All damage must be classified to determine what repair action should be taken. Ultimately, all discrepancies will be placed into one of three categoriesnegligible damage, nonrepairable damage, or repairable damage. The decision concerning disposition must be made considering the requirements of the aircraft, the particular parts involved, the limitations that can be placed on the repaired aircraft, the degree of urgency, and any other circumstances impacting the situation.

Negligible damage is damage that can be permitted to exist "as is," or corrected by a single cosmetic refinishing procedure with no restrictions on flight operations. This damage may also include some delamination, disbonds, and voids. See figure 14-25.

Nonrepairable damage exceeds published criteria or limits. Nonrepairable damage may be reclassified as repairable, if cognizant engineering authority prescribes a repair on an individual basis. Normally, nonrepairable damage requires the changing of components.

Repairable damage is any damage to the skin, bond, or core that cannot be allowed to exist "as is" without placing performance restrictions on the

Figure 14-25.-Example of negligible damage on composite material.

aircraft. All permanent repairs must be structural, restore load-carrying capabilities, meet aerodynamic smoothness requirements, and meet the environ- mental durability requirements of the aircraft. See figure 14-26. Repairable damage is divided into several classifications. The aircrafts structural repair manual (SRM) provides the approved repair procedures for all levels of maintenance. Information contained in the SRM includes damage classifications, inspection procedures, typical repair procedures, and tool and material lists. Damage exceeding any of these classifications require engineering disposition. The examples listed below may vary somewhat, depending upon the type of

Figure 14-26.-Example of repairable damage on composite material.

aircraft and the specific location of the damage on the aircraft.