All repairs to airframes now need to be assessed as to their effect on the damage tolerance the aircraft. To this end this Chapter first discusses difference between the analysis tools needed for ab initio design and aircraft sustainment. It is shown that using small or physically short crack da/dN versus ∆K data results in reduced through life costs and increased aircraft availability. The tests procedures needed to validate composite, or supersonic particle deposition (SPD), repairs to operational aircraft are also discussed as is their relationship to the ASTM fatigue test standard E647-13a. This leads to an examination of the problem of crack growth from small naturally occurring material discontinuities under operational load spectra. A range of tools are available to account for crack growth in operational aircraft and several such tools are discussed, 2 Reference [2] also provides an historical perspective as to how the military, the Federal Aviation Administration (FAA) and industry have dealt with these threats. 3 Widespread fatigue damage (WFD) is defined [11] as the simultaneous presence of cracks at multiple structural locations that are of sufficient size and density such that the structure will no longer meet the residual strength requirements of FAR section §25.571(b). 4 Damage tolerance requirements were not adopted by the FAA until 1978, see [12]. 5 Limit of validity-The period of time (in flight cycles, flight hours, or both) up to which widespread fatigue damage will not occur in the airplane structure.