MIL-HDBK-1530B(USAF)
5.3.2.3 Inspections. Inspection programs should be conducted as an integral part of the full-scale airframe durability test. The inspection programs should be reviewed by the SPO and the contractor. These inspection programs should consist of:
a. monitored progress of the durability test and verification or redefinition of the analytically- defined critical areas,
b. design inspections in accordance with verification of Durability tests - Inspections (4.11.1.2.2.e)
in JSSG-2006, and
5.3.2.2.
c. special inspections to monitor the status of critical areas and to support the milestone schedule of
5.3.2.4 Test duration. The minimum durability test duration should be defined per the verification guidance of Durability tests (4.11.1.2.2) in JSSG-2006. It may be advantageous to the U.S. Air Force to continue testing beyond the minimum requirement to: 1.) determine life-extension capabilities, 2.) validate design-life capability for usage that is more severe than design usage, 3.) validate repairs, modifications, and changes, and
4.) support damage tolerance requirements.
5.3.3 Damage tolerance tests. Verification guidance for damage tolerance tests is contained in subparagraph b of Residual strength and damage growth limits (4.12.2.b) in JSSG-2006. Prior to initiation of testing, the test plans, procedures, and schedules should be reviewed by the SPO and the contractor. The intent should be to conduct damage tolerance tests on existing test hardware. This may include use of components and assemblies of the design development tests as well as the full-scale static and durability test articles. When necessary, additional structural components and assemblies should be selected, fabricated, and tested.
5.3.4 Flight and ground operations tests. Verification guidance for detail planning for flight and ground operations tests is found in Ground loading conditions (4.4.2) in JSSG-2006. An air vehicle in the early System Development & Demonstration phase should be used to perform the flight and ground operations tests. Load measurements should be made by the strain gage or pressure survey methods commensurate with the latest
state-of-the-art, usually installed during production buildup. An additional air vehicle, sufficiently late in the production program to ensure obtainment of the final configuration, should be the backup air vehicle for these flight tests and should be instrumented similarly to the primary test air vehicle. These tests should include a flight and ground loads survey and dynamic response tests.
5.3.4.1 Flight and ground loads survey. The flight and ground loads survey program should consist of an instrumented and calibrated air vehicle operated within and to the extremes of its limit structural design envelope to measure the resulting loads and, if appropriate, to also measure pertinent temperature profiles on the air vehicle structure. The objectives of the loads survey should be as follow:
a. Verify the structural loads and temperature analysis used in the design of the airframe.
distribution.
b. Evaluate loading conditions which produce the critical structural load and temperature
c. Determine and define suspected new critical loading conditions which may be indicated by the investigations of structural flight conditions within the design-limit envelope.
5.3.4.2 Dynamic response tests. The dynamic response tests should consist of an instrumented and calibrated air vehicle operated to measure the structural loads and inputs while flown through atmospheric turbulence and during taxi, takeoff, towing, landing, refueling, store ejection, etc. The objectives should be to obtain flight verification and evaluation of the elastic response characteristics of the structure to these dynamic load inputs so the loads analysis, fatigue analysis, and interpretation of the operational loads data can be substantiated or corrected.
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