MIL-STD-1798C
5.5.3.11.9 CDA modifications.
When a new development effort is initiated on a CDA platform to meet emergent requirements, that new development effort shall be accomplished IAW the appropriate Service developmental processes (AFPD 62-6 and AFI 63-1201 for the USAF), and Tasks I through IV of this document (sections 5.1 through 5.4).
5.5.3.11.10 FAA support.
Because CDA are public aircraft and exempt from FAA oversight, FAA and representatives of the U.S. Armed Services created an Inter-Agency Memorandum of Agreement (MoA) and FAA Order 8110.101 to bridge the gap and allow U.S. Armed Services to leverage off the FAA and civil aerospace community to maintain type certificate requirements. In it, the FAA agreed to provide technical support, certification services, and continued airworthiness services for Military Commercial Derivative Aircraft (MCDA) through a dedicated Military Certification Office (MCO). The extent of FAA support depends upon whether the military's design, manufacturing, operational usage, and maintenance requirements are comparable to that of the civil sector or whether the military requirements differ significantly from civil applications. Under the MoA, FAA "Baseline Support Services" are centrally funded and apply when DoD and Coast Guard requirements are fundamentally the same as those in the civil sector. FAA "Program Support Services" apply when DoD or Coast Guard requirements are substantially different from the civil aircraft application. FAA "Program Support Services" are individually negotiated and funded by Program Offices and can vary widely between programs. Therefore, the MECSIP engineers
need to understand the degree to which FAA support to a CDA program effectively satisfies military MECSIP Objectives, how to take best advantage of FAA approaches when they are
provided, and how to address the situation when FAA approaches are not sufficient or available.
5.5.3.12 Identify Technical Needs (Sustainment Phase).
MECSIP Managers shall make a listing of Technical Requirements they have to enable improved safety or aircraft availability as it relates to MECSIP equipment. A compiled list, from all programs, will be discussed/finalized annually at the MECSIP Technical Interchange Meeting and submitted into the appropriate Service Research Laboratory as candidate Technical Needs.
5.5.4 Subtask 4: Preventative Mainenance Actions.
The preventive maintenance action should begin with a logic tree decision analysis and be implemented utilizing sound engineering judgement to balance scheduled preventative maintenance versus the risk and impact of unscheduled maintenance to correct a failure. It will be very useful to the MECSIP engineer to obtain the insight of an experienced maintainer in making these judgements. The Air Transport Association of America (ATA) Publication MSG-3 outlines procedures to develop preventive maintenance requirements through the use of Reliability-Centered Maintenance Analysis (RCMA) for functional systems. Once RCMA identifies a preventative maintenance task to be performed, sound engineering judgement and input from experienced mechanics sould be considered to confirm the preventative maintenance task is appropriate.
5.5.4.1 Reliability Centered Maintance (RCM), Maintenance Steering Group -3 (MSG-3), CBM+, or equivalent analysis.
The Program Office shall conduct RCM, MSG-3, CBM+, or equivalent analysis to identify preventative maintenance to achieve the inherent reliability of equipment with the least expenditure of resources. (See DoDI 4151.22.) Reliability Centered Maintenance focuses on preventative maintenance as a means to avoid, reduce or eliminate the consequence of failures. Reliability Centered Maintenance concepts should be an integral part of equipment repair and
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