MIL-STD-1530C(USAF)
human factors, and the resulting assumed detectable flaw size. Alternate inspection capability estimates may be used if demonstrated using the guidance of MIL-HDBK-1823 and as approved by the Nondestructive Inspection Requirements Review Board.
5.4.3.3 Surveillance.
A surveillance program shall be developed to improve estimates of the in-service times when damage requires maintenance actions (inspections, repairs, modifications or retirements, etc.). Two essential components of a surveillance program are an ACI Program and a Structural Teardown Program.
5.4.3.3.1 Analytical Condition Inspection (ACI) Program.
An ACI Program shall be conducted throughout the life of the aircraft per Air Force Materiel Command Instruction (AFMCI) 21-102. Corrosion, fatigue, and other damage scenarios shall be considered in the selection of inspection locations and schedules for the aircraft structure. Aircraft scheduled for the ACI Program based on Individual Aircraft Tracking (IAT) estimates of structural damage shall be referred to as Lead the Fleet (LTF) aircraft. The ACI Program shall be conducted with special emphasis on determination of when and where corrosion occurs and on prototypes of NDI and repair actions.
5.4.3.3.2 Structural Teardown Program.
A Structural Teardown Program may be required if an aircraft is expected to operate beyond its design service life or if there is evidence of extensive damage that may jeopardize the aircraft's structural integrity. The need for and timing of a Structural Teardown Program shall be based on force management updates described in 5.5.6.
5.4.3.4 Repair criteria.
Allowable damage limits and damage growth rates shall be established to develop repair concepts for structural components and assemblies. Structural analyses shall be used to establish repair designs and to identify post-repair inspection requirements.
5.4.4 Loads/Environment Spectra Survey (L/ESS) development.
A system to perform a loads/environment spectra survey (L/ESS) shall be developed to obtain actual usage data that can be used to update or confirm the original design spectrum. A sufficient number of aircraft shall be instrumented to achieve a 20-percent valid data capture rate of the fleet usage data. L/ESS systems shall record time-history data such as vertical and lateral load factors; roll, pitch and yaw rates; roll, pitch, and yaw accelerations; altitude; Mach number; control surface positions; selected strain measurements; ground loads; aerodynamic excitations; etc. Data shall also be collected to characterize
the thermal and chemical environments within the aircraft and associated with aircraft basing. If the IAT Program as described in 5.4.5 obtains sufficient data to develop the baseline operational loads/ environment spectrum and to detect significant changes in usage and/or environment, a separate L/ESS system as described herein is not required. If instrumentation and/or sensors are part of the L/ESS Program, the instrumentation shall be incorporated into the full-scale static test described in 5.3.1, into the full-scale durability test described in 5.3.4, and into the flight and ground loads survey aircraft described
in 5.3.3.1. Data systems should comply with the requirements of AFPD 63-14 and AFI 63-1401.
5.4.5 Individual Aircraft Tracking (IAT) Program development.
A program to perform individual aircraft tracking shall be developed to obtain actual usage data that can be used to adjust maintenance intervals on an individual aircraft ("by tail number") basis. All force aircraft shall have systems that record sufficient usage parameters that can be used to determine the damage growth rates throughout the aircraft structure. The systems shall have sufficient capacity and
reliability to achieve a 90-percent minimum valid data capture rate of all flight data throughout the service life of the aircraft. The systems shall include serialization of interchangeable/replaceable aircraft
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