MIL-HDBK-1530B(USAF)
2.3 Non-Government publications. The following documents form a part of this document to the extent specified herein. Unless otherwise specified, the issues of the documents which are DoD adopted are those listed in the latest issue of the DoDISS, and supplement thereto.
METALS AND CERAMICS INFORMATION CENTER
MCIC-HDBK-01 Damage Tolerance Design Handbook
(Copies are available from Metals and Ceramics Information Center, Battelle Memorial Institute, 505 King
Avenue, Columbus OH 43201-2681; [614] 424-5000.)
INTERNATIONAL SOCIETY OF ALLIED WEIGHT ENGINEERS, INC.
SAWE RP No. 7 Mass Properties Management and Control for Military Aircraft
(Copies are available from Society of Allied Weight Engineers, P.O. Box 60024, Terminal Annex, Los
Angeles CA 90060-0024; https://www.sawe.org.)
2.4 Order of precedence. In the event of a conflict between the text of this document and the references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.
3. DEFINITIONS
3.1 Corrosion. The deterioration of a material in its environment.
3.2 Damage tolerance. Damage tolerance is the attribute of a structure that permits it to retain its required residual strength for a period of unrepaired usage after the structure has sustained prescribed levels of fatigue, corrosion, and accidental or discrete source damage such as (a) unstable propagation of fatigue cracks, (b) unstable propagation of initial or service induced damage, and/or (c) impact damage from a discrete source.
3.3 Design service goal. The design service goal is the period of time (in flight cycles/hours) established at design during which the structure will be reasonably free from significant structural degradation.
3.4 Durability. Durability is the ability of the airframe to resist cracking (including stress corrosion and hydrogen-induced cracking), corrosion, thermal degradation, delamination, wear, and the effects of foreign object damage for a prescribed period of time.
3.5 Economic life. This is the operational service period during which there is no significant departure from the cost burden associated with the Force Structural Maintenance Plan for a newly-manufactured air vehicles, based on an evaluation of data developed during full-scale development. The economic life is indicated by the results of the durability test program; i.e., test performance interpretation and evaluation in accordance with JSSG-2006. The economic life should be evaluated with the incorporation of U.S. Air Force-approved and committed production or retrofit changes and the supporting application of the force structural inspection and maintenance documentation in accordance with this handbook. In general, production or retrofit changes will be incorporated to correct local design and manufacturing deficiencies disclosed by test. It will be assumed that the economic life of the test article has been attained with the occurrence of fatigue cracking which could be uneconomical to repair and, if not
repaired, could cause functional problems which affect operational readiness. This may sometimes be characterized by a rapid increase in the number of damage locations or repair costs as a function of cyclic test time.
3.6 Fail-safe. Fail-safe is that attribute of the structure that permits it to retain its required residual strength for a period of unrepaired usage after the failure or partial failure of a Principal Structural Element (PSE).
3.7 Initial quality. Initial quality is a measure of the condition of the airframe relative to flaws, defects, or other discrepancies in the basic materials or introduced during manufacture of the airframe.
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