surface corrosion must be in Region 2. Region 2 is be

tween Ribs 1 thru 10, Stringers 12 thru 16, and between Ribs 1
thru 3, Stringer 17 (Refer to Figure 105, sheet 2).
(b) No more than 3 rivets can be affected on any Stringer within a
Rib Bay. The same Stringer must be clear of sub−surface corrosion
in the adjacent Rib Bays. If sub−surface corrosion is found at a
Stringer location in a Rib Bay, the adjacent Stringer locations

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in the same Rib Bay must be corrosion free (Refer to Figure 105,
sheet 3).
NOTE: Surface Wing Skin corrosion to SRM limits at adjacent
Stringers (same Rib Bay) or the same Stringer (same or next
Rib Bay) is permitted. There must not be surface corrosion
outside of the SRM limits at these locations.

(c) It must be possible to remove all of the corrosion locations

with a 25.4 mm (1.0 in) diameter spotface of 3 mm (0.118 in)
depth at each affected rivet.

NOTE: Do not proceed further if you cannot meet these conditions.

Contact AIRBUS.

NOTE: If all of these conditions can be met, you must repair the
corrosion within 4 500 FC/6 000 FH or 20 months whichever
comes first.

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Allowable Damage Limits − Top Wing Skin Sub−Surface Corrosion

Figure 105 (sheet 1)

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Allowable Damage Limits − Top Wing Skin Sub−Surface Corrosion

Figure 105 (sheet 2)

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Allowable Damage Limits − Top Wing Skin Sub−Surface Corrosion

Figure 105 (sheet 3)

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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 106.
CAUTION: DAMAGE TO THE BOTTOM WING SKIN PANEL NUMBER 3 BETWEEN REAR SPAR
AND FALSE REAR SPAR, MUST BE INSPECTED AT DEFINED INTERVALS. THE
INSPECTION INSTRUCTION REFERENCE IS 57−21−11−1−003−00 AND IS DE

SCRIBED IN THE STRUCTURAL REPAIR INSPECTIONS (SRI) SECTION OF THE
SRM. YOU MUST INFORM YOUR PLANNING DEPARTMENT AND PROVIDE THEM
WITH THE NECESSARY INFORMATION.
E. Bottom Skin Panel Number 3 − Area between Rear Spar and False Rear Spar

(1) This paragraph contains the allowable damage and related repair data
applicable to the Trailing Edge of the Bottom Skin Panel Number 3.

This area is contained within the boundaries of the Inner Rear Spar
datum and the False Rear Spar datum (Refer to Figure 106).

You must follow the instructions in this topic when you repair the
corrosion.

This data is valid for the aircraft shown in Table 106.

AIRCRAFT TYPE WEIGHT VARIANT

A320−100 000, 001, 002
000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 016
Effectivity per Weight Variant and Aircraft Type
Table 106
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the
INTRODUCTION of the SRM. Tables in the subparagraphs give the
necessary data about all weight variants and their required in

formation for allowable damage and repair applicability.
(2) Allowable Damage Limits

CAUTION: CORROSION REMOVAL IS NOT ACCEPTABLE AS A PERMANENT SOLUTION

UNTIL ALL THE CORROSION HAS BEEN REMOVED AND THE AFFECTED
AREA REPAIRED.

(a) For areas of allowable damage and panel thicknesses, refer to

Figure 106, Sheet 1).
1 Find the original panel thickness in the damage area.

2 Blend out the corrosion (Refer to Chapter 51−74−00).

3 Measure the resultant panel thickness.

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WARNING: OBEY THE MANUFACTURERS INSTRUCTIONS WHEN YOU USE CHEMI

CAL CONVERSION COATING (CML NO. 13−002) AND EPOXIDE
PRIMER (CML NO. 16−006B) OR (CML NO. 16−006C). THESE
MATERIALS ARE DANGEROUS.

4 If the thickness is equal to or greater than the minimum al

lowable resultant panel thickness listed in the Table in Figure
106 sheet 1, reprotect the exposed metal surfaces with chemical
conversion coating (CML No. 13−002) (Refer to Chapter 51−21−11)
and epoxide primer (CML No. 16−006B) or (CML No. 16−006C) (Re

fer to Chapter 51−75−12).

5 If the thickness is less than the minimum allowable resultant

panel thickness listed in the Thickness Table (see Figure 106,
sheet 1), then a repair is necessary. For Zones A and B (see
Figure 106, sheet 2), refer to Page Block 201 for a specific
repair. For areas outside these Zones, you must contact AIRBUS.

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Allowable Damage Limits − Bottom Skin Panel Number 3

Figure 106 (sheet 1)

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Allowable Damage Limits − Bottom Skin Panel Number 3

Figure 106 (sheet 2)

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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 107.
CAUTION: DAMAGE TO THE TOP AND BOTTOM WING SKIN STRINGERS, MUST BE IN

SPECTED AT DEFINED INTERVALS. THE INSPECTION INSTRUCTION REFERENCE
IS 57−21−11−1−004−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR IN

SPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR PLANNING
DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY INFORMATION.
F. Fastener oversize holes at Skin to Stringer and Skin to Stringer/Rib
locations on the Top and Bottom Wing Skins

This paragraph contains the allowable fastener repair limits for oversize
holes in the structure that follows:
− Top and Bottom Wing Skins to Stringer fastener holes
− Top and Bottom Wing Skins to Stringer/Rib fastener holes.
This data is valid for the aircraft shown in Table 107.

AIRCRAFT TYPE WEIGHT VARIANT

000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 014, 015, 016, 017, 018
Effectivity per Weight Variant and Aircraft Type
Table 107
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the INTRODUC

TION of the SRM. Tables in the subparagraphs give the necessary
data about all weight variants and their required information for
allowable damage and repair applicability.
CAUTION: FOR THE ORIGINAL FASTENER TYPE AND DIAMETER REFER TO THE FAS

TENER SPECIFIED ON THE PRODUCTION DRAWING.

(1) This allowable damage gives instructions to replace top and bottom
wing skins to stringer and rib attachment bolts that are damaged or
removed as part of a repair and require a full oversize of plus
1/16 in (1.588 mm) above the original fastener size diameter, pro

viding the repair area has not been reworked by blend−out of skin,
rib or stringer at the fastener location. For general instructions
related to this allowable damage data, refer to Chapter 51−43−00.

(2) In areas where the repair area has been reworked by blend out of
skin, rib or stringer at the fastener location for general instruc

tions on replacement of bolts that require 1st and 2nd oversize re

pair fasteners above the original fastener diameter, refer to Chapter
51−43−00.

(3) If the oversize nut will not seat without spot−facing or adding a
pad washer, contact AIRBUS.

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(4) Fastener holes to be at 90 degrees to the surface of stringer flange

with a tolerance of plus or minus 0.5 degrees.
(5) The countersink head of the repair fastener must comply with the
limits and conditions shown in Chapter 51−46−11 (Countersinking Me

tallic Structure).

(6) The minimum skin thickness requirements for the repair fastener are
given in Chapter 51−46−11.
(7) For fastener repair limits on the bottom wing skin at skin to
stringer locations, refer to Figure 107 sheets 1 thru 4 and 8.

For fastener repair limits on the top wing skin at skin to stringer
locations, refer to Figure 107 sheets 1, 2, 5, 6 and 8.

NOTE: For skin to stringer fasteners not shown as a full oversize of

plus 1/16 in (1.588 mm) in Figure 107 sheets 3 thru 6, refer
to Chapter 51−43−00 for 1st and 2nd oversize repair limits. For
Drivmatic rivets on top skin refer to Paragraph 4.B.(4)(a).

(8) For fastener repair limits on the top and bottom wing skins at skin
to stringer/rib locations, refer to Figure 107 sheets 1, 7 and 8.

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 1)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 2)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 3)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 4)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 5)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 6)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 7)

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Top and Bottom Wing Skins − Repair Fastener Oversize Limits

Figure 107 (sheet 8)

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CAUTION: OBEY THE ALLOWABLE DAMAGE EFFECTIVITY PER WEIGHT VARIANT AND AIR

CRAFT TYPE GIVEN IN TABLE 108.
CAUTION: DAMAGE TO THE TOP SKIN T/E OVERHANG IS NOT ALLOWED IN 100 MM
(3.937 IN) OR LESS FROM THE EDGE OF ANY REPAIR PLATE.

THE ALLOWABLE DAMAGE LIMITS ARE NOT ALLOWED IN COMBINATION WITH

DAMAGE TO THE REAR SPAR OR SKINS WITHIN THE SAME RIB BAY UP TO
FIRST STRINGER FORWARD OF REAR SPAR.
G. Wing Box Top Skin T/E Overhang

This paragraph contains the allowable damage and related data applicable
to the Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27.
This data is valid for the aircraft shown in Table 108.

AIRCRAFT TYPE WEIGHT VARIANT

000, 001, 002, 003, 004, 005,
A320−200 006, 007, 008, 009, 010, 011,
012, 013, 014, 015, 016, 018
Effectivity per Weight Variant and Aircraft Type
Table 108
NOTE: Refer to Paragraph 23 ‘Weight Variant Information’ in the INTRODUC

TION of the SRM. Tables in the subparagraphs give the necessary
data about all weight variants and their required information for
allowable damage and repair applicability.

(1) The allowable damage blend rework data is applicable to the structure
and locations that follow:
− Top Skin T/E Overhang, aft of False Rear Spar not extending under
Fittings
− Top Skin T/E Overhang, aft of Rear Spar not extending under Fit

tings
− Top Skin T/E Overhang, aft of False Rear Spar extending under Fit

tings
− Top Skin T/E Overhang, aft of Rear Spar extending under Fittings.
NOTE: Fittings are attachments such as Spoiler Hinges and Riblets but
not T/E Seal Plates or related Butt Straps.

(2) The minimum skin thickness at repair fastener must be as given in

Chapter 51−46−11, Table 1.
NOTE: For Skin Thickness Tables, refer to Chapter 57−21−11 Page Block
001.

(3) For Damage Locations, Blend Depths, Repair Category and Inspection
Instruction Reference, refer to the Tables as given below:
− Top Skin T/E Overhang, aft of False Rear Spar not extending under
Fittings − refer to Table 109

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− Top Skin T/E Overhang, aft of Rear Spar not extending under Fit

tings − refer to Table 110
− Top Skin T/E Overhang, aft of False Rear Spar extending under Fit

tings − refer to Table 111
− Top Skin T/E Overhang, aft of Rear Spar extending under Fittings −
refer to Table 112.

(4) Allowable Damage Location/Criteria

NOTE: The text 3D refers to a distance of 3 x D, where D is the
diameter of the hole. The dimension 3D is measured from the
center line of the fastener hole.

MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
Gear Rib Outer to Inner Jack
50 A −
Rib (WX2440 to WX3386)
Flap Drive Bracket, Damage <
50 A −
3D from Fastener
Inner Jack Rib to Outer Jack 25 A −
Rib (WX3386 to WX3622) 50 B 57−21−11−1−005−00
Outer Jack Rib to Rib 7A 10 A −
(WX3622 to WX4013) 30 B 57−21−11−1−005−00
10 A −
Rib 7A to Spoiler
p 1 Outer 30
Hinge (WX4013 to WX4349) 40 B 57−21−11−1−005−00
50
Spoiler 1 Outer Hinge (WX4349)
10 A −
to Rib 9
Top Skin T/E Overhang, Aft of False Rear Spar Not Extending Under Fittings −
Allowable Damage Location/Criteria
Table 109
MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
Rib 9 to Rib 11 10 A −
10 A −
Rib 11 to Rib 12 20
B 57−21−11−1−006−00
45
Table 110

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MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
Rib 12 to Rib 14 10 A −
10 A −
Rib 14 to Rib 15
30 B 57−21−11−1−006−00
Rib 15 to Rib 17 10 A −
Cruise Roller Bracket, Damage
10 A −
< 3D from Fastener
10 A −
20
Rib 17 to Rib 19
25 B 57−21−11−1−006−00
50
Rib 19 to Rib 20 10 A −
10 A −
35
Rib 20 to Rib 21
40 B 57−21−11−1−006−00
50
10 A −
Rib 21 to Rib 22
30 B 57−21−11−1−006−00
Rib 22 to Rib 23 − Before
10 A −
Modification 25763J1599
Rib 22 to Rib 23 − After Mod
30 A −
ification 25763J1599 50 B 57−21−11−1−006−00
Aileron Jack Fittings 1 and 2,
50 A −
Damage < 3D from Fastener
Aileron Hinge Fittings 2 and
50 A −
3, Damage < 3D from Fastener
Rib 23 to Rib 27 50 A −
Top Skin T/E Overhang, Aft of Rear Spar Not Extending Under Fittings − Al

lowable Damage Location/Criteria
Table 110

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MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
Gear Rib Outer to Rib 6A
50 A −
(WX2440 to WX3059)
Flap Drive Bracket, Damage <
50 A −
3D from Fastener
Rib 6A to Inner Jack Rib 45 A −
(WX3059 to WX3386) 50 B 57−21−11−1−007−00
15 A −
Inner Jack Rib to O
Outer
ter Jack
40
Rib (WX3386 to WX3622) B 57−21−11−1−007−00
50
20
Outer
O ter Jack Rib to Rib 7A
25 B 57−21−11−1−007−00
(WX3622 to WX4013)
30
20
Rib 7A to Spoiler 1 Outer
O ter
30 B 57−21−11−1−007−00
Hinge (WX4013 to WX4349)
50
Spoiler 1 Outer Hinge (WX4349)
10 B 57−21−11−1−007−00
to Rib 9
Top Skin T/E Overhang, Aft of False Rear Spar Extending Under Fittings − Al

lowable Damage Location/Criteria
Table 111
MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
Rib 9 to Rib 11 10 B 57−21−11−1−008−00
10
Rib 11 to Rib 12 B 57−21−11−1−008−00
35
Rib 12 to Rib 14 10 B 57−21−11−1−008−00
Rib 14 to Rib 15 25 B 57−21−11−1−008−00
Rib 15 to Rib 17 10 B 57−21−11−1−008−00
Cruise Roller Bracket, Damage
10 B 57−21−11−1−008−00
< 3D from Fastener
Top Skin T/E Overhang, Aft of Rear Spar Extending Under Fittings − Allowable
Damage Location/Criteria
Table 112

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MAXIMUM BLEND
INSPECTION
DEPTH (% OF REPAIR
DAMAGE LOCATION INSTRUCTION REF

ORIGINAL SKIN CATEGORY
ERENCE
THICKNESS)
10
Rib 17 to Rib 19 15 B 57−21−11−1−008−00
45
Rib 19 and Rib 20 10 B 57−21−11−1−008−00
25
Rib 20 to Rib 21 30 B 57−21−11−1−008−00
50
Rib 21 to Rib 22 30 B 57−21−11−1−008−00
Rib 22 to Rib 23 − Before
10 A −
Modification 25763J1599
Rib 22 to Rib 23 − After Mod
20 A −
ification 25763J1599 50 B 57−21−11−1−008−00
Aileron Jack Fittings 1 and 2,
50 A −
Damage < 3D from Fastener
Aileron Hinge Fittings 2 and
50 A −
3, Damage < 3D from Fastener
Rib 23 to Rib 27 50 A −
Top Skin T/E Overhang, Aft of Rear Spar Extending Under Fittings − Allowable
Damage Location/Criteria
Table 112
(5) Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27 −
Allowable Damage

This allowable damage applies to the removal of damage by blending

on the upper and lower surfaces of the Top Skin T/E Overhang between
the Gear Rib and Rib 27. Remove all damage to a smooth polished
contour and compare with the limits of damage given in paragraphs
4.G.(5)(a) thru 4.G.(5)(d).

When the blend depth at the edge of countersink is less than 0.25
mm (0.01 in), then the fastener can stay in position. When the blend
depth at the edge of countersink is equal to or more than 0.25 mm
(0.01 in), then you must do one of the two procedures:
− remove the fastener before you blend
− perform a temporary repair.

For related data on blending, fastener removal, temporary repair, re−

protection and shimming, refer to Repair Instruction R572−58998.

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CAUTION: DAMAGE TO THE TOP SKIN T/E OVERHANG, AFT OF FALSE REAR SPAR
NOT EXTENDING UNDER FITTINGS, MUST BE INSPECTED AT DEFINED
INTERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−005−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR
INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR
PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY IN

FORMATION.

(a) Top Skin T/E Overhang, aft of False Rear Spar not extending un

der Fittings − Scratches, Gouges, Abrasions and Corrosion

For the areas of allowable damage, refer to Figure 108, sheets 1

and 2.

Damage limitation for scratches, gouges, abrasions and corrosion

are shown in Figure 108, sheets 3 and 4.

NOTE: If damage exists on both upper and lower surfaces in one

Rib bay, refer to Figure 108, sheet 4 for minimum dimension
between damage on upper and lower surface. There is no re

striction for blends on the same surface side.
CAUTION: DAMAGE TO THE TOP SKIN T/E OVERHANG, AFT OF REAR SPAR NOT
EXTENDING UNDER FITTINGS, MUST BE INSPECTED AT DEFINED IN

TERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−006−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR
INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR
PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY IN

FORMATION.

(b) Top Skin T/E Overhang, aft of Rear Spar not extending under Fit

tings − Scratches, Gouges, Abrasions and Corrosion

For the areas of allowable damage, refer to Figure 108, sheets 1

and 2.

Damage limitation for scratches, gouges, abrasions and corrosion

are shown in Figure 108, sheets 3 and 4.

NOTE: If damage exists on both upper and lower surfaces in one

Rib bay, refer to Figure 108, sheet 4 for minimum dimension
between damage on upper and lower surface. There is no re

striction for blends on the same surface side.

CAUTION: DAMAGE TO THE TOP SKIN T/E OVERHANG, AFT OF FALSE REAR SPAR
EXTENDING UNDER FITTINGS, MUST BE INSPECTED AT DEFINED IN

TERVALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−007−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR
INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR
PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY IN

FORMATION.

(c) Top Skin T/E Overhang, aft of False Rear Spar extending under
Fittings − Scratches, Gouges, Abrasions and Corrosion

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For the areas of allowable damage, refer to Figure 108, sheets 1

and 2.
Damage limitation for scratches, gouges, abrasions and corrosion
are shown in Figure 108, sheets 3 and 4.

NOTE: If damage exists on both upper and lower surfaces in one

Rib bay, refer to Figure 108, sheet 4 for minimum dimension
between damage on upper and lower surface. There is no re

striction for blends on the same surface side.

CAUTION: DAMAGE TO THE TOP SKIN T/E OVERHANG, AFT OF REAR SPAR EX

TENDING UNDER FITTINGS, MUST BE INSPECTED AT DEFINED INTER

VALS. THE INSPECTION INSTRUCTION REFERENCE IS
57−21−11−1−008−00 AND IS DESCRIBED IN THE STRUCTURAL REPAIR
INSPECTIONS (SRI) SECTION OF THE SRM. YOU MUST INFORM YOUR
PLANNING DEPARTMENT AND PROVIDE THEM WITH THE NECESSARY IN

FORMATION.

(d) Top Skin T/E Overhang, aft of Rear Spar extending under Fittings
− Scratches, Gouges, Abrasions and Corrosion
For the areas of allowable damage, refer to Figure 108, sheets 1
and 2.

Damage limitation for scratches, gouges, abrasions and corrosion

are shown in Figure 108, sheets 3 and 4.

NOTE: If damage exists on both upper and lower surfaces in one

Rib bay, refer to Figure 108, sheet 4 for minimum dimension
between damage on upper and lower surface. There is no re

striction for blends on the same surface side.

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Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27 − Allowable
Damage
Figure 108 (sheet 1)
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Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27 − Allowable
Damage
Figure 108 (sheet 2)
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Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27 − Allowable
Damage
Figure 108 (sheet 3)
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Wing Box Top Skin T/E Overhang between the Gear Rib and Rib 27 − Allowable
Damage
Figure 108 (sheet 4)

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