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ASTM F3361-18

(Guide)

Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight

Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight

SIGNIFICANCE AND USE
5.1 To standardize applications of CFR Title 14, as applicable.
SCOPE
1.1 This guide is intended for Part 23 and predecessor aircraft (see Civil Air Regulations (CAR) 3) and:  
1.1.1 Is applicable to aircraft to which Part 43 applies.  
1.1.2 Addresses both initial installation and replacement of aircraft articles.  
1.1.3 Is a guide for classifying an alteration.  
1.1.4 The intended audience of this guide is individuals who have been tasked with evaluating alterations for the purpose of categorizing an alteration for the purpose of satisfying the regulations.  
1.1.5 Is an alteration to an article.  
1.2 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.  
1.3 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.

General Information

Status
Historical
Publication Date
30-Nov-2018
ICS
49.035 - Components for aerospace construction
Technical Committee
F39 - Aircraft Systems
Drafting Committee
F39.02 - Inspection, Alteration, Maintenance, and Repair
Current Stage
Ref Project

Relations

Replaced By
ASTM F3361-18e1 - Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight
Effective Date
01-Dec-2018

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ASTM F3361-18 - Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority OversightASTM F3361-18 - Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight
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ASTM F3361-18 - Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight
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NOTICE: This standard has either been superseded and replaced by a new version or withdrawn.
Contact ASTM International (www.astm.org) for the latest information
Designation: F3361 − 18
Standard Guide for
Classifying Alterations for In-Service Aircraft under FAA
1
Authority Oversight
This standard is issued under the fixed designation F3361; 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 14 CFRAeronautics and Space,Vol 1, Chapter I, Subchapter
C, Part 23 Airworthiness Standards: Normal, Utility,
1.1 This guide is intended for Part 23 and predecessor
Acrobatic, and Commuter Category Airplanes
aircraft (see Civil Air Regulations (CAR) 3) and:
14 CFRAeronautics and Space,Vol 1, Chapter I, Subchapter
1.1.1 Is applicable to aircraft to which Part 43 applies.
C, Part 43 Maintenance, Preventive Maintenance,
1.1.2 Addresses both initial installation and replacement of
Rebuilding, and Alteration, including Amendments 43-1
aircraft articles.
through 43-49
1.1.3 Is a guide for classifying an alteration.
14 CFRAeronautics and Space,Vol 2, Chapter I, Subchapter
1.1.4 Theintendedaudienceofthisguideisindividualswho
D, Part 65 Certification:Airmen Other Than Flight Crew-
have been tasked with evaluating alterations for the purpose of
members
categorizing an alteration for the purpose of satisfying the
14 CFRAeronautics and Space,Vol 3, Chapter I, Subchapter
regulations.
H, Part 145 Repair Stations
1.1.5 Is an alteration to an article.
3
2.2 FAA Standards:
1.2 This standard does not purport to address all of the
Civil Aeronautics Manual (CAM) 18 Maintenance, Repair,
safety concerns, if any, associated with its use. It is the
and Alteration of Airframes, Powerplants, Propellers, and
responsibility of the user of this standard to establish appro-
Appliances, dated 12/15/1959
priate safety, health, and environmental practices and deter-
Civil Air Regulations (CAR) 3 Airplane Airworthiness -
mine the applicability of regulatory limitations prior to use.
Normal, Utility, Acrobatic, and Restricted Purpose
1.3 This international standard was developed in accor-
Categories, dated 5/15/1996, including Amendments 3-1
dance with internationally recognized principles on standard-
to 3-8
ization established in the Decision on Principles for the
AC 25.571-1( ) Damage Tolerance and Fatigue Evaluation
Development of International Standards, Guides and Recom-
of Structure
mendations issued by the World Trade Organization Technical
AC 43-210( ) Standardized Procedures for Obtaining Ap-
Barriers to Trade (TBT) Committee.
proval of Data Used in the Performance of Major Repairs
and Major Alterations
2. Referenced Documents
AFS-300 Major Repair andAlteration DataApproval Online
2 4
2.1 Code of Federal Regulations: Job Aid
14 CFRAeronautics and Space,Vol 1, Chapter I, Subchapter
Order 8110.46 MajorAlterations that Require Supplemental
5
A, Part 1 Definitions and Abbreviations, including Type Certificates, dated 9/30/2002, Cancelled
Amendments 1-1 through 1-69
Order 8300.16 Major Repair and Alteration Data Approval,
14 CFRAeronautics and Space,Vol 1, Chapter I, Subchapter dated 4/18/2014, including Change 1, dated 12/7/2015
C, Part 21 Certification Procedures for Products and
Order 8900.1 Flight Standards Information Management
Articles, including Amendments 21-1 through 21-100 System (FSIMS)
FAA Special Policy on Addressing New Technology as
Applicable as Valid
1
This guide is under the jurisdiction of ASTM Committee F39 on Aircraft
Systems and is the direct responsibility of Subcommittee F39.02 on Inspection,
3
Alteration, Maintenance, and Repair. Available from Federal Aviation Administration (FAA), 800 Independence
Current edition approved Dec. 1, 2018. Published January 2019. DOI: 10.1520/ Ave., SW, Washington, DC 20591, http://rgl.faa.gov.
4
F3361–18. As published by AFS-300, https://www.faa.gov/about/office_org/headquarters
2
Available from U.S. Government Publishing Office (GPO), 732 N. Capitol St., _offices/avs/offices/afx/afs/afs300/.
5
NW, Washington, DC 20401, https://www.govinfo.gov/app/collection/cfr. Used as reference for 6.2.2 through 6.2.2.6 inclusive.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1

---------------------- Page: 1 ----------------------
F3361 − 18
3. Terminology 3.2.3 ASI—Aviation Safety Inspector (FAA)
3.2.4 DAR—Designated Airworthiness Representative (an
3.1 Definitions:
FAA designation)
3.1.1 accepted practices, n—practices demonstrated to con-
form to standards developed for or used by, or both, the
3.2.5 DER—Designated Engineering Representative (an
aviation industry.
FAA designation)
3.1.2 alteration, n—any appreciable change in the design of
3.2.6 FSDO—Flight Standards District Of
...

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ASTM F3361-18e1(Guide)
Standard Guide for Classifying Alterations for In-Service Aircraft under FAA Authority Oversight

SIGNIFICANCE AND USE
5.1 To standardize applications of CFR Title 14, as applicable.
SCOPE
1.1 This guide is intended for Part 23 and predecessor aircraft (see Civil Air Regulations (CAR) 3) and:  
1.1.1 Is applicable to aircraft to which Part 43 applies.  
1.1.2 Addresses both initial installation and replacement of aircraft articles.  
1.1.3 Is a guide for classifying an alteration.  
1.1.4 The intended audience of this guide is individuals who have been tasked with evaluating alterations for the purpose of categorizing an alteration for the purpose of satisfying the regulations.  
1.1.5 Is an alteration to an article.  
1.2 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.  
1.3 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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ASTM E2662-15(2022)(Practice)
Standard Practice for Radiographic Examination of Flat Panel Composites and Sandwich Core Materials Used in Aerospace Applications

SIGNIFICANCE AND USE
5.1 Radiographic examination may be used during product and process design optimization, on line process control, after manufacture inspection, and in service inspection. In addition to verifying structural placement, radiographic examination can be used in the case of honeycomb core materials to detect node bonds, core-to-core splices, and core-to-structure splices. Radiographic examination is especially well suited for detecting sub-surface flaws. The general types of defects detected by radiographic examination include blown core, core corrosion, damaged filaments, density variation, entrapped fluid, fiber debonding, fiber misalignment, foreign material, fractures, inclusions, micro-cracks, node bond failure, porosity/voids, and thickness variation.  
5.2 Factors that influence image formation and X-ray attenuation in radiographic examination, and which are relevant to interpreting the images for the conditions of interest, should be included in the examination request. Examples include, but not limited to, the following: laminate (matrix and fiber) material, lay-up geometry, fiber volume fraction (flat panels); facing material, core material, facing stack sequence, core geometry (cell size); core density, facing void content, adhesive void content, and facing volume percent reinforcement (sandwich core materials); overall thickness, specimen alignment, and specimen geometry relative to the beam (flat panels and sandwich core materials).  
5.3 Information regarding discontinuities that are detectable using radiographic examination methods can be found in Guide E2533.
SCOPE
1.1 This practice is intended to be used as a supplement to Practices E1742, E1255, E2033, and E2698.  
1.2 This practice describes procedures for radiographic examination of flat panel composites and sandwich core materials made entirely or in part from fiber-reinforced polymer matrix composites. Radiographic examination is: a) Film Radiography (RT), b) Computed Radiography (CR) with Imaging Plate, c) Digital Radiography (DR) with Digital Detector Array’s (DDA), and d) Radioscopic (RTR) Real Time Radiography with a detection system such as an Image Intensifier. The composite materials under consideration typically contain continuous high modulus fibers (> 20 GPa), such as those listed in 1.4.  
1.3 This practice describes established radiographic examination methods that are currently used by industry that have demonstrated utility in quality assurance of flat panel composites and sandwich core materials during product process design and optimization, process control, after manufacture inspection, in service examination, and health monitoring. Additional guidance can be found in E2533, Guide for Nondestructive Testing of Polymer Matrix Composites Used in Aerospace.  
1.4 This practice has utility for examination of flat panel composites and sandwich constructions containing, but not limited to, bismaleimide, epoxy, phenolic, poly(amide imide), polybenzimidazole, polyester (thermosetting and thermoplastic), poly(ether ether ketone), poly(ether imide), polyimide (thermosetting and thermoplastic), poly(phenylene sulfide), or polysulfone matrices; and alumina, aramid, boron, carbon, glass, quartz, or silicon carbide fibers. Typical as-fabricated geometries include uniaxial, cross ply and angle ply laminates; as well as honeycomb core sandwich constructions.  
1.5 This practice does not specify accept-reject criteria and is not intended to be used as a means for approving flat panel composites or sandwich core materials for service.  
1.6 To ensure proper use of the referenced standards, there are recognized nondestructive testing (NDT) specialists that are certified according to industry and company NDT specifications. It is recommended that a NDT specialist be a part of any composite component design, quality assurance, in service maintenance or damage examination.  
1.7 This standard does not purport to address a...

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ASTM F3572-22(Practice)
Standard Practice for Additive Manufacturing – General Principles – Part Classifications for Additive Manufactured Parts Used in Aviation

SCOPE
1.1 This practice is intended to be used to assign part classifications across the aviation industries that use AM to produce parts.  
1.2 This practice is applicable to all AM technologies defined in ISO/ASTM 52900 used in aviation.  
1.3 This practice is intended to be used to establish a metric for AM parts in downstream documents.  
1.4 This practice is not intended to establish criteria for any downstream processes, but rather to establish a metric that these processes can use.  
1.5 The part classification metric could be utilized by the engineering, procurement, non-destructive inspection, testing, qualification, or certification processes used for AM aviation parts.  
1.6 The classification scheme in this practice establishes a consistent methodology to define and communicate the consequence of failure associated with AM aviation parts.  
1.7 This practice is not intended to supersede the requirements and definitions of the applicable regulations or policies, including but not limited to the ones listed in Annex A1.  
1.8 Tables A1.1-A1.3 align the existing regulations and guidance with the four part classes established herein. However, this alignment should not be construed as an alignment of the existing regulations to each other.  
1.9 The material or process, or both, in general does not affect the consequence of failure of a part, therefore the classification scheme defined in this document may be used outside AM.  
1.10 The user of this standard should not assume regulators’ endorsement of this standard as accepted mean of compliance.  
1.11 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.  
1.12 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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ASTM F2156-17(2022)(Test Method)
Standard Test Method for Measuring Optical Distortion in Transparent Parts Using Grid Line Slope

SIGNIFICANCE AND USE
5.1 Transparent parts, such as aircraft windshields, canopies, cabin windows, and visors, shall be measured for compliance with optical distortion specifications using this test method. This test method is suitable for assessing optical distortion of transparent parts as it relates to the visual perception of distortion. It is not suitable for assessing distortion as it relates to pure angular deviation of light as it passes through the part. Either Test Method F801 or Practice F733 is appropriate and shall be used for this latter application. This test method is not recommended for raw material.
SCOPE
1.1 When an observer looks through an aerospace transparency, relative optical distortion results, specifically in thick, highly angled, multilayered plastic parts. Distortion occurs in all transparencies but is especially critical to aerospace applications such as combat and commercial aircraft windscreens, canopies, or cabin windows. This is especially true during operations such as takeoff, landing, and aerial refueling. It is critical to be able to quantify optical distortion for procurement activities.  
1.2 This test method covers the apparatus and procedures that are suitable for measuring the grid line slope (GLS) of transparent parts, including those that are small or large, thin or thick, flat or curved, or already installed. This test method is not recommended for raw material.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—The values given in parentheses are for information only.  
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 applicability of regulatory limitations prior to use.  
1.5 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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ASTM F801-21(Test Method)
Standard Test Method for Measuring Optical Angular Deviation of Transparent Parts

SIGNIFICANCE AND USE
5.1 One of the measures of optical quality of a transparent part is its angular deviation. It is possible that excessive angular deviation, or variations in angular deviation throughout the part, will result in visible distortion of scenes viewed through the part. Angular deviation, its detection, and quantification are of extreme importance in the area of certain aircraft transparency applications, that is, aircraft equipped with Heads-up Displays (HUD). It is possible that HUDs will require stringent control over the optics of the portion of the transparency (windscreen or canopy) which lies between the HUD combining glass and the external environment. Military aircraft equipped with HUDs or similar devices require precise knowledge of the effects of the windscreen or canopy on image position in order to maintain weapons aiming accuracy.  
5.2 Two optical parameters have the effect of changing image position. The first, lateral displacement, is inherent in any transparency which is tilted with respect to the line of sight. The effect of lateral displacement is constant over distance, and seldom exceeds a fraction of an inch. The second parameter, angular deviation, is usually caused by a wedginess or nonparallelism of the transparency surfaces. The effect of angular deviation is related to the tangent of the angle of deviation, thus the magnitude of the image position displacement increases as does the distance between image and transparency. The quantification of angular deviation is then the more critical of the two parameters. Both parameters are illustrated in Fig. X1.1.
SCOPE
1.1 This test method covers measuring the angular deviation of a light ray imposed by transparent parts such as aircraft windscreens and canopies. The results are uncontaminated by the effects of lateral displacement, and it is possible to perform the procedure in a relatively short optical path length. This is not intended as a referee standard. It is one convenient method for measuring angular deviations through transparent windows.  
1.2 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.  
1.3 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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ASTM E2582-21(Practice)
Standard Practice for Infrared Flash Thermography of Composite Panels and Repair Patches Used in Aerospace Applications

SIGNIFICANCE AND USE
5.1 Typically, FT is used to identify flaws that occur in the manufacture of composite structures, or to identify and track flaws that develop during the service lifetime of the structure. Flaws detected with FT include delamination, disbonds, voids, inclusions, foreign object debris, porosity, or the presence of fluid that is in contact with the backside of the inspection surface. For example, the effect of variable ply number (or thickness), bridging, and an insert simulating delamination on heat flow into a composite is shown in Fig. 1 (left). Bridging (Fig. 1, right) or delaminated areas show up as hot spots due to discontinuous heat flow, causing heating to be localized close to the inspection surface. With dedicated signal processing and the use of representative test samples, characterization of flaw depth and size, or measurement of component thickness and thermal diffusivity, may be performed.
FIG. 1 Variation of Heat Flow Into a Composite With Variable Ply Thickness (Scenarios 1, 3, and 4), Bridging (Scenario 2) And an Insert (Scenario 5) (Left), And a Post Layup Line Scan Showing Bright Spots Attributed to Bridging (Right) (Courtesy of NASA Langley Research Center)  
5.2 Since FT is based on the diffusion of thermal energy from the inspection surface of the specimen to the opposing surface (or the depth plane of interest), the practice requires that data acquisition allows sufficient time for this process to occur, and that at the completion of the acquisition process, the radiated surface temperature signal collected by the IR camera is strong enough to be distinguished from spurious IR contributions from background sources or system noise.  
5.3 This method is based on accurate detection of changes in the emitted IR energy emanating from the inspection surface during the cooling process. As the emissivity of the inspection surface falls below that of an ideal blackbody (blackbody emissivity = 1), the signal detected by the IR camera may include comp...
SCOPE
1.1 This practice describes a procedure for detecting subsurface flaws in composite panels and repair patches using Flash Thermography (FT), in which an infrared (IR) camera is used to detect anomalous cooling behavior of a sample surface after it has been heated with a spatially uniform light pulse from a flash lamp array.  
1.2 This practice describes established FT test methods that are currently used by industry, and have demonstrated utility in quality assurance of composite structures during post-manufacturing and in-service examinations.  
1.3 This practice has utility for testing of polymer composite panels and repair patches containing, but not limited to, bismaleimide, epoxy, phenolic, poly(amide imide), polybenzimidazole, polyester (thermosetting and thermoplastic), poly(ether ether ketone), poly(ether imide), polyimide (thermosetting and thermoplastic), poly(phenylene sulfide), or polysulfone matrices; and alumina, aramid, boron, carbon, glass, quartz, or silicon carbide fibers. Typical as-fabricated geometries include uniaxial, cross ply, and angle ply laminates; as well as honeycomb core sandwich core materials.  
1.4 This practice has utility for testing of ceramic matrix composite panels containing, but not limited to, silicon carbide, silicon nitride, and carbon matrix and fibers.  
1.5 This practice applies to polymer or ceramic matrix composite structures with inspection surfaces that are sufficiently optically opaque to absorb incident light, and that have sufficient emissivity to allow monitoring of the surface temperature with an IR camera. Excessively thick samples, or samples with low thermal diffusivities, require long acquisition periods and yield weak signals approaching background and noise levels, and may be impractical for this technique.  
1.6 This practice applies to detection of flaws in a composite panel or repair patch, or at the bonded interface between the panel and a supporting ...

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ASTM F3498-21(Practice)
Standard Practice for Developing Simplified Fatigue Load Spectra

SIGNIFICANCE AND USE
4.1 This standard practice provides one means for determining fatigue load spectra for aeroplane durability assessments. This information can be used in conjunction with Specification F3115/F3115M, Section 5, Load Considerations.  
4.1.1 Users of this practice may propose alternate spectra, subject to the approval of their CAA.  
4.2 The methods are applicable to the durability evaluation of wings of small aeroplanes. Additional calculation (such as methods noted in ACE-100-01) are needed to properly develop load spectra for fatigue evaluation of empennage and/or configurations with canards (or forward wings) and/or winglets (or tip fins), fuselage, and potentially other components, with approval from appropriate regulatory agency.  
4.3 Much of the material presented herein is directly taken from AC 23-13A. The FAA developed the flight load spectra, presented herein, based on a statistical analysis of the data presented in DOT/FAA/CT-91/20. The ground load spectra are directly from AFS-120-73-2.  
4.4 The flight load spectra, presented in Section 7, includes an adjustment (1.5 standard deviations) to the average measured load frequency. The adjustment accounts for the variability in the loading spectra experienced by individual aeroplanes, as well as across aeroplane types. The magnitude of the adjustment was selected to maintain the probability that a component will reach its safe-life without a detectable fatigue crack established by scatter factor (see paragraph 2–15 of AC 23-13A).
SCOPE
1.1 This practice provides data to develop simplified loading spectra that can be used to perform structural durability analysis for aeroplanes, specifically for wings of small aeroplanes. The material was developed through open consensus of international experts in general aviation. The information was created by focusing on Level 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 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this 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 applicability of regulatory limitations prior to use.  
1.5 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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ASTM E3205-20(Test Method)
Standard Test Method for Small Punch Testing of Metallic Materials

SIGNIFICANCE AND USE
4.1 The safety margins provided in the design for a component or structure can be reduced throughout its service life by aging. Aging is the process by which the physical and mechanical characteristics of component or structure materials change with time or use; this process may proceed by a single aging mechanism or a combination of several aging mechanisms.  
4.2 The term “safety margin” is used in a broad sense, meaning the safety state (that is, integrity and functional capability) of components in excess of their normal operational requirements (1).3  
4.3 The determination of mechanical properties such as yield strength, tensile strength, and ductile-to-brittle transition temperature of structural components is, hence, desirable for optimization of operating procedures and inspection intervals, as well as repair strategies and residual lifetime assessment. Current standardized mechanical tests require relatively large volumes of test material that cannot be extracted from in-service equipment without post-sampling removal repair (2).  
4.4 The need to obtain estimates of the mechanical properties of components without post-sampling removal repair has led to the development of small punch (SP) test techniques based on penetration/bulge tests of miniaturized test specimens (often disk-shaped, or square) (3, 4, 5). It can be considered as a quasi-nondestructive technique because of the very limited amount of material to be sampled. It is an efficient and cost-effective technique and has the potential to provide estimates of the material properties of the specific component, identifying the present state of damage and focusing on the most critical (most stressed, most damaged) locations in the component. Examples of empirical correlations that have been established between small punch test results and mechanical properties for specific classes of materials are provided in Appendix X1.  
4.5 This test method can be also used for identifying the most suitable ma...
SCOPE
1.1 This test method covers procedures for conducting the small punch deformation test for metallic materials. The results can be used to derive estimates of yield and tensile strength up to 450 °C, and estimates of the ductile-to-brittle transition temperature from the results of small punch bulge tests in the temperature range from -193 °C to 350 °C for iron based materials or 0.4 Tm for other metallic materials, where Tm is their melting temperature in K.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 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.  
1.4 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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ASTM F331-13(2020)(Test Method)
Standard Test Method for Nonvolatile Residue of Solvent Extract from Aerospace Components (Using Flash Evaporator)

ABSTRACT
This test method covers the determination of non-volatile matter, that is, residue on evaporation, in solvent extract from aerospace components, using a rotary flash evaporator. The summary of the test method, the apparatus for testing, reagents and materials for testing, and procedure for testing are all presented in details.
SCOPE
1.1 This test method covers the determination of nonvolatile matter, that is, residue on evaporation, in solvent extract from aerospace components, using a rotary flash evaporator.  
1.2 The procedure for extraction from components is described in practices such as Practice F303. Before subjecting the extract to the following method, it should be processed to remove the insoluble particulate in accordance with Practice F311 (Note 1). Particle count analysis of the removed particulate may then be performed in accordance with Test Method F312. If particulate is not removed from the extract prior to performing this method, this should be noted on the test report.
Note 1: Membrane filters with a maximum extractable content of 0.5 weight % should be used on samples to be processed by this test method. Conventional membranes contain 5 to 10 % extractables. For obtaining very low background levels, consideration should be given to using membranes without grid marks.  
1.3 The values stated in SI units are to be regarded as 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 applicability of regulatory limitations prior to use.  
1.5 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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ASTM F311-08(2020)(Practice)
Standard Practice for Processing Aerospace Liquid Samples for Particulate Contamination Analysis Using Membrane Filters

SIGNIFICANCE AND USE
4.1 This practice provides for the processing of liquid samples obtained in accordance with Practice F302 and Practices F303. It will provide the optimum sample processing for visual contamination methods such as Method F312, and Test Method F314.
SCOPE
1.1 This practice covers the processing of liquids in preparation for particulate contamination analysis using membrane filters and is limited only by the liquid-to-membrane filter compatibility.  
1.2 The practice covers the procedure for filtering a measured volume of liquid through a membrane filter. When this practice is used, the particulate matter will be randomly distributed on the filter surface for subsequent contamination analysis methods.  
1.3 The practice describes procedures to allow handling particles in the size range between 2 and 1000 μm with minimum losses during handling.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 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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