its.ME.lah
In addition to everyone else's comments... another perspective/implications based on hard-lessons-learned [military].
Primary structure is required for continued safe flight: in-flight failure can cause major structural damage and may/may not cause loss of a major component [engine, weapons pylon, etc], loss of individual human life or loss of the aircraft.
Secondary structure is not absolutely required for continued safe flight. In-flight failure may result in degraded function and/or actual 'dropped/lost/ component/assembly. NOTE: IF aircrew is unaware of damage then this may become a deadly serious problem. NOTE: Sometimes a 'dropped-object'... even though it is benign to the survival of the aircraft... can create a host of political/economic or public-safety issues when it hits the ground/roof/car/person, etc.
Class of repair = class of damage.
Minor damage
I tend to see 'minor repairs' and gouge/scratch/corrosion/small crack repairs... where hand-sanding to remove the Kt or pitting, and/or stop-drill-rivet-fill of small crack-tips, followed by restoration of corrosion protection finishes and moisture/pressure sealing.
Major damage
Flight safety and airworthiness not immediate concern; but will become a concern in relative near term. IF un-repaired, then may evolve to be (a) economically infeasible to repair; or may become (b) non-airworthy [critical] and cause grounding or possible in-flight failure.
Critical damage
Damage-repair cannot be deferred/postponed due to possibility of immanent failure an/or economic infeasible to salvage-repair the component/airframe.
Type of repair
Permanent = Full expectation that no further repair required during remaining lifetime of the aircraft.
Life-limited = repair life is expected to no greater than a specified service intervals W/WO inspections.
Temporary/restricted = repairs that allow less than 1/2 a typical service interval but allows aircraft to be flown full mission capable for a short period or to be flown partial mission capable for a slightly longer period. Flying limits are strictly observed, such as gross takeoff weight, G-load, speed, distances, etc.
Battle Damage [ferry] = minimal/partial required repairs that allow reasonably safe restricting the aircraft to extremely short duration flight, minimum crew and no payload, and which allows it to be ferried safely to a suitable location for major repair [W/WO imposed flight limits and total flying hour limits]. In some cases these type repairs may not be feasible; forcing the repairs to be accomplished on-site; or causing the airframe to be scrapped on-sight.
IF battle damage repair is really a critical temp repair then the entire world has to know about it and real action taken as early as practical to ensure specified flight/hour limits are not over-flown. NOTE: I have done 'battle damage' type repairs used simply to get aircraft safely back to USAF Depots for major repair [W/WO imposed flight limits and total flying hour limits]; or to get the airframe to Davis-Monthan AFB ['the desert'] for permanent grounding/storage/salvage/demolition.
NOTE: Any 'life limited repair' should actually be designed to last ~2X longer than intended or imagined. Reason: temporary repairs can 'over-flown' by circumstances beyond everyone's control... or may be 'forgotten' in the heat of flying missions.... or may prove tempting to 'get one-more-flight out of the acft. YES THIS HAS HAPPENED [TO ME] MANY TIMES!!!
Regards, Wil Taylor
o Trust - But Verify!
o We believe to be true what we prefer to be true. [Unknown]
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