MIL-STD-1530C(USAF)
5.5.6.1 Durability and Damage Tolerance Analysis (DADTA) and IAT Program updates. The IAT data described in 5.5.1, L/ESS data described in 5.5.3, and the aircraft structural records described in 5.5.5 shall be used to determine when Durability and Damage Tolerance Analysis (DADTA)
and IAT Program updates should be conducted. Variations in the average usage from the analysis
baseline and usage variation extremes from the analysis baseline shall be considered when the need for an update is determined. In addition, an update to the DADTA and IAT Program shall be conducted when aircraft damage findings indicate the accuracy of the analyses are less than expected per the results of
5.4.1.2.
5.5.6.2 Corrosion assessment updates.
Information obtained from the ACI Program and new corrosion findings documented in the structural maintenance database shall be reviewed annually. The occurrences of corrosion shall be evaluated with regard to the effectiveness of the preventive procedures (e.g., frequency of wash cycles, coatings, corrosion prevention compounds, etc.) used and, if possible, corrosion findings shall be correlated to the aircraft basing and the results of Task II and Task III environmental testing. The results of these evaluations and any observed trends will be used to develop improved maintenance procedures and adjust the corrosion inspection requirements in the FSMP.
5.5.6.3 Risk analysis updates.
The risk analyses described in 5.2.16 and 5.4.1.1 shall be updated and the results shall be reported for formal acceptance using MIL-STD-882 direction. The EIFS distribution developed under 5.3.4 shall be updated to include aircraft inspection results (e.g., sizes of cracks found and number of locations inspected) which account for the IAT data described in 5.5.1 to determine the probability of failure of the aircraft structure. Validation of the EIFS distribution by teardown inspection of aircraft and/or components with high levels of predicted damage shall be considered. The primary reasons to update the risk analyses are to:
a. evaluate detected and anticipated aircraft structural damage. The results shall be used in conjunction with IAT data described in 5.5.1 to establish the individual aircraft maintenance times.
b. Evaluate economic and/or availability impacts associated with maintenance options such as inspection and repair/replacement as needed versus modification.
c. Determine the structural integrity risk associated with operating the aircraft beyond the design service life.
These updates shall be used to compare the predicted probability of catastrophic failure of the aircraft structure to the following limits. A probability of catastrophic failure at or below 10-7 per flight for the aircraft structure is considered adequate to ensure safety for long-term military operations. Probabilities of catastrophic failure exceeding 10-5 per flight for the aircraft structure should be considered unacceptable. When the probability of failure is between these two limits, consideration should be given to mitigation of risk through inspection, repair, operational restrictions, modification, or replacement.
5.5.7 Recertification.
Recertification of the aircraft structure shall be performed if significant deviations from the certification baseline occur. Such deviations may include changes to usage, damage, and/or service life expectancy. The recertification analyses shall provide the engineering source data for revision of Technical Orders which document the operational limitations/restrictions, procedures, and maintenance requirements to ensure continuing safe operation. Recertification efforts should consider all ASIP tasks and elements and may require an additional full-scale static and/or durability test.
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