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4.3.6.2.7 Details of re-protection, both primary and secondary, should be adequately specified for each area.
4.3.6.2.8  Recording and reporting procedures should be defined.
Note 1.— Recording is particularly important in the case of corrosion control so that at subsequent inspection the control of corrosion can be demonstrated.
Note 2.— In some cases it may be appropriate to include the corrosion control programme directly in the aircraft inspection programme.
Note 3.— A means of corrosion control is by use of water-displacing corrosion-inhibiting fluids (see
4.3.9 of this Chapter).
4.3.6.3 Structural modifications and associated inspections
4.3.6.3.1  This programme should contain, for all locations on the aircraft where there is a known history or hazard of cracking, details of modifications or replacement action that will reduce or eliminate the need for repetitive inspection to maintain structural integrity.
4.3.6.3.2 Appropriate times for accomplishment of these modifications should be established.
4.3.6.3.3  For aeroplanes certificated to damage tolerance requirements, the type design organization, in conjunction with operators, is expected to implement the review at appropriate time and frequency, of structurally related inspection and modification service bulletins to determine the validity of the design assumptions and hypothesis made for the type certification to damage tolerance requirements. This review should encompass damage tolerance criteria used and assumptions made for the type certification of aeroplane structures in order to assess whether or not they were conducive to an effective inspection programme and if weak fatigue prone/deficient design areas were left unidentified or underestimated at the time of type certification as, by contrast evidenced by the service experience or by the ongoing fatigue/damage tolerance testing after the type certification. The review should also serve as basis for complementing – when appropriate commensurate to the resulting potential airworthiness concern – the structural integrity programme with elements for widespread fatigue damage (WFD) assessment as well as for coping with human errors and human performances limitations associated with the inspections.
4.3.6.3.4 For aeroplanes not certificated to damage tolerance requirements, the type design organization, in conjunction with operators, is expected to initiate a review of all structurally related inspection and modification service bulletins to determine which require further actions to ensure continued airworthiness, including mandatory modification action or enforcement of special repetitive inspections. Any aeroplane primary structural components that would require frequent repeat inspection, or where the inspection is difficult to perform, taking into account the potential airworthiness concern, should properly consider the human factors associated with the inspection, so as to minimize human error. 
Note.— In areas where the inspections are difficult, cover extensive areas or are frequently repetitive, it is likely that modification or replacement action will be made mandatory.
4.3.6.4 Repair assessment methodology
4.3.6.4.1 The repair assessment need only be conducted on aeroplanes that were not designed and certificated to damage tolerance principles. 
4.3.6.4.2  Historically, aircraft (non-damage tolerant aircraft only – may be redundant for modern aircraft) have commonly been repaired on the basis of the design requirements applicable when the aircraft was first certificated. Many structural repair manuals still retain this concept and, as a result, repairs have been designed on an equivalent static strength basis with little regard for fatigue, crack growth or residual strength. As an example, repairs to pressure cabin skins can still be observed being carried out by stop-drilling a crack and riveting on a patch of the same or greater thickness, extending beyond the critical crack length and with no specific non-destructive inspections being introduced.
　
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