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ASTM F3651/F3651M-23

(Practice)

Standard Practice for Determining Safe-Life, Inspection Threshold and Recurring Inspection Intervals

Standard Practice for Determining Safe-Life, Inspection Threshold and Recurring Inspection Intervals

SIGNIFICANCE AND USE
4.1 This practice provides one means for determining the scatter factors to establish either the safe-life, or inspection threshold, or recurring inspection intervals, or combinations thereof, as a result of aeroplane durability and damage tolerance assessments. This information can be used in conjunction with Specification F3115/F3115M.  
4.1.1 This practice defines scatter factors or factors to be used on the unfactored test or analytical mean lives, or both, for determining factored lives (that is, safe-life, inspection threshold, or recurring inspection intervals, or combinations thereof). These factors may be related to but are different from other factors such as load enhancement factor, and life factor that are used to compensate for long test duration. For guidance on life and load enhancement factors, refer to DOT/FAA/AR-10/6 or from relevant CAAs.  
4.1.2 The unfactored test or analytical mean life, or both, must be determined prior to the usage of this standard practice (see 4.5.1).  
4.2 The material presented herein is derived from the references listed in Section 2.  
4.3 Either the safe-life or inspection thresholds can be determined for the entire aeroplane or separately for components such as wing, empennage, landing gear, control surfaces, etc. Such determinations are based on test(s), similarity to previous test(s), or analysis supported by tests. Recurring inspection intervals are typically determined on the same basis but may also be supported by in-service data.  
4.4 The scatter factors described in this practice are applicable to cyclic test data that meets the following criteria:  
4.4.1 The cyclic test article must be representative of the production article. Careful consideration must be given for any modifications or alterations, or both, made to the test article prior to or during testing, or both, for metallic structures.  
4.4.2 At the completion of full-scale or component fatigue/cyclic tests (excluding landing gear), the resid...
SCOPE
1.1 This practice provides guidance to determine scatter factors to establish either the safe-life, or inspection threshold, and inspection intervals to be published in the Airworthiness Limitation section of the maintenance manual in order to maintain continued airworthiness. The guidance materials presented herein for a means of compliance based on cyclic testing, damage tolerance testing, fatigue analysis, or damage tolerance analysis, or combinations thereof. The material was developed through open consensus of international experts in general aviation. The information was created by focusing on Levels 1, 2, 3 and 4 Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the applicant to substantiate broader applicability as a specific means of compliance.  
1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from their respective oversight authority (for example, published guidance from applicable civil aviation authorities, or CAAs) concerning the acceptable use and application thereof. For information on which oversight authorities have accepted this standard (whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 web page (www.astm.org/COMMITTEE/F44.htm).  
1.3 Units—This document may present information in either SI units, English Engineering units, or both; the values stated in each system may not be exact equivalents. Each system shall be used independently of the other; combining values from the two systems may result in nonconformance with the standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applica...

General Information

Status
Published
Publication Date
30-Nov-2023
Technical Committee
F44 - General Aviation Aircraft
Drafting Committee
F44.30 - Structures
Current Stage
Ref Project

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ASTM F3651/F3651M-23 - Standard Practice for Determining Safe-Life, Inspection Threshold and Recurring Inspection IntervalsASTM F3651/F3651M-23 - Standard Practice for Determining Safe-Life, Inspection Threshold and Recurring Inspection Intervals
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ASTM F3651/F3651M-23 - Standard Practice for Determining Safe-Life, Inspection Threshold and Recurring Inspection Intervals
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This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3651/F3651M − 23
Standard Practice for
Determining Safe-Life, Inspection Threshold and Recurring
1
Inspection Intervals
This standard is issued under the fixed designation F3651/F3651M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope 1.5 This international standard was developed in accor-
dance with internationally recognized principles on standard-
1.1 This practice provides guidance to determine scatter
ization established in the Decision on Principles for the
factors to establish either the safe-life, or inspection threshold,
Development of International Standards, Guides and Recom-
and inspection intervals to be published in the Airworthiness
mendations issued by the World Trade Organization Technical
Limitation section of the maintenance manual in order to
Barriers to Trade (TBT) Committee.
maintain continued airworthiness. The guidance materials
presented herein for a means of compliance based on cyclic
2. Referenced Documents
testing, damage tolerance testing, fatigue analysis, or damage
2
tolerance analysis, or combinations thereof. The material was
2.1 ASTM Standards:
developed through open consensus of international experts in
F3060 Terminology for Aircraft
general aviation. The information was created by focusing on
F3115/F3115M Specification for Structural Durability for
Levels 1, 2, 3 and 4 Normal Category aeroplanes. The content
Small Aeroplanes
may be more broadly applicable; it is the responsibility of the
F3498 Practice for Developing Simplified Fatigue Load
applicant to substantiate broader applicability as a specific
Spectra
means of compliance.
3
2.2 EASA Documents:
1.2 An applicant intending to propose this information as CS-23 Certification Specifications for Normal-Category
Means of Compliance for a design approval must seek guid-
Aeroplanes
ance from their respective oversight authority (for example, AMC 20-29 Composite Aircraft Structure
published guidance from applicable civil aviation authorities,
4
2.3 FAA Documents:
or CAAs) concerning the acceptable use and application
AC 20-107B Composite Aircraft Structure
thereof. For information on which oversight authorities have
AC 23-13A Fatigue, Fail-Safe, and Damage Tolerance
accepted this standard (whole or in part) as an acceptable
Evaluation of Metallic Structure for Normal, Utility,
Means of Compliance to their regulatory requirements (here-
Acrobatic, and Commuter Category Airplanes
inafter “the Rules”), refer to the ASTM Committee F44 web
DOT/FAA/AR-10/6 Determining the Fatigue Life of Com-
page (www.astm.org/COMMITTEE/F44.htm).
posite Aircraft Structures Using Life and Load Enhance-
1.3 Units—This document may present information in either ment Factors
SI units, English Engineering units, or both; the values stated
AC 25.571-1C Damage Tolerance and Fatigue Evaluation of
in each system may not be exact equivalents. Each system shall Structure
be used independently of the other; combining values from the 5
2.4 Federal Standards:
two systems may result in nonconformance with the standard.
14 CFR Part 23 Airworthiness Standards: Normal Category
1.4 This standard does not purport to address all of the
Airplanes
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
2
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
mine the applicability of regulatory limitations prior to use.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
3
Available from European Union Aviation Safety Agency (EASA), Konrad-
1
This practice is under the jurisdiction of ASTM Committee F44 on General Adenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu.
4
Aviation Aircraft and is the direct responsibility of Subcommittee F44.30 on Available from Federal Aviation Administration (FAA), 800 Independence
Structures. Ave., SW, Washington, DC 20591, http://www.faa.gov.
5
Current edition approved Dec. 1, 2023. Published January 2024. DOI: 10.1520/ Available from U.S. Government Publishing Office (GPO), 732 N. Capitol St.,
F3651_F3651M-23. NW, Washington, DC 20401, http://www.gpo.gov.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1

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1.3 The brightness measurement obtained is color-corrected to approximate the color response of the average human eye. Since most examinations are done by human eyes, this number has more practical value than a measurement in units of energy emitted. Also, the comparisons are expressed as a percentage of some chosen standard penetrant because no absolute system of measurement exists at this time.  
1.4 The measurements made by this standard compare the brightness of a candidate penetrant to that of a standard penetrant when tested according to the technique. There is no known correlation between the results obtained and the brightness of actual flaw indications obtained using the penetrant in inspection.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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