Narrative:

An inspector issued a write up against an A319 aircraft reading; 'bulge in aircraft skin left side; 4' aft of frame 21 at stringer (str) 39-left (left); approximately 2' long by 1' wide'. Upon inspection of the of the damage; it measured 2.1' long; 0.9' wide and 0.085' deep. The inspector wrote up the damage as a bulge. The term bulge does not exist in the A319 structural repair manual (srm). After consulting engineering; it was decided to treat the damage as an outward dent. Engineering assisted in finding the correct section of the srm; namely chapter 53-11-11; diagram 103; pages 131/132. I determined the skin thickness to be 0.079' and the depth as 0.085'. These parameters allow the aircraft to fly 3000 flight cycles before a repair is required; with no provisions for a visual or ndt recheck. I was informed later that during a 'C' check inspection; what was possibly a crack was found on the damaged area. The paint was removed revealing a hairline crack. The aircraft was sent to heavy maintenance whereupon after open-up; corrosion was found and repairs made to the damaged area. I believe this situation occurred due to a lack of resources and a lack of communication. The lack of resources being a result of the A319 srm not specifying a more complete inspection internally if required and it should call out a need to re-check for cracks and damage either visually; or with non-destructive testing (ndt). The lack of communication occurred as a result of the A319 srm not calling out the need to send recheck information (as there is no re-check) to downline maintenance stations. Our carrier's procedures manual requires a reference to create a recheck follow-up.the A319 srm was followed to the letter and no crew or subsequent maintenance personnel identified a crack until it formed visually. The srm would better serve maintenance with recheck provisions to find cracks sooner. The procedures manual should allow maintenance personnel the flexibility of issuing recheck follow-ups; as they deem necessary. In addition; the term bulge should be defined and addressed in the airbus srm.

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Original NASA ASRS Text

Title: A Line Mechanic reports he deferred an Inspector's write-up for a 'Bulge in an A319 aircraft external skin' with support from their Engineering Department; without any provisions for a Visual or Non-Destructive Testing (NDT) Re-check. A hairline crack was found later with corrosion during a C-Check Fuselage Inspection.

Narrative: An Inspector issued a write up against an A319 aircraft reading; 'Bulge in aircraft skin left side; 4' aft of Frame 21 at Stringer (STR) 39-L (left); approximately 2' long by 1' wide'. Upon Inspection of the of the damage; it measured 2.1' long; 0.9' wide and 0.085' deep. The Inspector wrote up the damage as a bulge. The term bulge does not exist in the A319 Structural Repair Manual (SRM). After consulting Engineering; it was decided to treat the damage as an outward dent. Engineering assisted in finding the correct section of the SRM; namely Chapter 53-11-11; diagram 103; pages 131/132. I determined the skin thickness to be 0.079' and the depth as 0.085'. These parameters allow the aircraft to fly 3000 flight cycles before a repair is required; with NO provisions for a Visual or NDT recheck. I was informed later that during a 'C' Check Inspection; what was possibly a crack was found on the damaged area. The paint was removed revealing a hairline crack. The aircraft was sent to Heavy Maintenance whereupon after Open-up; corrosion was found and repairs made to the damaged area. I believe this situation occurred due to a lack of resources and a lack of communication. The lack of resources being a result of the A319 SRM not specifying a more complete Inspection internally if required and it should call out a need to re-check for cracks and damage either Visually; or with Non-Destructive Testing (NDT). The lack of communication occurred as a result of the A319 SRM not calling out the need to send recheck information (as there is no re-check) to downline Maintenance stations. Our carrier's Procedures Manual requires a reference to create a recheck follow-up.The A319 SRM was followed to the letter and no Crew or subsequent Maintenance personnel identified a crack until it formed visually. The SRM would better serve Maintenance with recheck provisions to find cracks sooner. The Procedures Manual should allow Maintenance personnel the flexibility of issuing recheck follow-ups; as they deem necessary. In addition; the term bulge should be defined and addressed in the Airbus SRM.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.