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com

MIL-STD-1540C
15 SEPTEMBER 1994
Superseding
MIL-STD-1540B (USAF)
10 OCTOBER 1982

MILITARY STANDARD
TEST REQUIREMENTS
FOR
LAUNCH, UPPER-STAGE, AND SPACE VEHICLES

AMSC WA FSC 1810

DISTRIBUTION STATEMENT A Approved for public release; distribution is unlimited.

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MlL-STD-l 540C

FOREWORD

1. This Military Standard is approved for use by all Departments snd Agencies of the
Department of Defense.

2. Beneficial comments (recommendations, additiona, or deletions) and any pertinent

data which may be of use in improving this document should by provided”by using
the self-addressed Standardization Document Improvement Prd’posal (DD Form
1426), appearing at the end of this document, or by letter addressed to:

Space and Missile Systems Center, SMC/SDFP

160 Skynet Street, Suite 2315
Los Angeles AFB, CA 90245-4683

3. A successful on-orbit system means that all flight vehicles (launch, upper-stage,
space), computer software, ground equipment, facilities, procedures, and people
operate properly and @ a timely way. Extensive testing at every level of assembly
-, . has been cost effective in assuring successful hardware and software designs and
operations. Aa a cornerstone of this activity, this Standard establishes the
environmental and structural ground testing requirements of flight vehicles, and of
their associated subsystems and units. In addition, this Standard establishes a
uniform set of definitions of related terms.

4. To supplement these requirements, other areas of the testing baseline required for
mission success are addressed in other documents. Typical test requirements for
parts, materials, and processes are in their detailed specifications. Typical test
requirements for the applicable ground equipment and associated computer
software are outlined in MIL-STD- 1833. These tests include integrated system
tests (Step 3 tests), and operational tests (Step 4 and Step 5 tests). Computer
software test requirements are also addressed in DOD-STD-21 67.

5. As described in this Standard, the formal compliance tests for flight vehicle
equipment start at the unit level of assembly and progress at each higher level of
assembly until the entire launch system and the on-orbit system can be tested in
their operational configurations. In addition, there may be development tests and
evaluations at various levels of assembly, and in-process inspections and tests to
avoid assembling a dafective system. The formal compliance teats addressed in
this document are qualification and acceptance at the unit, subsystem, and
vehicle level as well as some of the integrated system prelaunch validation tests.
The integrated system prelaunch validation test requirements addressed are
intended to be combined with or incorporated with the MlL-STD-l 833 Step 3, 4,
and 5 tests that include the applicable ground equipment and associated computer
software.

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page
1 SCOPE . . . . . . . . . .”. . . . . . . . . .’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 PURPOSE 1
1.2 APPLICATION””::”::::::::: ::::::::”::::::::::::::: ::::: 1
1.3 TESTCATEGORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 APPLICABLE DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 GOVERNMENT DOCUMENTS 2
2.2 ORDER OF PRECEDENCE . ...::::::::::::::::::::::::: :: 2
3 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1 ITEM LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1. 1 Part . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2 Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.3 Unit . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.4 Subsystem . . . . . . . . . . . . . . . . . 3
3.1.5 Vehicle , ..::::::::::::::::::: : . . . . . . . . . . . . . .. . . . 3
3.1.5.1 Launch Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.5.2 Upper-stage Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . ;
3.1.5.3 Space Experiment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1.5.4 Space Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1.5.5 Flight Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 4
3.1.6 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1.7 Combined Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1.7.1 Launch System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1.7.2 On-orbit System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 SPECIAL ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2.1 Airborne Support Equipment (ASE) . . . . . . . . . . . . . . . . . . . . . 4
3.2.2 Critical Unit . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2.3 Development Test Article . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2.4 Explosive-ordnance Device . . . . . . . . . . 5
3.2.5 Moving Mechanical Aasembly”(M~~)” “ : : : : : : : : : . . . . . . . . . . 5
3.2.6 Reusable Item . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3 ENVIRONMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. :...... 5
3.3.1 Maximum and Minimum Expected Temperatures . . . . . . . . . . 5
3.3.1.1 Margins for Passive Thermal Control Subsystems . . . . . . . 6
3.3.1.2 Margina for Active Thermal Control Subsystems . . . . . . . 6,
3.3.2 Statistical Estimates of Vibration, Acoustic,
and.Shock Environments . . . . . . . . . . . . . . . . . . . . . . . . 8
3.3.3 Fatigue Equivalent Duration . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.3.4 Extreme and Msximum Expected Acoustic Environment . . . . . . 9
3.3.5 Extreme and Maximum Expected Random Vibration Environment 9
3.3.6 Extreme and Maximum Expected Sinusoidal Vibration Environment 9
3.3.7 Extreme and Maximum Expected Shock Environment . . . . . . . . 10

...
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3.4 STRUCTURAL TERMS . . . . . . . . . . . .
. . . 10 . .
3.4.1 Burat Factor . . . . . ...”.:::::::::::. . . . . . . . . . .
...10. . .
3.4.2 Design Burst Pressure . . . . . . . . . . . . . . . . . . . . . . . .
...10. . .
3.4.3 Design Factorof Safety . . . . . . . . . . . . . . . . . . . . . . . .
...10 . .
3.4.4 Design Ultimate Load 11
3.4.5 DesignYield Load . ...::::::::::::::::::: :::::: .::::11
3.4.6 Limit Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...11
3.4.7 Maximum Expected Operating Pressure (MEOP) . . . . . . . . . . . . 11
3.4.8 Maximum Predicted Acceleration 11
3.4.9 Operational Deflectiona . . . . . . . . . . . . . . . . . . . . . . :::: :::11
3.4.10 Pressure Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...12
3.4.11 Pressure Vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....12
3.4.12 Pressurized Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . ...12
3.4.13 Pressurized Subsystem . . . . . . . . . . . . . . . . . . . . . . ., . . . ...12
3.4.14 Proof Factor 12
3.4.15 Proof Test . .:::::::::::::::::::: :: :: :::: :::: :~::12
3.4.16 Structural Component . . . . . . . . . . . . . . . . . . . . . . . . . . . ...12
3.5 OTHER DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13
3.5.1 Ambient Environment 13
3.5.2 Contamination ToleranceLe~ei” ::::::::::::::::::::::: : 13
3.5.3 Operational Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13
3.5.4 Other Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13
3.5.5 Qualification Margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13
3.5.6 Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.5.7 Temperature S\abi~zation . . . . . . . . . . . . . . . . . . . . . . . . ...14
3.5.8 Test Discrepancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...14
3.5.9 Testltem Failure . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . ...14
3.5.10 Thermal Soak Duration . . . . . . . . . . . . . . . . . . . . . . . . . . ...14
4 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...15
4.1 TAILORING OFREQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . ..15
4.2 TESTING PHILOSOPHY 15
4.3 PROPULSION EQUIPMENT TESTS ““::’:::::::::::::::::::: :::16
4.3.1 Engine Line Replaceable Unit (LRU) Acceptance Testing . . . . . . 16
4.3.2 Engine Line Replaceable Unit (LRU) Qualification Testing . . . 17
4.4 FIRMWARETESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...17
4.5 INSPECTIONS 17
4.6 TEST CONDITION TOLERANCES””::: :::: :::: :::: :::: :::: :: :17
4.7 TEST PLANS AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . ..17
4.7.1 Test Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...17
4.7.2 Test Procedures 20
4,8 RETEST . . . . . . . . . . . . . . . . . . . . . . . :: :: :: :: :::: :::: ::::20
4.8.1 Retest During Qualification or Acceptance Testing . . . . . . ; . . . 21
4.8.2 Retest During Prelaunch Validation Testing . . . . . . . . . . . . . . . 21
4.8.3 Retest During Operational Tests and Evaluations . . . . . . . . . . . 21

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4.9 DOCUMENTATION . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . ...22
4.9.1 Test Documentation Files . . . . . . . . . . . . . . . . . . . . . . . . ...22
4.9.2 Test Data . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . ...22
4.9.3 Test Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . ...22

5 DEVELOPMENT TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...23

5.1 GENERAL 23
5.2 PART, MATEi3iAi, ‘AND “PiO”CES: DEVEiOPMENi ?ESTS “ “ “ “ “ “ ‘ “““
AND EVALUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..24
5.3 SUBASSEMBLY DEVELOPMENT TESTS, IN-PROCESS TESTS
AND INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...24
5.4 UNIT DEVELOPMENT TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . ...24
5.4.1 Structural Composite Development Tests . . . . . . . . . . . . . . . . 25
5.4.2 Thermal Development Teats . . . . . . . . . . . . . . . . . . . . . . . ...25
5.4.3 Shock and Vibration Isolator Development Tests 26
5.5 VEHICLE AND SUBSYSTEM DEVELOPMENT TESTS . .::::::::::: 26
5.5.1 Mechanical Fit Development Tests . . . . .; . . . . . . . . . . . . . 26
5.5.2 Mode Survey Development Tests . . . . . . . . . . . . . . . . . . . ...26
5.5.3 Structural Development Tests . . . . . . . . . . . . . . . . . . . . . . . .26
5.5.4 Acoustic and Shock Development Tests . . . . . . . . . . . . . . . . . 27
5.5.5 Thermal Balance Development Tests . . . . . . . . . . . . . 27
5.5.6 Transportation and Handling Development Tests . . . . . . . . 28
5.5.7 Wind-tunnel Development Tests . . . . . . . . . . . . . . . . . . . . . . 28
6 QUALIFICATION TESTS . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . ...30
6.1 GENERAL QUALIFICATION TEST REQUIREMENTS . . . . . . . . . . . . . . 30
6.1.1 Qualification Hardware .. . . . . . . . . . . . . . . . . . . . . . . . . ...30
6.1.2 Qualification Test LevelsandDurations . . . . . . . . . . . . . . . .. . 30
6.1.3 Thermal Vacuum and Thermal Cycle Tests . . . . . . . . . . . . 31
6.1.4 Acouatic and Vibration Qualification . . . . . . . . . . . . . . . . . . 32
6.2 VEHICLE QUALIFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . ..35
6.2.1 Functional Test, Vehicle Qualification . . . . . . . . . . . ., . . . . . . 36
6.2.2 Electromagnetic Compatibility Teat, Vehicle Qualification . . . . 37
6.2.3 Shock Test,VehicleQ ualification . . . . . . . . . . . . . . . . . 38
6.2.4 Acoustic Teat, Vehicle Qualification . . . . . . . . . . . . . . 39
6.2.5 Vibration Test, Vehicle Qualification . . . . . . . . . . . . . . . . 40
6.2.6 Pressure and Leakage Tests, Vehicle Qualification . . . . . . . . 41
6.2.7 Thermal Cycle Test, Vehicle Qualification . .. . . . . . . . . . . . . 42
6.2.8 .Thermal Balance Test, Vehicle Qualification . . . . . . . . . . . . . . 43
6.2.9 Thermal Vacuum Test, Vehicle Qualification . . . . .. . . . . . . . . . 45
6.2.10 Mode Survey Test, Vehicle Qualification . . . . . . . . . . . . . . . . 46
6.3 SUBSYSTEM QUALIFICATION TESTS . . . . . . . . . . . . . . . . . . . . ...48
6.3.1 Structural Static Load Teat, Subsystem Qualification . . . . . . . . 49

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6.3.2 Vibration Test, Subsystem Qualification ., . . . . . .. . . . . 51
6.3.3 Acoustic Test, Subsystem Qualification . . . . . . . . . . . . 51
6.3.4 Thermal Vacuum Test, Subsystem Qualification . . . . . . . . . . 51
6.3.5 Separation Test, Subsystem Qualification . . . . . . . . . . , , . . 52
6.4 UNIT QUALIFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.1 Functional Test, Unit Qualification . . . . . . . . . . . . . . . . . . . 53
6.4.2 Thermal Cycle Test, Electrical and Electronic Unit Qualification . 55
6.4.3 Thermal Vacuum Test, Unit Qualification . . . . . . . . . . . . . . . . 57
6.4.4 Vibration Test, Unit Qualjf,ication . . . . . . . . . . . . . . . . . . . . . . 60
6.4.5 Acoustic Test, Unit Quallflcation . . . . . . . . . . . . . . . . . . . 62
6.4.6 Shock Test, Unit Qualification . . . . . . . . . . . . . . . . . . . . . . . . 62
6.4.7 Leakage Test, Unit Qualification . . . . . . . . . . . . . . . . . . . . . . . 64
6.4.8 Pressure Test, Unit Qualification . . . . . . . . . . . . . 64
6.4.9 Acceleration Test, Unit Qualification . . . . . . . . . . . . . 66
6.4.10 Life Test, Unit Qualification . . . . . . . . . . . . . . . . . . . . . . . . ..66
6.4.11 Electromagnetic Compatibility (EMC) Test, Unit Qualification 68
6.4.12 Climatic Tests, Unit Qualification . . . . . . . . . . . . . . . . . .: : : 68
6.4.12.1 Purpose, Climatic Tests, Unit Qualification . . . . . . . . . . 68
6.4.12.2 Humidity Test, Unit Qualification 68
6.4.12.3 Sand and Dust Test, Unit Qualification” “ : : : : :: :: : : : :::. 70
6.4.12.4 Rain Test, Unit Qualification . . . . . . . . . . . . . . . . . . . ...71
6.4.12.5 Salt Fog Test, Unit Qualification . . . . . . . . . . . . . . 71
6.4.12.6 Explosive Atmosphere Test, Unit Qualification . . ; . . 71
7 ACCEPTANCE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...72
7.1 GENERAL ACCEPTANCE TEST REQUIREMENTS . . . . . . . . . . . . . . . 72
7.1.1 Temperature Range and Number of Thermal Cycles,
Acceptance Tests . .. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . ...72
7.1.2 Acoustic Environment, Acceptance Testa . . . . . . . . . . . . . . . 75
7.1.3 Vibration Environment, Acceptance Testa . . . . . . . . . . . . . . . 75
7.1.4 Storage Tests: Vehicle, Subsystem, or. Unit Acceptance . . . . . . 75
7.2 VEHICLE ACCEPTANCE TESTS 75
7.2.1 Functional Test, Vehicle AcceP~an6e “ :: :: :: :: : :: :: : : : :: :: 75
7.2.2 Electromagnetic, Compatibility (EMC) Test, Vehicle Acceptance . 80
7.2.3 Shock Test, Vehicle Acceptance . . . . . . . . . . . . . . . . . . . . . . 80
7.2.4 Acoustic Test, Vehicle Acceptance . . . . . . . . . . . . . . . . 80
7.2.5 Vibration Test, Vehicle Acceptance . . . . . . . . . . . . . . . . . . . 81
7.2.6 Pressure and Leakage Test, Vehicle Acceptance . . . . . . . . . . . 81
7.2.7 Thermal Cycle Test, Vehicle Acceptance . . . . . . . . . . . . .’. . . 82
7.2.8 Thermal Vacuum Test, Vehicle Acceptance .82
7.3 SUBSYSTEM ACCEPTANCE TESTS . . . . . . . . . . . . . . . . . . . . . ...83
7.”3.1 Proof Load Test, Structural Subsystem Acceptance . . . . . . .“. . . 83
7.3.2 Proof Pressure Test, Pressurized Subsystem Acceptance . . . . . . 84

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7.4 UNIT ACCEPTANCE TESTS . .. . . . . . . . .. . . . . . . . . . . . . . . . . ..84
7.4.1 Functional Test, Unit Acceptance . . . . . . . . . . . . . . . . . . . . . . 84
7.4.2 Thermal Cycle Test, Electrical and Electronic Unit Acceptance . 86
7.4.3 Thermal Vacuum Test, Unit Acceptance . . . . . . . . . . . . . . . 87
7.4.4 Vibration Test, Unit Acceptance . . . . . . . . . . . . . . . . . . . . ...88
7.4.5 Acoustic Test, Unit Acceptance . . . . . . . . . . . . . . . . . . . . ...88
7.4.6 Shock Test, Unit Acceptance . . . . . . . . . . . . . . . . . . . . . . ...89
7.4.7 Proof Load Test, Structural Unit Acceptance . . . . . . . . . . . . 89
7.4.8 Proof Presauke Test, Unit Acceptance ., , . . . . . .. . . . . . . . . . . 90
7.4.9 Leakage Teat, Unit Acceptance . . . . . . . . . . . . . . . . . . . . . . . 90
7.4.10 Wear-in Teat, Unit Acceptance . . . . . . . . . . . . . . . . . . . . . ...90
7.4.11 EMCTest, Unit Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . 91
8 ALTERNATIVE STRATEGIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...92
8.1 SPARES STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...92
8.2 FLIGHTPROOF STRATEGY . . . . .’ . . . . . . . . . . . . . . . . . . . . . . ...93
8.2.1 Vehicle Flightproof Tests . . . . . . . . . . . . . . . . . . . . . . . . . ...93
8.2.2 Subsystem Flightproof Tests . . . . . . . . . . . . . . . . . . . . . . . ..94
8.2.3 Unit Fliahtmoof Testa . . . . . . . . . . . . . . . . . . . . . . . . . . . ...94
8.3 PROTOQUAtiFICATION STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . 94
B.3.1 Vehicle Protoqualification Tests . . . . . . . . . . . . . . . . . . 95
8.3.2 Subsystem ~rotoqualification Tests . . . . . . . . . . . . . . . . . . . . 95
8.3.3 Unit Protoqualification Tests . . . . . . . . . . . . . . . . . . . . . . ...95
8.4 COMBINATION TEST STRATEGIES . . . . . . . . . . . . . . . . . . . . . ...96
9 PRELAUNCH VALIDATION AND OPERATIONAL TESTS . . . . .’ . . . . . . . . . . 97
9.1 PRELAUNCH VALIDATION TESTS, GENERAL REQUIREMENTS . . . . . 97
9.2 PRELAUNCH VALIDATION TEST FLOW 98
9.3 PRELAUNCH VALIDATION TEST CONFlGUi3ATiON” “ ::::::::::::: 98
9.4 PRELAUNCH VALIDATION TEST DESCRIPTIONS . . . . . . . . . . . . . . . 99
9.4.1 Functional Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...99
9.4.1.1 Simulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...99
9.4.1.2 Explosive-ord~ance Firing Circuits . . . . . . . . . . . . . . 99
9.4.1.3 Transportation and Handling Monitoring . . . . . . . . . . . . . 99
9.4.2 Propulsion Subsystem Leakage and Functional Tests . . . . . . . 100
9.4.3 Launch Critical Ground SuPPort Equipment Tests . . . . . . . . . 100
9.4.4 Compatibility Test, On-orbit System . . . . . . . . . . . . . . . . . . . 100
9.5 FOLLOW-ON OPERATIONAL TESTS . . . . . . . . . . . . . . . . . . . . . . . 101 .
9.5.1 Follow-on’ Operational Tests and Evaluations . . . . . . . . . . . . 101
9.5.2 On-orbit Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...101
9.5.3 Tests of Reusable Flight Hardware . . . . . . . . . . . . . . . . . . . . 102

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10 NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . ...103
10.1 INTENDED USE 103
10.2 TAILORED Application””:::: ::::::::::::::::”””””””” . . . . . . . . ““
. . 103
10.3 TEST EVALUATION TEAM . . . . . . . . . . 119
10.4 IN-PROCESS CONTROLS . .::::::::::::::::::: . . . . . . . . . 120
10.5 DOCUMENTATION . . . . . . . . . 120
10.6 GUIDANCE DOCUMENTS””::::::::: ::::::::::: 121
10.7 MANAGEMENTOF OPERATIONAL TESTS AND EVALUA io”Ns ”:::: 121
10.8 SUBJECT TERM (KEY WORD) LISTING . . . . . . . . . . . . . . . . . . . . . 121
10.9 CHANGES FROM PREVIOUS ISSUE . . . . . . . . . . . . . . . . . . . . ...122

11 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

TABLES
Table I Categorization of Passive and Active Thermal Control Subsystems 7
Table II Thermal Uncertainty Margins For Passive Cryogenic Subsystems 7
Table Ill Maximum Allowable Test Tolerances . . . . . . ; . . . . . . . . . . 18
Table IV Typical Qualification Test Margins and Durations . . . . . . . . 31
Table V Temperature Ranges for Thermal Cycle and Thermai Vacuum Tests 33
Table VI Numbers of Cycles for Thermal Cycle and Thermal Vacuum Tests 33
Table Vll Time Reductions Factors, Acoustic and Random Vibration Tests 34
Table Vlll Vehicie Qualification Test Baseline . . . . . . . . . . . . . . . . . . 35
Table IX Subsystem” Qualification Teat Baseline 50
Table X Unit Qualification Test Baaeline . . . . . . . . . . . . . . . . . . . . . . :54
Table Xl Typical Acceptance Test Levela and Ourations . . . . . . . . . . . 73
Table X11 Vehicle Acceptance Test Baaeline . . . . . . . . . . . . . . . . . . . . 79
Table Xlll Unit Acceptance Test Baseline . . . . . . . . . . . . . . . . . . . . . . ..85
Table XIV Requirements Applicability Matrix, General Form . . . . . . . . . . 107
Table XV Requirements Applicability Matrix, Detailed Form . . . . . . . . 108
Table XVl Sample of Table XIV, Requirements Applicability Matrix,
General Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...113
Table XVll Sample of Table XV, Recwirementa Armlicability Matrix,
Oetailed,Form, . . . . . . . . .. ~”. . . ...”..... . . . . . ...114

FIGURES
Figure 1 Thermal Cycle Profile, Typical Unit . . . . . . . . . . . . . . . . . . . . 56
Figure 2 Humidity TestTime Line . . . . . . . . . . . . . . . . . . . . . . . . . ...69
Figure 3 Unit Predicted and Test Temperature Ranges . . . . . . . . . . . . . . 74
Figure 4 Minimum Free-field Acoustic Spectrum,
Vehicle and Unit Acceptance Tests . . . . . . . . . . . . . . . 76
Figure 5 Minimum Random Vibration Spectrum, Unit Acceptance Tests . 77
Figure 6 Minimum Random Vibration Spectrum, Vehicle Acceptance Testa 78

...
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MlL-STD-l 540C

SECTION 1

SCOPE

1.1 PURPOSE

This Standard establishes the environmental and structural ground testing

requirements for launch vehicles, upper-stage vehicles, space vehicles, and for
their subsystems and units. In addition, a uniform set of definitions of related
terms is established.

1.2 APPLICATION

This Standard is intended for reference in applicable program specifications, or

in other documents, to establish general test requirements (1 0.1 ). The test
requirements focus on design validation and the elimination of latent defects to
ensure mission succass. The application of these test requirements to a particular
program is intended to result in a high confidence for achieving successful space
missions.

It is intended that these test requirements be tailored to each specific. program

after considering the design complexity, design margins, vuinerabiiities, technology
state of the art, in-process controls, mission criticality, life cycle cost, number of
vehicles involved, prior usage, and acceptable risk (4.1, 10.2).

1.3 TEST CATEGORIES

The tests are categorized as follows:

a. Development tM$. Engineering characterization tests and tests to

validate qualification and acceptance procedures (Section 5).

b. Qua Iificat ion tes~. Vehicle, subsystem, and unit levels (Section 6).

c. ~otance tes~. Vehicle, subsystem, and unit levels (Section 7).

d. Fliahtmoof and motoaua Iification tes~. Vehicle, subsystem, and unit

levels (Section 8).

e. J%elaunch validat ion tests and follow-on ooe rationel tests ana
~valuat ions. Integrated system tests, initial operational tests and
evaluations, and operational tests (Section 9).

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MlL-STD-l 540C

SECTION 2

APPLICABLE DOCUMENTS

2.1 GO VERNMENT DOCU MENTS.

The following standards and specifications form a part of this document to the
extent specified herein. Unless otherwise specified, the issues of these documents
are those listed in the issue of the Department of Defense Index of Specifications
and Standards (DODISS) and supplement therato, cited in the solicitation.

Militarv Standards

MIL-STD-81O Environmental Test Methods and

Engineering Guidelines.

MlL-STD-l 522 (USAF) Standard General Requirements for Safe Design and
Operation of Pressurized Missile and
Space Systems.

MlL-STD-l 541 (USAF) Electromagnetic Compatibility Requirements for

Spaca Systems.

MlL-STD-l 833 (USAF) Test Requirements for Ground Equipment and

Associated Computer Software Supporting
Space Vehicles.

(Unless otherwise indicated, copies of fedaral and military specifications,

standards, and handbooks are available from the Standardization Document Order
Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 191 11-5094. )

2.2 ORDER OF PRECEDENCE.

In the event of conflict between the text of this document and the references
cited herein, the text of this document takes pracadence. Nothing in this
document, howevar, supersedes applicable laws and regulations unless a specific
exemption has been obtained.

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MlL-STD-l 540C

SECTION 3

DEFINITIONS

3.1 ITEM LEVELS

The categories of items in hierarchical order are defined in this section.

3.1.1 ~. A part is a single piece, or two or more joined pieces, which are
not normally subject to disassembly without destruction or impairment of the
design use. Examples: resistor, integrated circuit, relay, roller bearing.

3.1.2 subassemb Iy. A subassembly is a unit containing two or more parts

which is capable of disassembly or part replacement. Examples: printed circuit
board with parts installed, gear train.

3.1.3 u. A unit is a functional item that is viewed as a complete and

separate entity for Purposes of manufacturing, maintenance, or record keeping.
Examples: hydraulic actuator, valve, battery, electrical harness, transmitter.

3.1.4 Subsvste m. A subsystem is an assembly of functionally related units.

It consists of two or more units and may include interconnection items such as
cables or tubing, and the supporting structure to which they are mounted.
Examples: electrical power, attitude control, telemetry, thermal control, and
propulsion subsystems.

3.1.5 Vehicle. Any vehicle defined in this section may be termed expendable
or recoverable, as appropriate.

3.1.5.1 ~. A launch vehicle is one or more of the lower stages

of a flight vehicle capable of launching upper-stage vehicles and space vehicles,
usually into a suborbital trajectory. A fairing to protect the space vehicle, and
possibly the upper-stage vehicle, during the boost phase is typically considered to
be part of the launch vehicle.

3.1.5.2 We r- staae Vehiclf& An upper-stage vehicle is one or more stages of

a flight vehicle capable of injecting a space vehicle or vehicles into orbit from the
suborbital. trajectory that resulted from oPeration of a launch vehicle.

3.1.5.3 soace ExDeriment. A space experiment is usually part of the space

vehicle payload and is therefore considered to be a lower level assembly of a space
vehicle. However, a space experiment may be an integral part of a space vehicle,
a payload that performs its mission while attached to a space vehicle, or even a
payload that is carried by a host vehicle but performs some of its mission as a
free-flyer. Whether complex space equipment is called a space experiment, a

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sDace instrument, or a sDace vehicle is discretionary and the nomenclature used

should not affect-the classification of the aquipmen~ or the requirements.

3.1.5.4 *ace Vehicle. A space vehicle is an integrated set of subsystems

and units capable of supporting an operational role in space. A space vehicle may
be an orbiting vehicle, a major portion of an orbiting vehicle, or a payload which
performs its mission while attached to a launch or upper-stage vehicle. The
airborne support equipment (3.2.1 ), which is peculiar to programs utilizing a
recoverable launch or upper-stage vehicle, is considered to be a part of the space
vehicle.

3.1.5.5 Fliaht Vah icle. A flight vehicle is the combination of elemants of the
launch system that is flown; i.e., the launch vehicle(s), the upper-stage vehicle(s),
and the space vehicle(s) to be sent to orbit.

3.1.6 svstem. A system is a composite of equipment, skills, and techniques

capable of performing or supporting an operational role. A system includes all
operational equipment, related facilities, material, software, services, and personnel
required for ,its operation. A system is typically defined by the System Program
Office or the procurement agency responsible for its acquisition.

3.1.7 co mbinad Svste mS. Combined systems are interconnected systems

that are required for program level operations or operational tests. The combined
systems of interest are typically the launch system and the on-orbit system.

3.1.7.1 Launch Svste m. A launch system is the composite of equipment,

skills, and techniques capable of launching and boosting one or more space
vehicles into orbit. The launch system includes the flight vehicle and related
facilities, ground equipment, material, software, procedures, services, and
personnel required for their operation.

3.1.7.2 Qn -orbi~ m. An on-orbit system is the composite of equipment,

skills, and techniques permitting on-orbit operation of the space vehicle(s). The
on-orbit system includes the space vehicle(s), the command and control network,
and relatad facilities, ground equipment, material, softwara, procedures, services,
and personnel raquire~ for their operation.

3.2 SPECIAL ITEMS

3.2.1 Airborne SUDDOrt Eaui~ment (A SEI. Airborne support equipment is the

equipment installed in a flight vehicle to provide support functions and interfaces
for the space or upper-stage vehicla during launch and orbital operations of the
flight vehicle. This includes the hardware and software that provides the
,structural, electrical, electronic, and mechanical interfaces with the flight vehicle.

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3.2.2 CriticalUnit. A critical unit is one whose failure can affect the system
operation sufficiently to cause the Iossof the stated vehicle objectives, a partial
Iossof the mission, orise unit whose proper performance isessential froma range
safety standpoint.

3.2.3 Development TeSt Article. A development test article isa

representative vehicle, subsystem, or unit dedicated to provide design and test
information. The information may be used to check the validity of analytic
techniques and assumed design parameters, to uncover unexpected response
characteristics, to evaluate design changes, to determine interface compatibility, to
prove qualification and acceptance test procedures and techniques, or to determine
if tha equipment meets its performance specifications. Development test articles
include engineering test models, thermal models, and structural static and dynamic
models.

3.2.4 Exl)los ive-o rdnance Device. An explosive-ordnance device is a device

that contains or is operated “by explosives. A cartridge-actuated device, one type
of explosive-ordnance device, is a mechanism that employs the energy produced
by an explosive charge to perform or initiate a mechanical action.

3.2.5 M ov in a Mechanical Asse mblv (MMA~. A moving mechanical assembly

is a mechanical or electromechanical device that controls the movement of one
mechanical part of a vehicle relative to another part. Examples: gimbals, actuators,
despin and separation mechanisms, valves, pumps, motors, latches, clutches,
springs, dampers, bearings.

3.2.6 ~~ Ie Ita . ,A reusable item is a unit, subsystem, or vehicle that is

to be used for multiple missions. The service life (3.5.6) of reusable hardware
includes ail planned reuses, refurbishment, and retesting.

3.3 ~s

The complex flight environment involves a combination of conditions that are’

usually resolved into individual test environments. Each test environment should
be based on actual flight data, scaled if necessary for differences in parameters, or
if more reliable, by analytical prediction or a combination of analysis and flight
data. The flight data may be from the currant flight system, or from other flight
systems if configuration variations are accounted for and properly scaled. The
individual environments, which may be involved in qualification and acceptance,
are described in this saction.

3.3.1 Maximum a nd Minimum Exoected Te mDerat uras. The maximum and

minimum expected temperatures are the highest and lowest temperatures that an
item can experience during its service life (3.5.6), including all operational modes.
These temperatures are established from analytically determined extreme
temperatures by adding a thermal uncertainty margin, discussed below. The

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MlL-STD-l 540C

analytically determined extreme temperatures are predicted from thermal models

using applicable effacts of worst-case combinations of equipment operation,
internal heating, vahicle orientation, solar radiation, eclipse conditions, ascent
heating, descent haating, and degradation of thermal surfaces during the service
life.

For space and upper-stage vehicles, the analytical model is validated using
results from a vahicle thermal balance test involving operational modes which
include the worst-case hot and cold conditions. The thermal uncertainty margin is
applied to tha analytically determined extreme temperatures, even after validation
by a thermal balance test. The thermal uncertainty margin accounts for
uncertainties in parameters such as complicated view factors, surface properties,
radiation environment, joint conduction, and unrealistic aspects of ground test
simulation. The margins vary depending on whether passive or active thermal
control techniques are used. Examples of each type, for purposes of uncertainty
margin to be applied, appear in Table 1. The margins to be applied are addressed in
the following subparagraphs.

3.3.1.1 Marains for Pass ive Thermal Control Submrste ms. For units that have
no thermal control or have only passive thermal control, the recommended
minimum thermal uncertainty margin is 17°C prior to achieving a validated
analytical model. For space and upper-stage vehicles, the uncertainty margin may
be reduced to 11 “C after the analytical model is validated using results from a
vehicle thermal balanca test. To avoid significant weight and power increases of
the power subsystem due to additional hardware or increased heatar size, the
uncertainty margin of 17°C may be reduced to 11 ‘C.

For units that have large uncertainties in operational or environmental

conditions or that do not require thermal balance testing, the thermal uncertainty
margin may be greater than those stated above. Examples of these units for a
launch vehicla are a vehicle heat shield, external insulation, and units within the aft
skirt.

For passive cryogenic subsystems operating below minus 70”C, the thermal
uncertainty margin may b’e reduced as presented in Table Il. In addition, the
following thermal-uncertainty heat-load margins are recommended: 50 percent in
the conceptual phase, 45 percent for preliminary design, 35 percent for critical
design reviaw, and 30 parcant for qualification. ” -

3.3.1.2 Ma reins for A ctive Thermal Co ntrol Subsvst ems. For thermal designs ,.
in which temperatures are actively controlled, a heat-load margin of 25 percent
may be used in lieu of tha tharmal margins specified in 3.3.1.1. This margin is
applicable at tha “condition that imposes the maximum and minimum expected
temperatures. For exampla, for heatars regulated by a mechanical thermostat or
electronic controller, a 25-parcent heater capacity margin may be used in Iiau of
the thermal margins at tha minimum axpected temperature and at minimum bus

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MlL-STD-l 540C

TABLE 1. Categorization of Passive and Active Thermal Control Subsystems.

Passive Active
Constant-conductance or diode heat pipes. Vafiable-conductance heat pipes.

Hardwired heaters (fixed or variable- Heat pumps and refrigerators.

resistance, such as auto-trace or positive-
temperature-coefficient thermistors). Stored-coolant subsystems.

Thermal storage devices (phase-chan9e or Resistance heater with

sensible heat). commendable or mechanical or
electronic controller.
Thermal insulation(multi-layer insulation,
foams, or discrete shields). Capillary-pumped loops.

Radiators (fixed, articulated, or deployable) Pumped fluid looPs.

with louvers or pinwheels.
Thermoelectric cooler.
Surface finishes (coatings, paints,
treatments, second-surface mirrors].

TABLE Ii. Thermal Uncertainty Margins For Passive Cryogenic Subsystems.

Thermal Uncertainty Margin

Predicted Temperature (“c)
(“c) Pre-validation Post-validation

Above -70 17 11
-70 to -B7 16 10
-B8 to -105 15 9
-106 to -123 14 8
-124 to -141 13 7
-142 to -159 11 6
-160 to -177 9 5
-178 to -195 8 4
-196 to -213 6 3
-214 to -232 4 2
Below -232 2 1

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voltage, which translates into a duty cycle of no more than 80 percent under these
cold conditions. Where an 11 “C addition in the analytically determined extreme
temperatures would cause the temperature of any part of the actively-controlled
unit to exceed an acceptable temperature limit, a control-anhority margin” in excess
of 25 percent should be demonstrated.
I
For designs in which the temperatures are actively controlled to below minus
70”C by expendable coolants or refrigerators, the thermal uncertainty heat-load
margin of 25 percent should be increased in the early phases of the development.
For these cases, the following thermal-uncertainty heat-load margins are
recommended: 50 percent in the conceptual phase, 45 percent for preliminary
design, 35 percent for the critical design review, and 30 percent for qualification.

3.3.2 statistical Estimates of Vibration, Acoust ic. end Shock Environments.

Qualification and acceptance tests for vibration, acoustic, and shock environments
are based upon statistically expected spectral levels. The. level of the extreme
expected environment, used for qualification testing, is that not exceeded on at
least 99 percent of flights, estimated with 90-percent confidante (P99/90 level).
Tha Ieval of the maximum expected environment, used for acceptance testing, is
that not exceeded on at least 95 percent of flights, estimated with 50-percent
confidence (P95/50 level). These statistical estimates are made assuming a
Iognormal flight-to-flight variability having a standard deviation of 3 dB, unlass a
different assumption can be justified. As a result, the P95/50 level estimate is 5
dB above the estimated mean (namely, the average of the logarithmic values of the
spectral levels of data from all available flights). When data from N flights are used
for the estimate, tha P99/90 estimate in dB is 2.0 + 3.9/N1 /2 above the P95/50
estimata. When data from only one flight ara availabla, those data are assumed to
rerxesent the mean and so tha P95/50 is 5 dB hiohar and the P99/90 level is 11
dB higher.

When ground testing produces the raalistic flight environment (for example,
engine operation or activation of explosive ordnance), the statistical distribution
can be determined using the test data, providing data from a sufficient number of
tests are available. Tha P99/90 and P95/50 levels ara then determined from the
derived distribution.

Extrame and maximum axpacted spectra should be specified for zones of the
launch, upper-stage, and space vahicles to allow for repositioning of units within
their zones without changing the axpected environment. Particular spectra can be
daveloped for specific units.
~
3.3.3 Fatioue Eau ivalent Du ration. For a time-varying flight acoustic or
vibration environment, the fatigue equivalent duration is the time duration, at the
maximum environment achieved during that flight, that would produce the same
fatigue damage potantial. For a given flight trajectory, tha equivalent duration can
be assumed to be independent of the maximum environment achieved during any

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particular flight. The fatigue damage potential is taken to be proportional to tha

fourth power of amplitude, ,unless another basis can be justified.

3.3.4 F.E m nd Maximu Ex ic Environ nt. The aco’ustic

environment for an exterior or interior zone of a vehicle results from propulsive and
aerodynamic excitations. The acoustic environment isexpressed bya
1/3-octave-band pressure spectrum in dB (reference 20 micropascal) for center
frequencies spanning arangeofetleast31 to 10, 000 HZ. Fora time-varying
environment, the acoustic spectrum used for test purposes is the envelope of the
spectra for each of aseriesof I-second time segments overlapped by at least 50
percent. Longer time segments may be used only if it is shown that significant
smoothing of the time-dependent characteristics of the spectra (that is, large bias
error) does not occur. The ‘extreme and maximum expected acoustic environments
(P99/90 and P95/50 acoustic sPectra, respectively, Per’ 3.3.2) are the basas for
qualification and acceptance test spectra, respectively, subject to
workmanship-based minimum spectra. The associated duration is the fatigue
equivalent duration in flight (3.3.3).

3.3.5 Extreme a nd Maximu m”Ex Dected Ra n do m Vibration Environment. The

random vibration environment induced at the structural attachments of units is due
to the direct or indirect action of the acoustic and aerodynamic excitations, to
roughness in combustion or burning processes, and to machinery induced random
disturbances. The random vibration environment is expressed as an acceleration’
spectral density in g2/Hz (commonly termed power spectral density or simply PSD)
over the fraauencv rarme of at least 20 to 2000 Hz. For a time-varvirm
environment: the PSD ~sed for test purposes is the envelope of the “sp~ctra for
each of a series of 1-second time segments overlapped by at least 50 percent.
Longer time segments may,, be used only if it is shown that significant smoothing of
the time-dapendent characteristics of the spectra (that is, large bias error) does not
occur. Also, the resolution bandwidth is to be no greater than 1/6 octave, but
need not be. less than 5 Hz. The extreme and maximum expected vibration
environments (P99/90 and P95/50 PSDS, respectively, per 3.3.2) are the bases for
the qualification and acceptance test spectra, respectively, subject to
workmanship-based minimum spectra. The associated duration is the fatigue.
equivalent duration in flight (3.3.3).

3.3.6 M$I i x i Vibretion E vir nt. The

sinusoidal vibration induced at tha structural attachments of units may be due to
periodic excitations from rotating machinery and from instability involving pogo
(interaction of structural and propulsion dynamics), flutter (interaction of “structural
dynamics and aerodynamics), or combustion. Periodic excitations may also occur
during ground transportation. The sinusoidal vibration environment is expressed as
an acceleration amplitude in g over the frequency range for which amplitudes are
significant. Namely, those,, whose acceleration amplitude exceeds 0.016 times the
frequency in Hz. This is basad on a response velocity amplitude of 1.27 meters
per second (50 inches per second) when the vibration is applied to a single-degree-

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I Ml L-STD-l 540C

of-freedom system havinga Qof 50. The resolution bandwidth should be no

graater than 10percant of thelowest frequency sinusoidal component present.
Theextreme endmaximum expected sinusoidal vibration environments (P99/90
and P95/50 amplitude spectra, respectively, per 3.3.2) are the basis for
qualification and acceptance spectra, respectively. The associated duration is the
fatigue equivalent duration (3.3.3), including flight and transportation.

When combinad sinusoidal andrandom vibration during service life (3.5.6) can
bamorasevare than sinusoidal and random vibration considered separately, the
combined environment is applicable.

3.3.7 Extreme and Ma ximum ExDected Shock Env ironm ent. Shock transients
result from the sudden application or release of loads associated with deployment,
separation, impact, and release events. Such events often employ explosive-
ordnance devices resulting in generation of a pyroshock environment, characterized
by a high-frequency acceleration transient which dacays typically within 5 to 15
milliseconds. The shock environment is expressed as the derived shock rasponse
spactrum in g, based upon the maximum absolute acceleration or the equivalent”
static accalaration induced in an idaal, viscously dampad, singla-degree-of-f reedom
system. Its natural frequency should span the range from at least 100 Hz to
10,000 Hz for pyroshock or comparable shock disturbances, at intervals of no
graater than 1/6 octava, and for a rasonant amplification (Q) of 10. The axtreme
and maximum expected shock environments (P99/90 and P95/50 shock response
spectra, respectively, per 3.3.2) are the bases for qualification and acceptance test
spectra, respectively.

3.4 STRUCTURAL TERMS

I 3.4.1 Burst Fact or. The burst factor is a multiplying factor applied to tha
maximum expected operating pressure to obtain the design burst prassure. Burst
factor is synonymous with ultimate pressure factor.

3.4.2 msian Burst Pre_. The design burst pressure is a test pressure
that pressurized components must withstand without rupture in the applicable
oparating environmants. It is equal to the product of the maximum expected
oparating pressure and a burst factor. ~

3.4.3 -II. The design factor of safety is a multiplying

factor usad in tha dasign analysis to account for uncertainties such as material
properties, design procedures, and manufacturing procedures. The design factor of
safaty is often callad the design safety factor, factor of safaty, or, simply, the
safety factor. In general, two types of design factors of safety are specified:
design yield factor of safety and design ultimata factor of safety.

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3.4.4 De sian Ultimate Load. The design ultimate Ioadis a load, or

combinations of loads, that the structure must withstand without rupture or
collapse in the explicable operating environments. It is equal to the product of the
limit load and the design ultimate factor of safety. .

3.4.5 Des ian Y ield Loed. The design yield load is a load, or combinations of
loads, that a structure must withstand without experiencing detrimental
deformation in the applicable operating environments. It is equal to the product of
the limit load and the design yield factor of safety.

3.4.6 Limit Load. A limit load is the highest load, or combinations of loads,
that may be applied to a structure during its service life (3.5.6), and acting in
association with the applicable operating environments produces a design or
extreme loading condition for that structure. When a statistical estimate is
applicable, the limit load is that load not expected to be exceeded on at least 99
percent of flights, estimated with 90-percent confidence.

3.4.7 Ma ximum Exoected ODeratina Pressu re (MEOP). The MEOP is the

highest gage pressure that an item in a pressurized subsystem is required to
experience during its service life (3.5.6) and retain its functionality, in association
with its applicable operating environments. The MEOP is synonymous with limit
pressure or maximum operating pressure (MOP) or maximum working pressure
(MWP). Included are the effects of maximum ullage pressure, fluid head due to
vehicle quasi-steady and dynamic accelerations, waterhammer, slosh, pressure
transients and oscillations, temperature, and operating variability of regulators ar
relief valvas.

3.4.8 Ma ximum Predicted Acce Ieration. The maximum predicted acceleration

(its extreme value), defined for structural loads analysis and test purposes, is the
highest acceleration determined from the combined effects of quasi-steady
acceleration; the vibroacoustic environment, and the dynamic response to such
significant transient flight events as liftoff; engine ignitions and shutdowns;
transonic and maximum dynamic pressure traversal; gust; and vehicle separation.
The frequency range of concern is usually limited to below 50 Hz for structural
loads resulting from tha noted transient events, and to below 300 Hz for
secondary structural loads resulting from the vibration and acoustic’ environments.
Maximum accelerations are predicted for each of three mutually perpendicular axes
in both positiva end negative directions. When a statistical estimate is applicable,
the maximum predicted acceleration is at least that acceleration not expected to be
exceeded on 99 percent of flights, estimated with 90-percent confidence (P99/90). .,

3.4.9 -rational De flectionq. Operational deflections are the deflections

imposed on a structure during operation (for example, by engine thrust-vector
gimballing, thermal differentials, flight accelerations, and mechanical vibration).

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3.4.10 Pressure Co mDonent. Apressure component isa unit ina pressurized

subsystem, other thana pressure vessel, that is structurally designed Iargely by the
acting pressure. Examples are lines, tubes, fittings, valves, bellows, hoses,
regulators, pumps, and accumulators.

3.4.11 Pressure Vesse 1. A pressure vessel isa structural component whose

primary purpose is to store pressurized fluids and one or more of the following
apply:

a. Contains stored energy of 19,310 joules (14,240 foot-pounds) or

greater based on adiabatic expansion of a perfect gas.

b. Contains a gas or liquid that would endanger personnel or equipment

or create a mishap (accident) if released.

c. May experience a design limit pressure greater than 690 kilopascals

(100 psi).

3.4.12 f%essur ized Structure. A pressurized structure is a structure designed

to sustain both internal pressure and vehicle structural loads. A main propelle~t
tank of a launch vehicle is a typical example.

3.4.13 Press urized Subsvste m. A pressurized subsystem consists of pressure

vessels (3.4.1 1 ) or pressurized structures (3.4.1 2), or both, and pressure
components (3.4.10). Excluded are electrical or other control units required for
subsystem operation.

3.4.14 Proof Fact or. The proof factor is a multiplying factor applied to the
limit load, or maximum expected operating pressure, to obtain the proof load or
proof pressure for use in a proof test.

3.4.15 Proof ~. A proof test is an acceptance test used to prove the

structural integrity of a unit or assembly, or to establish maximum possible flaw
sizes for safe-life determination. The proof test gives evidence of satisfactory
workmanship and material quality by requiring the absence of failure or detrimental
deformation. The proof test load and pressure compensate for the difference in
material properties between test and design temperature, if applicable.

3.4.16 structural Com~onent. A mechanical unit is considered to be a

structural component if its primary function is to sustain load or maintain
alignment.
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3.5 QTHER DEFINITIONS

3.5.1 Ambient Environment. The ambient environment for a ground test is

defined as normal room conditions with temperature of 23 * IO”C (73 * 18”F),
atmospheric pressure of 10,1 ‘+2/-23 kilopascals (29.9 +0.6/-6.8 in. Hg), and
relative humidity of 50 + 30 percent.

3.5.2 co ntamination Tolerant e Level. The contamination tolerance level is

the value of contaminant part~cle size, or level of contamination, at which a
specified performance, rehablhty, or life expectancy of the item is adversely
affected.

3.5.3 Qoerational Modes. The operational modes for a unit, assembly,

subsystem, or system include all combinations of operational configurations or
conditions that can occur during its service life (3.5.6). Examples: power
condition, command mode, readout mode, attitude control mode, redundancy
management mode, safe mode, and spinning or despun condition.

3.5.4 Qt her Tea. An, “other” test is a test that may be required subject to an
evaluation of its benefit on. a case-by-case basis. Special requirements of usage
and peculiarities of the particular test item should be taken into account. If the
evaluation shows that an “other” test is effective, it becomes a “required” test for
that case (10.2.1 .3). In general, “other” tests ara unique tests and therefore have
a low probability of being required.

3.5.5 Qua Iification Marain. An environmental qualification margin is the

increase in an environmental condition, over that expected during service life
(3.5.6), including acceptance testing, to demonstrate that adequate ruggedness
exists in the design and in its implementation. A margin may include an increase in
level or range, an increase in duration or cycles of exposure, as well as any other
appropriate increase in severity. Environmental qualification margins are intended
to demonstrate the ability to satisfy all of the following on a singla qualification
item:

a. Be tolerant of differences in ruggedness and functionality of flight

items relative to the qualification item, due to reasonable variations in
parts, material properties, dimensions, processes, and manufacturing.

b Be immuna to excessive degradation (such as fatigue, wear, loss of

material properties or functionality) after enduring a specified
maximum of acceptance testing prior to operational use of a flight “
item.

c. Meet requirements under extreme conditions of flight, which when

expressed statistically are the P99/90 estimates (3.3.2, 3.4.8).

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3.5.6 Service Life. The service life of an item starts at the completion of
fabrication and continues through all acceptance testing, handling, storage,
transportation, prelaunch testing, all phases of launch, orbital operations, disposal,
reentry or racovery from orbit, refurbishment, retesting, and reuse that may be
required or specified.

3.5.7 TemrIereture Sta bilizetion. For thermal cycle and thermal vacuum
testing, temperature stabilization for a unit is achieved when the unit baseplate is
within the allowed test tolerance on the specified test temperature (4.6), and the
rate of change of temperature has been less than 3°C per hour for 30 minutes. For
steady-state thermal balance testing, temperature stabilization is achieved when
the unit having the largest thermal time constant is within 3°C of its steady state
value, as determined by numerical extrapolation of test temperatures, and the rate
of change is less than 1 “C per hour.

3.5.8 Test Discrepancy. A test discrepancy is a functional or structural

anomaly that occurs during testing, which may reveal itself as a daviation from
specification requirements for the test item. A test discreoancv mav ba a
momentary, unrepeatable anomaly; or it may be a permanent failure to respond in
the predicted manner to a specifiad combination of test environment and functional
test stimuli. Test discrepancies include those associated with functional
performance, premature operation, failure to operate or cease operation at the
prescribed time, and others that are unique to the item.

A test discrepancy may be due to a failure of the test item, or may be due to
some unintended cause such as from the test setup, test instrumentation, supplied
power, test procedures, or computer software used.

3.5.9 Test ‘Item Failure. A failure of a test item is defined as a test

discrepancy that is due to adesign, workmanship, or quality deficiency in the item
being testad. Any test discrepancy is considered to be a failure of the test item
unless it can be determined to have been due to some unintended cause (3.5 .8)’.’

3.5.10 Thermal Soak Duration. The thermal soak duration of a unit at the hot
or cold extrama of a thermal cycle is the time that the unit is operating and ‘its
baseplate is continuously maintained within the allowed tolerance of the specified
test temperature.

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SECTION 4

GENERAL REQUIREMENTS

This section addresses, general requirements applicable to all test categories.

Included are tailoring of requirements, testing philosophy, propulsion equipment
tests, firmware tests, inspections, test condition tolerances, test plans and
procedures, retest, and documentation.

4.1 ~s
TA RIN

This Standard establishes a baselina of requirements which should be tailored

up or down to meet the needs of a particular program (10.2). The programmatic
implications of imposing each requirement should be evaluated. This includes not
only the direct costs versus the benefits, but also the risks and potential costs of
not imposing requirements, If extensive tailoring of the testing requirements is
appropriate for a particular’ program, the procuring agency may provide a summary
of the applicability of the various paragraphs. Tables in 10.2.2 provide
Requirements Applicability Matrices, in general and detailed forms, to be used by
the procuring agency for stating changes to the stringency or applicability of the
requirements appearing in the various sections and for the various tests of this
Standard. If the applicable requirements in this Standard are not tailored by the
contract, they stand as written.

4.2 TESTING PHILOS OPHY

The complete test program for launch vehicles, upper-stage vehicles, and
space vehicles encompasses development, qualification, acceptance, prelaunch
validation, and follow-on operational tests and evaluations. Test methods,
environments, and measured parameters shall be selected to permit the collection
of empirical design parameters and the correlation of data throughout the complete
test program. A satisfactory test program requires the completion of specific test
objectives prior to the accomplishment of others. The test program encompasses
the testing of progressively more complex assemblies of hardware and computer
software. Dasign suitability should be demonstrated in the earlier development
tests prior to testing the next more complex assemblies or combinations in the
progression and prior to the start of formal qualification testing. All qualification
testing for an item should be completed, and consequential. design improvements
incorporated, prior to the initiation of. flight hardware acceptance testing for that
item. In general, hardware items subjected to qualification tests are themselves
not eligible for flight, since there has been no demonstration of remaining life from
fatigue and wear standpoints. Section 8 describes higher risk, alternative
strategies which may be used to tailor a qualification test program. The integrated

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system prelaunch validation tests, described in Section 9, are intended to be

combined with or incorporated with the MlL-STD-l 833 Step 3 integrated system
tests, and the Step 4 and 5 operational tests that include the applicable ground
equipment and associated computer software.

Environments other than those specified in this Standard can be sufficiently

stressful as to warrant additional qualification and possibly acceptance testing.
These include environments such as nuclear and electromagnetic radiation, as well
as climatic conditions not specified such as lightning.

The environmental tests specified are intended to be imposed sequentially,

rather than in combination. Nevertheless, features of the hardware design or of
the service environments may warrant the’ imposition of combined environments in
some tests. Examples: combined temperature, acceleration, and vibration when
testing units employing elastomeric isolators in their design; and combined shock,
vibration, and pressure when testing pressurized components. In formulating the
test requirements in these situations, a logical combination of environmental
factors should be imposed to enhance test effectiveness.

4.3 PRfJPU LSION EQU IPMENT TESTS

In general, tests of solid rocket motors and tests of liquid rocket engines are
not addressed in this Standard. However, units which comprise a vehicle
propulsion subsystem, including units which are integral to or mounted on a motor
or engine, are covered by this Standard in that they shall be qualified and
acceptance tested to the applicable unit requirements specified herein. Testing of
a unit on an engine during the engine acceptance test firing may be substituted for
part of the unit level acceptance test if it can be established that the environments
and duration meet the intent of the individual acceptance test criteria, or if such
units are not amenable to testing individually. Environmental testing of thrusters
(such as staging rockets, retro-motors, and attitude control thrusters) shall meet
the applicable unit requirements of this Standard.

4.3.1 Enoine Line Reolaceab Ie Un il (LRU) Acc~ance Te stinq. An engine

LRU is an engine unit which may be removed from an engine and replaced by a
new unit without requiring re-acceptance test firing of the engine with the new
unit. If the unit being replaced was included in an engine acceptance test firing as
part of its acceptance test, then the replacement unit shall either be subjected to
such a test on an engine, or shall undergo equivalent unit level acceptance testing.
Equivalent testing shall consider all appropriate environments such as temperature,
vibration, pressure, vacuum, and chemical. Testing shall demonstrate functionality
of the unit under conditions similar to those achieved in the engine acceptance test
firing and flight.

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4.3.2 Ena ine Line Redaceab Ie U nit (LRU) Qua Iificat ion Testing. All engine
LRUS shall be qualified at a unit level to the requirements of this Standard.

4.4 FIRMWARE TESTS

Firmware is the combination of a hardware device and computer instructions

or computer data that reside as read-only software on the hardware device. The
software cannot be readily modified under program control. Firmware that falls
under the intent and purpo:se of a Commercial Off the Shelf item (COTS) should be
tested as COTS. Firmware that is not COTS should be tested as a development
item subject to the test requirements of this document. The software element of
firmware should be tested as sofiware, and the hardware element of firmware
should be tested as hardware.

4.5 iNSPECTIONS

All units and higher levels of assembly should be inspected to identify

discrepancies before and after testing, including tests performed at the launch site.
The inspections of flight hardware shall not entail the removal of unit covers nor
any disassembly, unless specifically called out in the test procedures. Included
should be applicable checks of finish, identification markings, and cleanliness.
Weight, dimensions, fastener tightness torques and breakaway forces and torques
should be measured, as applicable, to determine compliance with specifications.

4.6 TEST CO NDITION TOLERANCES.

Unless stated otherwise, the specified test parameters should be assumed to

include the maximum allowable test tolerances listed in Table Ill. For conditions
outside the ranges specified, the tolerances should be appropriate for the purpose
of the test.

4.7 TES T PLANS A ND PROCE DUREs

The test plans and procedures shall be documented in sufficient detail to

provide the framework for identifying and interrelating all of the individual tests and
test procedures needed.

4.7.1 Jest Pla ns. The test plans should provide a general description of each
test planned and the conditions of the tests. The test plans should be based upon “.
a function-by-function mission analysis and any specified testing requirements. To
the degree practicable, tests should be planned and executed to fulfill test
objectives from development through operations. Test objectives should be
planned to verify ,compliance with the design and specified requirements of the

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TABLE Ill. Maximum Allowabla Taat Tolerances.

Test Parameter Test Tolerance

temperature
-54°C to + 1Oo”c * 3°c

Relative Humidity * 5 percent

Acceleration + 10/-0 percent

Static Load and Pressure + 5/-0 percent

Atmospheric Pressure
Above 133” pascals (> 1 Torr) * 10 percent
133 to O.133 pascals ( 1 Torr to 0.001 Torr) *25 percent
Below O.133 pascai (<0.001 Torr) t 80 percent

Test Time Duration + 10/-0 percent

Vibration Frequency * 2 percent

Sinusoidal Vibration Amplitude * 10 percent

Random Vibration Power Spectral Density

Freoue cv Ra oa -Me ximum ontrol Bandwidth
20 t: 10; Hz 10Hz * 1.5dB
100 to 1000 Hz 10 percant of midband frequancy * 1.5dB
1000 to 2000 Hz 100 Hz * 3.0 dB
Ovarall * l.OdB
Note: Control bandwidths may ba combined for tolerance evaluation purposes.
Tha statistical dagraas of fraedom shall be at Iaast 100.

Sound Pressure Levels

113-Octa e Midband Freauencie~
31.5vto 40 Hz * 5.0 dB
to 2000 Hz * 3.0 dB
25% to 10000 Hz * 5.0 dB
Overall A 1.5dB
Note: The statistical dagreas of fraedom shall‘be at least 100.

Shock Response Spectrum (Peak Absolute Acceleration, Q = 101

Natural Frequencies .%aced at 1/6-Octa ve Intervals
At or balow 3000 Hz * 6.0 dB
Abova 3000 Hz + 9.0/- 6.0 dB
Note: At least 50 parcent of tha spectrum valuaa shall be graatar
than tha nominal tast specification.

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items involved, including interfaces. The test plans should incorporate by

reference, or directly document, the following:

a. A brief background of the applicable project and descriptions of the

test hems covered (such as the systems, vehicles, and subtier
equipment).

b. Tha overall test philosophy, testing approach, and test objective for
each item,’ including any special tailoring or interpretation of design
and testing requirements.

c. The allocation of requirements” to appropriate testable levels of

assembly. Usually this is a reference to a requirements traceability
matrix listing all design requirements and indicating a cross reference
to a verification method and to the applicable assembly level.

d. The identification of separata environmental test zones (such as the

engine, fairing, or payload).

e. The identification of separate states or modes where the configuration

or environmental levels may. be different (such as during testing,
launch, upper-stage transfar, on-orbit, eclipse, or reentry).

f. The environmental specifications or life-cycle environmental profiles

for each of the environmental test zones.

cl. Required special test equipment, facilities, interfaces, and downtime

requirements.

h. Required test tools and test beds including the qualification testing
planned for the test tools and test beds to demonstrate that they
represent an operational system environment and verify that simulated
interfaces ara correct.

i. Standards to be used for tha recording of test data on computer

compatible electronic media, such as disks or magnetic tape, to
facilitate automated accumulation and sorting of data.

j. The review and approval process to be followed for test plans and
procedures, a,nd for making changes to approved test plans and
procedures.

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k. Overall schedule of tests showing conformance with the

program schedules including thescheduled availability of test articles,
test facilities, special test equipment, and procedures.

4.7.2 Test Procedu re$. Tests shall be conducted using documented test
procedures, prepared for performing all of the required tests in accordance with the
test objectives in the approved test plans. The test objectives, testing criteria, and
pass-fail criteria shall be stated clearly in the test procedures. The test procedures
shall cover all operations in enough detail so that there is no doubt as to the
execution of any step. Test objectives and criteria should be stated clearly to
relate to design or operations specifications. Where appropriate, minimum
requirements for valid data and pass-fail criteria should be provided at the
procedure step level. Traceability should be provided from the specifications or
requirements to the test procedures. Where practicable, the individual procedure
step that satisfies the requirement should be identified. The test procedure for
each item shall include, as a minimum, descriptions of the following:

a. Criteria, objectives, assumptions, and constraints.

b. Test setup.
c. Initialization requirements.

d. Input data.
e. Test instrumentation.
f. Expected intermediate test results.

9 Requirements for recording output data.

h. Expected output data.
i. Minimum requirements for valid data to consider’the test successful.

i Pass-fail criteria for evaluating results.

k. Safety considerations and hazardous conditions.
4.8 RETEST

Whenever the design of hardware is changed, the hardware involved should be

retested, as necessary, and all documentation pertinent to the changes shall be
revised. When retesting a redesigned item, limited testing may be satisfactory as
long as it is”adequate to verify the redesign, to confirm that the redesign did not
negate prior testing, and to show that no new problems have been introduced.
However, care must be exercised with this limited retesting concept since even
small changes can potentially affect the item in unexpected ways.

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Retesting may also be necessary if a test discrepancy (3.5.8) occurs while

performing any of the required testing steps. In that case, conducting a proper
failure analysis plays an important part in determining the type and degree of
retesting. The failure analysis should include the determination of whether a failure
occurred, the cause of the! failure, the symptoms of the failure, and isolation of the
failure to the smallest replaceable item.

4.8.1 Retest Durino dualificat ion or Acceota nc~. If a test discrepancy occurs
during qualification or acceptance testing, the test may be continued without
corrective action if the discrepant item or software coding does not affect the
validity of test data obtained by the continuation of testing. Otherwise the test
shall be interrupted and the discrepancy verified. To the extent practicable, the
test configuration should not be modified until the cause of the discrepancy has
been isolated and verified. If the discrepancy is caused by the test setup, test
software, or a failure in the test equipment, the test being conducted at the time of
the discrepancy may be continued after the cause is removed and repairs are
completed, as long as the discrepancy did not overstress the item under test. If
the discrepancy is caused by a failure of the item under test, the preliminary failure
analysis and appropriate corrective action should normally be completed and
properly documented before testing is resumed. “Retesting may be required to
establish a basis for determining compliance of a test item to a specification or
requirement, and may be requirad to assess tha readiness of test items for
integrated system testing.

4.8.2 Retest Durino Prelaunc h Vali dat ion. If a discrepancy occurs during
prelaunch validation testing (integrated system testing), it shall be documented for
later evaluation. The test director is responsible for assessing the effect of the
discrepancy to determine whether the discrepancy has jeopardized the probable
success of the remainder of the test. The test director may decide to continue or
halt the test. If continued; the test starts at the test procedure step designated by
the test director. The integrated system testing should be continued, where
practicable, to conserve time-critical operational resources. When the discrepancy
has been corrected or explained, retesting may be required.

4.8.3 Eatest Durina ODerational Tests a nd Evaluations. If a discrepancy

occurs during operational tests and evaluations, it shall be documented for later
evaluation. The operating agency is responsible for assessing the effect of the
discrepancy to determine whether the discrepancy has jeopardized the probable
success of the remainder of the test. The operating agency is also responsible for
determining the degree of retesting required.

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4.9 DOCU MENT ATION

See Subsection 10.5 for additional information.

4.9.1 T~ i Files. The test plans and procedures (4:7),

including a list of test equipment, calibration dates and accuracy, computer
software, test data, test log, test results and conclusions, problems or deficiencies,
pertinent analyses, and resolutions shall be documented and maintained. The test
documentation files shall be maintained by the applicable contractors for the
duration of their contracts.

4.9.2 IQSL!2W. Pertinent test data: shall be maintained in a quantitative form

to permit the evaluation of performance under the various specified test conditions;
pass or fail statements alone may be insufficient. The test data should also be
compared across major test sequences for trends or evidence of anomalous
behavior. To the extent practicable, all relevant test measurements and the
environmental conditions imposed on the units should be recorded on computer
compatible electronic media, such as disks, magnetic tape, or by other suitable
means to facilitate automated accumulation and sorting of data for the critical test
parameters. Thesa records are intended to be an accumulation of trend data and
critical test parameters that should be examined for out of tolerance values and for
characteristic signatures during transient and mode switching. For development
and qualification tests, a summary of the test results should be documented in test
reports. The test report should detail the degree of success in meeting the test
objectives of the approved test plans and should document the test results,
deficiencies, problems encountered, and problem resolutions.

4.9.3 Test LQ& Formal test conduct shall be documented in a test log, The
test log shall idantify the personnel involved and be time-tagged to permit a
reconstruction of test events such as start time, stop time, anomalies, and any
periods of interruption.

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SECTION 5

i DEVELOPMENT TESTS

5.1 GENERAL

Development tests, or engineering tests, shall be conducted as required to:

a. Validate new design concepts or the application of proven concepts

and techniques toa newconfiguratiom

b. Assist in the evolution of designs from the conceptual phase to the

operational phase.

c. Reduce therisk involved in committing designs tothe fabrication of

qualification and flight hardware.

d. Validata qualification and acceptance test procedures.

e. Investigate problems or concerns that arise after successful

qualification. ,

Requirements for development testing therefore depend upon the maturity of

the subsystems and units used and upon theoperational requirements of the
specific program. An"objective ofdevelopment testing istoidentify problems early
in thair dasign evolution so that any required corrective actions can be taken prior
to starting formal qualification testing. Development tests should be used to
confirm structural and performance margins, manufacturability, testability,
maintainability, reliability, Iife expectancy, and compatibility with system safety. ‘
Where practicable, development tests should reconducted overa range of
operating conditions that exceeds the design limits to identify marginal capabilities
and marginal design features. Comprehensive development testing is an especially
important ingredient to mission success in programs that plan to use qualification
items for flight, including those that allow a reduction in the qualification test
Ievels and durations. Development tests may reconducted on breadboard
equipment, prototype hardware,’ or the development test vehicle equipment.

Development tests may beconductad atin-plant test facilities, which may “

include subcontractor’s facilities, at a government approved test bad, or at any
other appropriate test facility. However, when performed at a government facility,
that facility mayrequire ap”provalof the test plans and procedures. “Internal
contractor documentation of development test plans, test procedures, and test
results are normally used unless stated otharwise by contract.

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The development test requirements are necessarily unique to each new launch
vehicle, upper-stage vehicle, and space vehicle. The following provide guidelines
for conducting appropriate development tests when their need has been
established.

5.2 ~
AND EVALUATIONS

Part, material, and process development tests and evaluations are conducted
to demonstrate the feasibility of using certain items or processes in the
implementation of a design. These development tests and evaluations may be
conducted to assess design alternatives, manufacturing alternatives, and to
evaluate tradeoffs to best achieve the development objectives. Development tests
and evaluations are required for new types of parts, materials, and processes; to
assure proper application of parts, materials, and processes in the design; and to
develop acceptance criteria for these items to avoid assembling defective units.

Material characterization testing under simulated environmental conditions is

normally conducted for composite laminate, insulations, seals, fluid lines, and items
not well characterized for their intended use.

5.3 SUBASS EMBLY DEVELOPMENT TESTS. IN-PROCESS TESTS

AND INSPECTIO NS

Subassemblies are subjected to development tests and evaluations as required

to minimize design risk, to demonstrate manufacturing feasibility, and to assess the
design and manufacturing alternatives and trade-offs required to best achieve the
development objectives. Tests are conducted as required to develop in-process
manufacturing tests, inspections, and acceptance criteria for the items to avoid
assembling defective hardware items.

5.4 UNIT DEVELOPM ENT TESTS

Units are subjected to development tests and evaluations as may be required

to minimize design risk, to demonstrate manufacturing feasibility, to establish
packaging designs, to demonstrate electrical and mechanical performance, and to
demonstrate the capability to withstand environmental stress including storage,
transportation, extreme combined environments, and launch base operations.
Temperature cycling and random vibration testing at levels beyond the qualification ‘
requirements should be conducted to further increase confidence in the design and
identify the weakest elements. New designs should be characterized across
worst-case voltage, frequency, and temperature variations at the breadboard level.
Functional tests of prototype units in thermal and vibration environments are
normally conducted. Development tests of deployable, of thrust vector controls,

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and of the attitude control subsystam ara normally conducted. Life tests of critical
items that may have a wearout failure mode, such as moving mechanical
assemblies, should also be conducted. Vibration resonance searches of a unit
should ba conducted to correlate with a mathematical model and to support design
margin or failure evaluations. Development tests and evaluations of vibration and
shock test fixtures should be conducted prior to first use to prevent inadvertent
overtesting or undertesting; including avoidance of excessive cross-axis responses.
These development tests of fixtures should result in the design of shock and
vibration test fixtures that can be used during unit qualification and acceptance
tests. When it is not practicable to use fixtures of the same design for unit
qualification and acceptance tests, evaluation surveys should be performed on
each fixtura design to assure that the unit responses are within allowabla margins.

5.4.1 struct ural Comoos ite DeveIooment Tests. Development tests shall be
conducted on structural components made of advanced composites or bonded
materials, such as payload adapters, payload fairings, motor cases, and composite-
overwrapped pressure vessels.

If appropriate, testing should include:

a. “Static load or burst testing to validata the ultimate structural

capabhties.
b. Damage toleranca testing to define acceptance criteria.
c. Acoustic transmission loss test for composite fairings.

5.4.2 Thermal Development Tests. For critical electrical and electronic units
designed to operate in a vacuum environment less than 0.133 pascal (0.001 Torr),
thermal mapping for known boundary conditions should be performed in the
vacuum environment to verify the internal unit thermal analysis, and to provide
data for thermal mathematical model correlation. Once correlated, the thermal
model is used to demonstrate that critical part temperature limits, consistent with
reliability raquiremants and; performance, are not exceaded. When electrical and
electronic packaging is not accomplished in accordance with known and accepted
techniques relative to the interconnect subsystam, parts mounting, board sizes and
thickness, number of Iayars, thermal coefficients of.exPansion, or installation
method, development tests should be performad. The tests should establish
confidence in the design and manufacturing processes used. Heat transport
capacity tests may ba requirad for constant and variable conductance heat pipes at
the unit level to demonstrate compliance with 3.3.1. Thermal conductance tests
may be performed to verify conductivity across items such as vibration isolators,
thermal isolators, cabling, and any other potentially significant heat conduction
path. ~~

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5.4.3 Shock a nd Vibration Isolato r Development Tests. When a unit is to be

mounted on shock or vibration isolators whose performance is not well known,
development testing should be conducted to verify their suitability. The isolators
should be exposed to the various induced environments (for example, temperature
and chemical environments) to verify retention of isolator perforrriance (especially
resonant frequencies and amplifications) and to verify that the isolators have
adequate service life (3.5.6). The unit or a rigid simulator with proper mass
properties (mass, center of gravity, mass moments of inertia), should be tested on
its isolators in each of three orthogonal axes, and, if necessary, in each of three
rotational axes. Responses at all corners of the unit should be determined to
evaluate isoletor effectiveness and, when applicable, to establish the criteria for
unit acceptance testing without isolators (7.4.4). When multiple units are
supported by a vibration isolated panel, responses at all units should be measured
to account for the contribution of panel vibration modes.

5.5 VEHICLE AND SU BSYSTEM DEVELOPMENT TESTS

Vehicles and subsystems are subjected to development tests and evaluations

using structural and thermal development models as may be required to confirm
dynamic and tharmal environmental criteria for design of subsystems, to verify
mechanical interfaces, and to assess functional performance of deployment
mechanisms and thermal control subsystems. Vehicle level development testing
also provides an opportunity to develop handling and operating procedures as well
as to characterize interfaces and interactions.

5.5.1 Mec hanical Fit DeveloDmant Test~. For launch, upper-stage, and space
vehicles, a mechanical fit, assembly, and operational interface test with the
facilities at the launch or test site is recommended. Flight-weight hardware should
be used if practicable; however, a facsimile or portions thereof may be used to
conduct the development tests at an early point in the schedule in order to reduce
the impact of hardware design changes that may be necessary.

5.5.2 Mode Su rvev Development Te~. In advance of the qualification mode

survey test (6.2.10), a development mode survey test (or modal survey) should be
conducted at the vehicle or subsystem level when uncertainty in analytically
predicted structural dynernic characteristics is judged to be excessive for purposes
of structural or control subsystem design, and an early identification of problem
areas is desired. The test article may be full-scale or subscale; for a large vehicle,
such as a launch vehicle, a subscale model is often used. Such a development test
does not replace a modal survey required for vehicle qualification, unless the test
also meets the requirements in 6.2.10.

5.5.3 Structural Deve loDment Tests. For structures having redundant loed
paths, structural tests may be required to verify the stiffness properties and to

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MlL-STD-l 540C

measure member loads, stress distributions, and deflations. The stiffness data
are of particular interast where nonlinear structural behavior exists that is not fully
exercised in a mode survey test (5.5.2, 6.2.10). This may include nonlinaar
bearings, elastic buckling of panels, gaPPing at preloaded interfaces, and slipping at
friction joints. The member load and stress distribution data may be used to
experimentally verify the loads transformation matrix. Deflection data may be also
used to experimentally varify the appropriate deflection transformation matrix.
Thesa matrices may be used, in conjunction with the dynamic model, to calculate
loads such as axial forces, banding momants, shears, and torsional moments, and
various stresses and deflations, which can be converted into design load and
clearance margins for the vehicle. This development test does not raplace the
structural static load test that is required for subsystem qualification (6.3.1);
howaver, the two tests may be incorporated into a Single te$t sequence that
encompasses the requirements of both tests, provided that the test article is
flight-like, tha manufacturing log is up-to-date; and the test plan is prepared
according to the qualification requirements.

5.5.4 pcoust ic and Shock Development Tests. Since high-frequency vibration

and shock responses are difficult to predict by analytical techniques, acoustic and
shock development testing of the launch, uPper-staga, and space vehicles may be
necessary to verify the adequacy of the dynamic design criteria for units. Vehicle
units that are not installed at the time of the test should be dynamically simulated
with respect to mass, center of gravity, moments of inertia, interface stiffness,. and
geometric characteristics. For the acoustic test, the vehicle is normally exposed to
the qualification acoustic levels in an acoustic chamber. For the shock test, all
explosive-ordnance ‘devices and other mechanisms capable of imparting a
significant shock to the vehicle should be oparatad. Where practicable, the shock
test should involve physical separation of elements being deployed or releasad.
When a significant shock is expectad from subsystems not on board the vehicle
undar tast (such as when a fairing separation causes shock resPonses on’ an uPPer
staga under test), the ada~tor subsystem or suitabla simulation shall be attached
and appropriate axplosive-ordnance davices or other means used to simulata the
shock imposed. The pyroshock environment may vary significant y between
ordnance activations. Therefore, the statistical basis given in 3.3.2 shall be used
for estimating maximum expected and extreme spectra. Multiple activations of
ordnance devices may be used to provide data for better-substantiated estimates.

5.5.5 Jhe rmal Balanc8 Development Tests. A thermal balance development

test may be necessary to verify the analytical modeling of launch, upper-stage, or
space vehicles, and to verify tha unit thermal design criteria. For vehicles in which
thermally induced structural distortions are critical to mission success, the thermal
balance test also evaluates alignment concarns. The test vehicle should consist of
a thermally equivalent structure with addition of equipment panels, thermal control
insulation, finishas, and thermally equivalent models of electrical, electronic,

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I
MlL-STD-l 540C

pneumatic, and mechanical units. Tasting should ba conducted in a space

simulation tast chambar capable of simulating the ascent, transfer orbit, and orbital
thermal-vacuum conditions as may ba appropriate.

5.5.6Tr ~s. r inn H The handhng and

transport of launch, uppar-stage, and space vehicles, or their subtier elemants, is
normally conducted so as to result in dynamic environments well below those
expected for launch and flight. However, since thesa environments are difficult to
predict, it is often necessary to conduct a development test of potentially
significant handling and transportation configurations to determine worst-case
dynamic inputs. Such a test should use a development model of the item or e
simulator which has at least the proper mass properties, instrumented to measure
responses of the itam. In particular, a“drop test representative of a maximum
credible operational occurrence should be conducted to demonstrate protection of
the item in the handling apparatus and shipping container. The data should be
sufficient to datermine whether the environments are benign relative to the design
requirements, or to provide a basis for an analysis to demonstrate lack of damage,
or to augment qualification end acceptance testing, if necessary.

5.5.7 ~$Wi - Flight vahicle aerodynamic and

aerothermal data are needed to astablish that the vehicles survive flight, and
function properly under the imposed loads. For flight vehicles with a new or
significantly changed aerodynamic design, the following wind-tunnel tests shall be
conducted:

a. Force a nd Moment Tes~. These tests provide the resultant

aerodynamic forces and moments acting on the vehicle during the
high-dynamic-pressure region of flight. Data from these tests are
used in both structural and control subsystam design and in trajectory
analysis.

b. Steadv-State Pressu re Tests. These tests determine the spatial

distribution of the steady-state component of the pressures imposed
on the vehicle’s external surfaces during the high-dynamic-pressure
region of flight. These data are used to obtain the axial airload
distributions which are used to evaluate the static-elastic
characteristics of the vehicle. These data are also used in
compartment venting analyses to determine burst and collapse
prassures imposed on the vehicla structure. The design and testing of
the payload fairing structure are particularly dependent upon
high-quality definition of these pressures.

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MlL-STD-l 540C

c. M rodv nemic Heat irm Tests. These tests determine the heating
effects due to fin and fuselage junctures, drag (friction), angle of
attack, flow transition, shock wave impingement, proximity effects for
multibody vehicles, and surface discontinuities.

d. Bfl. in These tasts determine the heating effects dua to

thermal radiation, multiplume recirculation convection, plume-induced
flow separation on the vehicle body, and the base flow field.

e. Thruste r Plume-imDinae ment Heat ina Tests. These tests determine

the heating effects due to impingement of the thruster plumes.

f. Jra nsonic and Suoe rsonic Buffet en d Aarodvnamic Noise Tests.

Thase tests define the spatial distribution of the unsteady or
fluctuating component of the pressures imposed on the vehicle
axternal surfaces during the high-dynamic-pressure region of flight.
These data are used to obtain the dynamic airloads acting to excite
the various structural modes of the vehicle and are used in aeroelastic,
flutter, and vibroacoustic analyses.

9. Grou rid-wind-induced Osc illation TesN. Thase tests define the.

rasultant forces and moments acting on the vehicle prior to launch
when it is exposed to the ground-wind environment. Flexible models
or elastically-mounted rigid models are used to simulate at least the
first cantilever bending mode of the vehicle. Nearby structures or
terrain, which may influence the flow around the vehicle, shall also be
simulated.

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tilL-STD-I 540c

SECTION 6

QUALIFICATION TESTS

6.1 ~EN
~s RAL

Qualification tests shall be conductad to demonstrate that the design,

manufacturing process, and acceptance program produce mission items that meet
specification requirements. In addition, the qualification tests shall validate the
planned acceptance program including test techniques, procedures, equipment,
instrumentation, and software. The qualification test basalina shall be tailored for
each program. Each type of flight item that is to be acceptance tested shall
undargo a corresponding qualification test, except for cartain structural items as
identified herein.

In general, a single qualification test specimen of a given design shall be

exposed to all applicable environmental tests. The use of multiple qualification test
specimens may be required for one-time-use devices (such as explosive ordnance
or solid-propellant rockat motors). Aside from such cases, multiple qualification
specimens of a given design may be used to enhance confidence in the
qualification process; but are not required by this Standard.

6.1.1 Clue Iificat ion Hardware. The hardware subjected to qualification testing
shall be produced from the same drawings, using the same materials, tooling,
manufacturing process, and level of personnal competency as used for flight
hardware. Ideally, a qualification item would be. randomly selected from a group of
production items. A vehicle or subsystem qualification test article should be
fabricated using qualification units to the maximum extant practicable.
Modifications are permitted if required to accommodate benign changes that may
be necassary to conduct the test. Thesa changes include adding instrumentation
to record functional parameters, test control limits, or design parameters for
engineering evaluation. When structural items are rebuilt or reinforced to meet
specific strength or rigidity requirements, all modifications shall be structurally
identical to the changes incorporated in flight articles. The only testing required
prior to the start of qualification testing of an item is the wear-in (7.4.10) to
achieve a smooth, consistent, and controlled operation of the item (such as for
moving mechanical assemblies, valves, and thrusters).

6.1.2 Qua Iificat ion Tes t Levels and Duration$ To demonstrate margin, the
qualification environmental conditions shall stress the qualification hardware to
more severe conditions than the maximum conditions that might occur during
service life (3.5.6), including not only flight, but also a maximum time or number of
cycles that can be accumulated in acceptance testing and retesting. Qualification

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MlL-STD-l 540C

testing, however, should not create conditions that exceed applicable design safety
margins or cause unrealistic modes of failure. if the equipment is to be used by
more than one program, or in different vehicle locations, the qualification test
conditions should envelope those of the various programs or vehicle locations
involved. Typical qualification margins on the flight and acceptance test levels and
durations are summarized ,in Table IV.

TABLE IV. Typical Qualification Test Level Margins and Durations.

-I--.+
tea,
I
“,,,
Inite
.”
I Vehicle
--------

Shock 6 dB above maximum expected 1 activation of all shock-

environment, 3 times in both producing events; 2 additional
directions of 3 axes activations of controlling
events (6.2.3.3)

Acoustic ● 6 dB above acceptance for 3 6 dB above acceptance for 2

minutes minutes

Vibration ● 6 dB above acceptance for 3 6 dB above acceptance for 2

minutes, each of 3 axes minutes, each of 3 axes

Thermal Vacuum 10“C ‘beyond acceptance 10“C beyond acceptance

(Tables V, VII temperatures for 6 cycles temperatures for 13 cycles

Combined 10°C beyond acceptance 10CC beyond acceptance

Thermal Vacuum temperatures for 25 thermal temperatures for 3 thermal
and vacuum cycles and 53 Ya vacuum cycles and 10
Thermal Cycle thermal cycles thermal cycles
(Tables V, Vl)
Static Load 1.25 times the limit load for Same as for unit, but only
unmanned flight or 1.4 times tested at subsystem level
the limit load for manned flight,
for a duration close to actual
flight loading times

● Accelerated testing per 6.1 .4.2 is assumed. Also, durations generally are longer for
environments dominated by liquid engine or solid motor operation.

6.1.3 Thermal Vacuu m and Thermal Cvcle Teats. The required number of
qualification thermal cycles is intended to demonstrate a capability for 4 times the
thermal fatigue potentially expended in service iife (3.5.6). The requirements
stated assume that such fatigue is dominated by acceptance testing, and that the
flight and other aspects (such as transportation) do not impose significant
additional fatigue. It is further assumed that units, due to acceptance retesting,

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MlL-STD-l 540C

may be subjected to es many as 2 times the nurnbar of tharmal cycles specifiad for
a basic test. If a different. limit on numbar of cycles is used, the required number
of qualification cycles shall be changed Per note 5 of Table V1. No allowance is
made for acceptance retest of vehicles. For both thermal .cycle and thermal
vacuum tests, the temperature ranges in Table V are the basis for the number of
cycles in Table VI for qualification and acceptance testing.

In instances where these baseline requirements are not appropriate due to the
temperature range, acceptance retest allowance, or significance of the mission or
other service, the qualification number of cycles shall be modified per note 5 of
Table V1. Also, the maximum allowable number of acceptance thermal cycles can
be extended after the original qualification by performing the required additional
testing on the qualification test item necessary to meet the requirement in note 5
of Table V1.

Electrical and electronic units, or units containing electrical and electronic

elements, are subjected to multiple thermal vacuum cycles and thermal cycles for
the purpose of uncovering workmanship deficiencies by a process known as
“environmental stress screening. ” Such screening is intended to identify defects
that may result in early failures. Therafore the number of cycles imposed is
genarally unrelated to mission thermal cycles. For units not containing electrical or
electronic elements, only thermal vacuum testing is required and the number of
thermal cycles are considerably reduced (Table Vl, 6.4.3.4, and 7.4.3.3).

6.1.4 Acoustic and Vibration Q ualificet ion. For the acoustic and vibration
environments, the qualification tests are designed to demonstrate the ability of the
test itam to endure both of the following:

a. The acceptance test spectrum (7.1.2 or 7.1 .3) for 4 times the maximum
allowable duration of acceptance testing of flight items, including any
retesting.

b. The extreme expected spectrum (6 dB higher than acceptance, unless a

lesser margin can be justified par 3.3.2) for a duration of 4 times the
fatigue equivalent duration in flight (3.3.3), but for not less than 1 minute.

The maximum allowable duration of acceptance testing can be extended after the
original qualification by performing additional testing on the qualification test item.
If one or more electrical or electronic units are involved, this additional acoustic or
vibration testing shall be followed by at least 1.5 thermal cycles or 1.5 thermal
vacuum cycles.

Either the approach described in 6.1.4.1 or 6.1.4.2 may be selected for

conduct of tha qualification testing.

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MlL-STD-l 540C

TABLEV. Temperature Ranges for Thermal CycIe(TC)

and Thermal Vacuum (TV) Tests.

Required Unit “Vehicle

Testing
TC &TV TC TV

Acceptance (ATJ 105”C1 z 50°c note 3

Qualification (AT,-J 125”C2 .270”C* note 4

II Notes: 1 Recommended, but reduced if impracticable or increaaed if necessary to

encompass operational temperatures (7. 1.1 ).
ATO = AT~ +;20”C.
; Governed bytheunit that first reaches itshotor cold acceptance
temperature limit.
4 Like note 3, but for qualification temperature limit.
Symbols: AT. = Acceptance temperature range.
AT.
—.——= Qualification temperature ranoe.

TABLE V1. Numbars of Cycles’ for Thermal Cycle (TC)

and Thermal Vacuum (TV) Tests.

I Unit Vehicle
Acceptance Qualification Acceptance Qualification
Required (Table X111) (Table X) (Table X11) (Table Vlll)
Testing ~~
A Nmti4 Na5 N. N05,6

Both: TC2 8.5 : 17 53.5 4 10

-w 4 ,8 25 1 3
Only TV 1 .2 6 4 I 13
Only TC 12.5 25 78.5 t
Notes: 1 Numbers of cycles correspond to temperature ranges in Table V.
2 Tests may be conducted in vacwm to be integrated with TV.
3 For tailoring: N. = 10(125/ATJ’”4 for TC only and
for the sum of TC and TV when both conducted.
4 N- = 2N,, but can be changed to allow for more or less retesting.
5 No = 4N.W(ATJATO) ‘ “4, assuming temperature cycling during mission
or other .service is insignificant; if significant, additional cycling.shall be
required using the same fatigue equivalence basis.
6 N~W = NA, assuming that vahicle-level acceptance retesting “will not ba
conducted.
N, = Required number of acceptance cyclas.
N~W = Maximum allowabla number of accelxanca CYCleS,including
retesting.
No = Requirad number of qualification cycles.

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MlL-STD-l 540C

6.1.4.1 Two-condition Testing. The two-condition approach to acoustic or

vibration qualification testing applies the acceptance test condition first (6. 1.4a).
For example, if the maximum allowable duration of acceptance vibration testing per
axis is 6 minutes for any flight item, then 24 minutes of acceptance level vibration
per axis would be required to satisfy the acceptance condition part of qualification.
This would be followed by a test at the extreme expected spectrum, typically 6 dB
higher for 1 minute per axis (6. 1.4b)

6.1.4.2 Acce Ierated Testing. All or any portion of the testing at the
acceptance level may be accelerated by replacing it with a reduced duration of
testing at the qualification level. Table Vil shows time reduction factors, rounded
to the nearest integer, for selected combinations of margin and maximum test
tolerance on the spectrum at any frequency. For example, when the qualification
margin M is 6 dB end the test tolerance on the spectrum T is as high as 3 dB at
some frequency, the time reduction factor is 12. Then 24 minutes of acceptance
level testing could be accelerated to 2 minutes of testing at the qualification level.
With a typical 1 minute test duration required for flight, the qualification test for
this example would apply the extreme expected level for a total of 3 minutes per
axis.

TABLE V1l. Ttme Reduction Factors, Acoustic and Random Vibration Tests.

Margin M (dB) Maximum Test Tolerance Time Reduction Factor

on Spectrum, T (dB)

.6.0 *1.5 15
6.0 *3.O 12
4.5 *1.5 7
4.5 *3.O 4
3.0’ *1.5 3
3.0 *3.O 1

Note: In general, the time reduction factor is 10”’5 [1 + (4/3) sinh2(T/M)l-1,

where T is sum of the absolute value of the negative tolerance for the
qualification test and the positive tolerance for the acceptance test.

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MIL-STD-1540C

6.2 VEHICLE (NJALIFICATION TESTS

The vehicle-level qualification test baseline shall include all the required tests
specified in Table ViIl. The “other” tests (3.5.4) deemed applicable, and additional
special tests that are conducted as acceptance tests for the vehicle element (such
as alignments, instrument calibrations, antenna patterns, and mass properties),
shall also be conducted as part of qualification testing. Vehicle elements controlled
by on-board data processing shall have the flight version of the computer software
resident in the on-board comrmter. Verification of the operational requirements
shall be demonstrated to the’maximum axtent practicabia.

TABLE Vlll. Vehicle Qualification Test Baseline.

Reference pegyest:: Launch Up,pp~~~ge Space

Teat
I Paragraph Vehicle Vehicle

napectionl 4.4 1 R R R
‘unctionall 6.2.1 2’ R R R
7essure/leakage ‘6.2.6 3,7,11 R R, R
iMC 6.2.2 4 R R R
;hock 6.2.3 5 R R R
\coustic 2 6.2.4
or 6 0 R R
/ibration }. 6;.5 } ~.
‘hermal Cycla3 6.2.7 o 0 0
“hermal Balance4 6.2.8 9 R R
‘hermal Vacuum 6.2.9 10 0 R R
Aodal Survey 6.2.10 any R R R
All vehicle qualification requirements to ba specified by the procuring
agancy (4.1). Symbols (10.2.1 .3) indicate the following:
R = baseline requirement [high probability of being required)
O = ‘other” (low probability of being required; 3.5.4)
— = not required (negligible probability of being required).

Notes: 1 Required before and after each test as appropriate. “Include

special tests as applicable (6.2).
.2 Vibration conducted in placa of acoustic test for a compact
vehicle typically with mass less than 180 kg (400 lb).
3 Required if thermal cycling acceptance test (7.2.7) conductad.
4 May be combined with thermal vacuum test.

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MIL-STD-1540C

6.2.1 FUnctional Test . Vehicle Qualificat ion

6.2.1.1 Pumose. The functional test verifies that the mechanical and
electrical performance of the vehicla meet the specification requirements, including
compatibility with ground support equipment, and validates all test techniques and
software algorithms used in computer-assisted commanding and data processing.
Proper operation of all redundant units or mechanisms should be demonstrated to
the maximum extent practicable.

6.2.1.2 Mac hanical Functional Test. Mechanical devices, valves, daployables,

and separation subsystems shall be functionally tested at the vehicle level in the
launch, orbital, or recovery configuration appropriate to the function. Alignment
checks shall be made where appropriate. Fit checks shall be made of the vehicle
physical interfaces using master gages or interface assemblies. The test should
validate that the vehicle performs within maximum and minimum limits under
worst-case conditions including environments, time, and other applicable
requirements. Tests shall demonstrate positive margins of strength, torque, and
related kinematics and clearances. Where operation in earth gravity or in an
operational temperature environment cannot be performed, a suitable ground test
fixture may be used to permit operation and performance evaluation. The pass-fail
criteria shall be adjusted as appropriate to account for worst-case maximum and
minimum limits that have been modified to adjust for ground test conditions.

6.2.1.3 ELactrical and Fiber-ootic Circuit Functional Tast. The vehicle should
be in its flight configuration with all units and subsystems connected, ‘except
explosive-ordnance elements. Tha test shall verify the integrity of electrical and
fiber-optic circuits, including functions, redundancies, and-to-end paths, and at
least nominal performance, including radio-frequency and other sensor inputs.
End-to-end sensor testing may be accomplished with a self-test or coupled inputs.

The test shall be designed to operata all units, primary and redundant, and to
axercise all commands and operational ,modes to the extent practicable. The
operation of all thermally controlled units, such as heaters and thermostats, shall
be verified by test. Where control of such units is implemented by sensors,
electrical or electronic devices, coded algorithms, or a computer, end-to-end
performance testing should be conducted. The test shall demonstrate that all
commands having precondition requirements (such as anable, disable, a specific
equipment configuration, and a specific command sequence), cannot be executed
unless the preconditions are satisfied. Whenever practicable, equipment
performance parameters that might affect end-to-end performance (such as power,
voltage, gain, frequency, command and data rates) shall be varied over
specification ranges to demonstrate tha performance. Autonomous functions shall
be verified to occur when the conditions exist for which they are designed.
Continuous monitoring of several perceptive parameters, including input and output

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MlL-STD-l 540C

parameters, and the vehicle main bus by a power transient monitoring device, shall
be provided to detect intermittent failures.

For at least one functional test in the qualification sequence, the vehicle shall
be operated through a mission profile with all events occurring in actual flight
sequence to the extent practicable. This sequence shall include the final
countdown, launch, ascent, separation, upper-stage operation, orbital operation,
and return from o’rbit as appropriate. All explosive-ordnance firing circuits shall be
energized and monitored during these events to verify that the proper energy
density is delivered to each device and in the proper sequence. All measurements
that are telemetered shall also be monitored during appropriate portions of these
events to verify proper operations.

6.2.1.4 suo~ Iementarv Recruirements. Functional tests shall be conducted

before and after each of the vehicle tests to detect equipment anomalies and to
assure that performance meets specification requirements. These tests do not
require the mission profile sequence. Sufficient data shall be analyzed to verify the
adequacy of the testing and the validity of the data before any change is made to
an environmental test configuration, so that any required retesting can be readily
accomplished. During these tests, the maximum use of telemetry shall be
employed for data acquisition, problem identification, and problem isolation.
Functional tests required during individual vehicle tests are specified in connection
with each test.

6.2.2 Elactromaanetic Co moatibilitv Test. Vehicle Qualification

6.2.2.1 Puroose. The electromagnetic compatibility test demonstrates

electromagnetic compatibility of the vehicle and ensures that adequate margins
exist in a simulated launch, orbital, disposal, and return-from-orbit electromagnetic
environ”ment.

6.2.2.2 Test Desc riotion. The operation of the vehicle and selection of
instrumentation shall be suitable for determining the margin against malfunctions
and unacceptable or undesired responses due to electromagnetic incompatibilities.
The test shall demonstrate satisfactory electrical and electronic equipment
operation in conjunction with the expected electromagnetic radiation from other
subsystems or equipment, such as from other vehicle elements and ground SUPPOrt
equipment. The vahicle shall be subjected to the required tests while in the
launch, orbital, and return-from-orbit configurations and in all possible operational
modes, as applicable. Special attention shall be given to areas indicated to be
marginal by analysis. Potential electromagnetic interference from the test vehicle
to other subsystems shall be measured. The tests shall be conducted according to
the requirements of MlL-STD-l 541. The tests shall include but not be limited to
three main segments: ~

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MlL-STD-l 540C

a. Radiated emissions susceptibility.

b. Inters.ystam radiated susceptibility.
c. External radio frequency interference susceptibility.

Explosive-ordnance devices having bridge wires, but otherwise inert, shall be

installed in the vehicle and monitored during all tests.

6.2.3 Shock Test . Vehicle Qua Iificat ion

6.2.3.1 ~. The shock test demonstrates the capability of the vehicle to

withstand or, if appropriate, to operate in the induced shock environments. The
shock test also yields the data to validate the extreme and maximum expected unit
shock requirement (3.3.7).

6.2.3.2 Test Desc riotion. The vehicle shall be supported and configured to
allow flight-like dynamic response of the vehicle with respect to amplitude,
frequency contant, and paths of transmission. Support of the vehicle may vary
during the course of a series of shock tests in order to reflect the configuration at
the time of each shock event. Test setups shall avoid undue influence of test
fixtures, and prevent recontact of separated portions.

In the shock test or series of shock tests, the vehicle shall be subjected to
shock transients that simulate the extreme expected shock environment (3.3.7) to
the extent practicable. Shock events to be considered include separations and
deployments initiated by explosive ordnance or other devices, as well as impacts
and suddenly a~plied or released loads that may be significant for unit dynamic
response (such as due to an engine transient, parachute deployment, and vehicle
landing). All devices on the vehicle capable of imparting significant shock
excitation to vehicle units shall be activated.. Those potentially significant shock
sources not on the vehicle under test, such as on an adjoining payload fairing or a
nearby staging joint, shall also be actuated or simulated and applied through
appropriate interfacing structures. Dynamic instrumentation shall be installed to
measure shock responses in 3 orthogonal directions at attachments of selected
units.

6.2.3.3 I@it Act ivat ions. All explosive-ordnance devices and other potentially
significant shock-producing devices or events, including those from sources not
installed on the vehicle under test, shall be activated at least one time or simulated
as appropriate. Significant shock sources are those that induce a shock response
spectrum (3.3.7) at any unit location that is within 6 dB of the envelope of the
shock response spectra from all shock sources. The significant sources shall be
activated 2 additional times to provide for variability in tha vahicle test and to
provide data for prediction of maximum and extreme expectad shock environments

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MlL-STD-l 540C

for units (3.3.2). Activation of both primary and redundant devices shall be carried
out in the same sequence as they are intended to operate in service.

6.2.3.4 ~UDolementarv Reouirement~. Electrical and electronic units shall be ‘

operating and monitored to, the maximum extent, practicable. Continuous
monitoring of several perceptive parameters, including input and output
parameters, and the vehicle main bus by a power transient monitoring device, shall
be provided to detect intermittent failures.

6.2.4 Ficoust i c Test. Ve hicle Qua lificatio~

6.2.4.1 PurDosQ. The. acoustic test demonstrates the ability of the vehicle to
endure ecoustic acceptance testing and meet requirements during and after
exposure to the extreme expected acoustic environment in flight (3.3.4). Except
for items whose environment is dominated by structure-borne vibration, the
acoustic test also verifies the adequacy of unit vibration qualification levels and
serves as a qualification test for items not tested at a lower level of assembly.

6.2.4.2 Test Desc riotion. The vehicle in its ascent configuration shall be
installed’ in an acoustic test facility capable of generating sound fields or fluctuating
surface pressures that indu,ce vehicle vibration environments sufficient for vehicle
qualification. The vehicle shall be mounted on a flight-type support structure or
reasonable simulation thereof. Significant fluid and pressure conditions shall be
replicated to the extent practicable. Appropriate dynamic instrumentation shall be
installed to measure vibration responses at attachment points of critical and
representative units. Control microphones shall be placed at a minimum of 4
well-separated locations, preferably at one half the distance from the test article to
the nearest chamber wall, but no closer than 0.5 meter (20 inches) to both the test
article surface and the chamber wall. When test article size exceeds facility
capability, the vehicle may be appropriately subdivided and acoustically tested as
one or more subsystems or assemblies.

6.2.4.3 Test Level a nd Duration. The test shall be conducted per 6.1.4. The
typical version of the test involves accelerated acceptance-level testing per 6.1.4.2
and applies the qualification-level spectrum for. a total of 2 minutes. This is based
on a qualification margin of 6 dB, a maximum of 3 minutes of accumulated
acceptance testing on a flight vehicle, and a fatigue equivalent duration of not
greater than 15 seconds. Operating time should be divided approximately equally
between redundant functions. Where insufficient test time is available to test
redundant units, functions, and modes that are operating during the launch,
ascent, or reentry phase, extended testing shall be performed at a level no !ower
than 6 dB below the qualification level.

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MlL-STD-l 540C

6.2.4.4 -mentarv Reau irement$. During the test, all electrical and
electronic units, even if not operating during launch, shall be electrically energized
and sequenced through operational modes to the maximum extent practicable,
with the exception of units that may sustain damage if energized. Continuous
monitoring of several perceptive parameters, including input and output
parameters, and the vehicle, main bus by a power transient monitoring device, shall
be provided to detect intermittent failures.

6.2.5 Vibration Test. Veh icle Q ualificat ion. The vibration test may be
conducted instead of an acoustic test (6.2.4) for small, compact vehicles which
can be excited more effectively via interface vibration than by an acoustic field.
Such vehicles typically have a mass under 180 kilograms (400 pounds).

6.2.5.1 Purt)ose. The vibration test demonstrates the ability of the vehicle to
endure vibration acceptance testing and meet requirements during and after
exposure to the extreme expected environment in flight (3.3.5). Except for items
whose response is dominated by acoustic excitation, the vibration test also verifies
the adequacy of unit vibration qualification levels and serves as a qualification test
for items that have not been tested at a lower Iavel of assembly.

6.2.5.2 Jest Des criDtion. The vehicle and a flight-type adapter, in the ascent
configuration, shall be vibrated using one or more shakers through appropriate
vibration fixtures. Vibration shall be applied in each of 3 orthogonal axes, one
direction being parallel to the vehicle thrust axis. Instrumentation shall reinstalled
to measura, in those same 3 axes, the vibration inputs and the vibration responses
at attachment points of critical and representative units.

6.2.5.3 Levets and Duration. The test shall be conducted per 6.1.4 to
produce the required spectrum at the input to the vehicle or at attachment points
of critical or representative units, as specified. When necessary to prevent
unrealistic input forces or unit responses, the spectrum at the vehicle input may be
limited or notched, but not below the minimum spactrum for a vehicle (7.1.3). The
typical version of the test for each axis involves accelerated acceptance-level
testing per 6.1.4.2 and applies the qualification spactrum for 2 minutes (same
basis as in 6.2.4.3). Operating time should be divided approximately equally
between redundant functions. Where insufficient test time is available to test
redundant units, functions, and modes that are operating during the launch,
ascent, or reentry phase, extended testing shall be performed at a level no lower
than 6 dB below tha qualification level.

6.2.5.4 _ment arv Reau irements. Same as 6.2.4.4, except that the
structural response shall also be monitored to ensure that no unrealistic test
I conditions occur.

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MlL-STD-l 540C

6.2.6 Pressure and Leakaae Tests, Vehicle Qua Mica tion

6.2.6.1 Pumose. These tests demonstrate the capability of pressurized

subsystems to meet the specified flow, pressure, and leakage rate requirements.

6.2.6.2 Test Desc ri~tion. The vahicle shall be placed in a facility that
provides the services and safety conditions required to protect personnel and
equipment during the testing of high-pressure subsystems and in the handling af
dangerous fluids. Preliminary tests shall be performed, as necessary, to verify
compatibility with the test setup and to ensure proper control of the equipment and
test functions. The requirements of the subsystem including flow, leakage, and
regulation shall be measured while operating applicable valves, pumps, and motors.
The flow checks shall verify that the plumbing configurations are adequate.
Checks for subsystem cleanliness, moisture levels, and PH levels shall also be
made. Where pressurized subsystems are assembled with other than brazed or
welded connections, the specified torque values for these connections shall be
verified prior to the initial qualification leak check.

In addition to the high-pressure test, propellant tanks and thruster valves shall
be tested for leakage under propellant sarvicing conditions. The subsystem shall
be evacuated to the internal pressure normally used for propellant loading and the
pressure monitored for decay as an indication of leakage.

6.2.6.3 Jest Levets and Durations.

a. For launch and upper-stage vehicles which contain, pressurized

structures, the pressurized subsystem shall be pressurized to a proof
pressure which is 1.1 times the maximum expected operating
pressure (MEOP) and held constant for a short dwell time, $ufficient
to assure that! the proper pressure was achieved within the allowed
test tolerance: The test pressure shall then be reduced to the MEOP
for leakage inspection.
,,
b. For space vehicles, unless specified otherwise, the pressurized
subsystems shall be pressurized ta a proof pressure which is 1.25
times the MEOP and held for 5 minutes and then the pressure shall be
reduced ta the MEOP. This sequence shall be conducted 3 times,
followed by inspection far leakage at the MEOP. Tha duration of the
evacuated propulsion subsystem leakage test shall not exceed the “’
time that this conditian is normally experienced during propellant
loading.

6.2.6.4 Suede mentarv Reau iramentS. Applicable safety standards shall be

followed in conducting all tests. Tests for detecting external leakage shall be

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I MlL-STD-l 540C

performed atsuchlocations as joints, fittings, plugs, andiines. The acceptable

Ieakagerate to meet mission requirements shall babasad upon inappropriate
analysis. Inaddition, the measurement technique shall account for leakage rate
variations with pressure and tamperatura “and have the raquired threshold,
resolution, and accuracy to detact any leakage equal to or graater than the
acceptable Iaak rate. If appropriate, the Iaakage rata measurement shall be
parformed at tha MEOP and at operational temperature, with tha representative
fluid commodity, to account for dimensional and viscosity changes. Timas to
achiave thermal and prassure equilibrium, tast duration, and temperature sensitivity
shall be daterminad by an appropriate combination of analysis and development
test, and tha results documented. .Leakaga datection and measurement procedures
may require vacuum chambers, bagging of the entire vehicle or localized areas, or
othar special techniques to achieve the required accuracies.

6.2.7 Thermal Cvc Ie Test, Vehicle Qua Iification

6.2.7.1 ~. The thermal cycle tast demonstrates tha ability of the

vehicle to withstand the stressing associated with flight vehicle tharmal cycle
acceptance tasting, with a qualification margin. on temperature ran9e and maximum
number of cycles. Tha thermal cycle test, in combination with a reducad-cycle
thermal vacuum tast, can be selected as an alternate to the thermal vacuum test
(6.2.9 and Tabla Vi).

6.2.7.2 Test Desc rimion. The vehicle shall be placed in a tharmal chamber at
ambiant pressura, and a functional test shall be performed to assure readiness for
the tast. The vehicle shall be operatad and monitored during tha entire test,
except that vahicle power may ba turned off if nacessary to reach stabilization at
the cold tamperatura. Vehicle operation Shall ba asynchronous with the
temparatura cycling, and redundant units shall be’operated for approximately equal
timas.

When tha relativa humidity of the inside spacas of the vehicla is below the
value at which the cold test temperature would cause condensation, the
temperature cycling shall begin. One complete thermal cycle is a period beginning
at ambiant temperature, then cycling to one temperature extrame and stabilizing
(3.5.7), then to tha other temperature extreme and stabilizing, and then returning
to ambient temperature. Strategically placed temperature monitors installed on
units shall assure attainment and stabilization of tha axpected temperature
axtremas for several units. Auxiliary heating and cooling may be employed for
selected temperature-sensitive units (e. g., batteries). If it is necessary in order to
achieve the raquired temperature rate of change, parts of the vehicle such as solar
arrays and passive thermal equipment may be removed for the test. The last
thermal cycle shall contain cold and hot soaks during which the vehicle shall
undergo a ‘functional test, including testing of redundant units.

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6.2.7.3 Tes t Level and Duration. The minimum vehicle temperature range
shall be 70”C from the hot.ko the cold condition (Table V). With the 70°C
qualification temperature range, the required number of cycles shall be 10. For
other ranges, see Table V1. The average rate of change of temperature shall be ‘as
rapid as practicable. ~

6.2.7.4 ~lamentar~ Raou irements. Continuous monitoring of several

perceptive parameters, including input and output parameters and the vehicle main
bus by a power transient monitoring device, shall be provided to detect intermittent
failures. Moisture condensation inside of electrical and electronic units shall be
prevented. Combinations of temperature and humidity which allow moisture
deposition either on the exterior surfaces of the vehicle or inside spaces where the
humidity is slow to diffuse ‘(for example, multilayer insulation) shall be avoided.

6.2.8 Jhermal Balance Test. Vehicle (luafificat ion

6.2.8.1 Puro’ose. The thermal balance test provides the data necessary to
verify the analytical thermal model and demonstrates the ability of the vahicle
thermal control subsystem to maintain the specified operational temperature limits
of the units and throughout the entire vehicla. The thermal ,balance test also
verifies the adequacy of unit ther’mal design criteria. The thermal balance test can
be combined with the thermal vacuum test (6.2.9).

6.2.8.2 Test Des crirMion. The qualification vehicle shall be tested to simulate
the thermal environment experienced by the vehicle during its mission. Tests shall
be capable of validating the thermal model over the full mission range of seasons,
equipmant duty cycles, ascent conditions, solar angles, maximum and minimum
unit thermal dissipations including effects of bus voltage variations, and eclipse
combinations so as to include the worst-case hot and cold temperatures for all
vehicle units. As a minimum, two test conditions shall be imposed: .a worst hot
case and a worst’ cold case. If practicable, 2 additional cases should be imposed:
a transient for correlation with the model and a case chosen to check the validity
of the correlated model. Special emphasis shall be placed on defining tha test
conditions expected to produce the maximum and minimum temperatures of
sensitive units such aa batteries. Sufficient measurements shall be made on the
vahicle internal and axternal units to verify the vehicle thermal design and
analyses. The power requirements of all thermostatically or electronically
controlled heaters and coolers shall be verified during the test, and appropriate
control authority demonstrated.

The test chamber, with the test item installed, shall provide a pressure of no
higher than 13.3 millipascal (104 Torr) for space and upper-stage vehicles, or a
pressura commensurate with service altitude for launch vehicles. Where
appropriate, provisions should be made to prevent the test item from “viewing”

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warm chamber walls, by using black-coated cryogenic shrouds of sufficient area

and shape that are capable of approximating liquid nitrogen temperatures. The
vehicle thermal environment may be supplied by one of the following methods:

a. Absorbed Flux. Theebsorbed solar, albedo, and planetary irradiation

is simulated, using heater panels or infrared (IR) lamps with their
spectrum adjusted fortheexternal thermal coating properties, or using
electrical resistance heaters attached to vehicle surfaces.

b. Incident Flux. The intensity, spectrel content, and angular distribution

of the incident solar, albedo, and planetary irradiation are simulated.

c. ~ivalent Ftadiation Sink Tem~eratura, The equivalent radiation sink

temperature is simulated using infrared lamps and calorimeters with
optical properties identical to those of the vehicle surface.

d. co mbination. The thermal environment is supplied by a combination

of the above methods.

The selection of the method and fidelity of the simulation depends upon details
of the vehicle thermal design such as vehicle geometry, the size of internally
produced heat loads compared with those supplied by the external environment,
and the thermal characteristics of the external surfaces. Instrumentation shall be
incorporated down to the unit level to evaluate total vehicle performance within
operational limits as well as to identify unit problems. The vehicle shall be
operated and monitored throughout the test. Dynamic flight simulation of the
vehicle thermal environment should be provided unless the external vehicle
temperature does not vary significantly with time. (See 10.3 regarding formation
of a Test Evaluation Team. )

6.2.8.3 Tes t Levels and Du ration. Test conditions and durations for the
thermal balance test are dependent upon the vehicle configuration, design, and
mission details. Normally, boundary conditions for evaluating thermal design shall
include both of the following:

a. Maximum external absorbed flux plus maximum internal power

dissipation.
b. Minimum external absorbed flux plus minimum internel power
dissipation.

The ‘thermal time constant of the subsystems and, mission profile both influence
the time required for the vehicle to achieve thermal equilibrium and hence the test
duration.

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MlL-STD-l 540C

6.2.8.4 -em entarv Reau irements. Success criteria depend not only on
survival and operation of each item within specified temperature limits, but also on
correlation of the tast data with theoretical thermal models. As a goal, correlation
of test results to the thermal model predictions shauld be within * 3“C. Lack of
correlation with the theoretical models may indicate either a deficiency in the
model, test setup, or vehicle hardware. The correlated thermal math model shall
be used to make the final temperature predictions far the various mission phases
(such as prelaunch, ascent, on-orbit, and disposal orbit).

6.2.9 Therms I Vacuum Test. Vehicle Qualificat ion.

6.2.9.1 Puroa~. The thermal vacuum test demonstrates the ability of the
vehicle to meet qualification requirements under vacuum conditions and
temperature axtremes which simulate those predicted for flight plus a design
margin, and to withstand t,he thermal stressing environment of the vehicle thermal
vacuum acceptance test plus a qualification margin on temperature range and
number of cycles.

6.2.9.2 Test Des crirMion. The vehicle shall be placed in a thermal vacuum
chamber and a functional test performed to assure readiness for chamber closure.
The vehicle “shall be divided into separate equipment zones, based on the limits of
the temperature-sensitive units and similar unit qualification temperatures within
each zone. Units that ope’rate during ascent shall be operating and monitored for
corona and multipacting, as applicable, as the pressure is reduced to the lowest
specified Ieval. The rate of chamber pressure reduction shall be no greater than
during ascent, and may hava to be slower to allow sufficient time to monitor for
corona and multipacting. Equipment that does not operate during launch shall
have electrical power applied after the lowest specified pressure level has, been
reached. A thermal cycle begins with the vehicle at ambient temperature. The
temperature is raised to tha specifiad high level and stabilized (3.5.7 ),. Foliowing
the high-temperature soak, the temperature shall be reduced to the lowest
specified level and stabilized. Following the low-temperature soak, the vehicle
shall be raturned to ambient temperature to complete one thermal cycle.
Functional tests shall be conducted during the first and last thermal cycle at both
the high- and low-temperature limits with functional operation and monitoring of
perceptive parameters during all other cycles. If simulation of the ascent
environment is desirable at the beginning of the test, the first cycle may begin with
a transition to cold thermal environment, rather than a hot thermal environment.

In addition to the thermal cycles for an upper-stage or space vehicle, the

chamber may be programmed to simulate various orbital flight operations.
Execution of operational sequencas shall be coordinated with expected
environmental conditions, and a complete cycling of all equipment shall be

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MlL-STD-l 540C

performed including the operating and monitoring of redundant units and paths.
~ Vehicle electrical equipment shall beoperating andmonitorad throughout the test.
Temperature monitors shall assure attainment oftemperatura limits. Strategically
placad witness plates, quanzcrystal microbalances, orother instrumentation shall
be installed inthetest chamber tomeasure theoutgassing from the vehicle and
test equipment.
I
6.2.9.3 Test Levels and Duration. Temperatures in various equipmant areas’
shall becontrollad bytheexternal test environment and internal heating resulting
from equipment operation. During the hot and cold half cycles, the temperature
limit is reached as soon as one unit in each equipment area is at the hot or cold
temperature raached during its qualification thermal testing. Unit temperatures
shall not beallowed togooutside their qualification range at anytime during the
tast. Thepressures hall be maintained at no higher than 13.3 millipascal (104
Torr) for space and upper-stage vehicles and, for launch vehicles, at no highar than
the pressure commensurate with the highest posiible service altitude. When the
alternate thermal cycle test (6.2.7) is not performed, the thermal vacuum
qualification test shall include at least 13complete hot-cold cycles (Table Vi).
When thermal cycling is performed, the thermal vacuum qualification test shall
include at least 3 complete hot-cold cycles (Table Vi).

The rate of temperature change shall equal or exceed the maximum predicted
mission rate of change. The temperature soak (3.5.10) shall be at least 8 hoursat
each temperature axtreme during the first and last cyclas. For intermediate cycles,
tha soak duration shall beat least 4 hours. Operating time should be divided
approximately equally between redundant units.

6.2.9.4 ~
S 1 ir nts. Continuous monitoring of sevaral
perceptive parameters, including input’ and output parameters, and the vehicla main
bus by a power transient monitoring device, shall be provided to detect intermittent
failures. It may be necessary to achieve temperature limits at certain locations by
altering thermal boundary conditions locally or by akaring the operational saquence
to provide additional haating or cooling. Adjacent aquipmants may be turned on or
off; howevar, any special conditioning within the vehicle shall generally be avoided.
External baffling, shadowing, or heating shall be utilized to the axtent feasible.
The vehicla shall be operated over the qualification temperature range, although
performance within specification is not required outside of 10°C beyond the
maximum and minimum expected temperatures.

6.2.10 Mode Survev Test. Vehicle Qua Iification.

6.2.10.1 ~. :The mode survey test [or modal survey) is conducted to

experimentally derive a structural dynamic model of a vahicle or to provide a basis
for test-verification of an analytical model. After upgrading analytically to the flight

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MlL-STD-l 540C

configuration (such as different propellant loading and minor differences between

flight and test unit mass properties), this model is used in analytical simulations of
flight loading events to define the verification-cycle structural loads environment.
These Ioads”are used to determine structural margins and adequacy of the
structural static test loading conditions (6.3; 1). They are therefore critical for
verification of vehicle structural integrity and qualification of the structural
subsystem as flight-ready. ‘Where practicable, a modal survey is also performed to
define or verify models used in the final preflight evaluation of structural dynamic”
effects on control subsystem precision and stability.

6.2.10.2 Jest Descr i~. The test article shall consist of flight-quality
structure with assembled units, payloads, and other major subsystems, and shall
contain actual or simulated, Ii,quids at specified fill-levels. For large vehicles,
complexity and testing practicability may dictate that tests be performed on
separate sections of the vehicle. For large launch vehicles in particular, practicality
may also dictate use of an integrated program of ground and flight tests, involving
substantial flight data acquisition and analysis, to acquire the necessary data for
model verification. Wire harnesses may be installed for the mode survey test, but
are not required. Mass simulators may be used to represent a flight item when its
attachment-fixed resonances have been demonstrated by test to occur above the
frequency range of interest established for the modal survey. Dynamic simulators
may be used for items that have resonances within the frequency range of interest
if they are accurate dynamic representations of the flight item. Alternatively, mass
simulators may be used if flight-quality items are subjected separately to a modal
survey maeting qualification requirements. All mass simulators are to include
realistic simulation of interface attach structure and artificial stiffening of the test
structure shall be avoided.

The data obtained in the modal survey shall be adequate to define the resonant
frequencies and associated mode shapes and dampirig values, for all modes that
occur in the frequency range of interest, generally up to at least 50 Hz. In
addition, the primary mode’ shall be acquired in each coordinate direction, even if
its fraquency lies outside the specified test range. The test modes are considered
to have acceptable quality when ‘they are orthogonal, with respect to’the analytical
mass matrix, to within 10 percent. (See 10.3 regarding formation of a Test
Evaluation Team to facilitate deviations from these requirements. )

6.2.10.3 Tast Leve~. Tha test is generally conducted at response levels that
are low compared to the expected flight levels. Limited testin9 shall be conducted ,
to evaluate nonlinear behavior, with a minimum of 3 levels used when significant
nonlinearity is identified.

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MlL-STD-l 540C

6.2.10.4 ~DKI Iementarv Reau irement~.

6.2.10.4.1 ~orre Iat ion Reou iremen& When the modal survey data are used
to test-verify an analytical dynamic model for the verification-cycle loads analyses,
rather than to define the model directly, adequate model-to-test correlation shall be
demonstrated quantitatively as follows:

a. Using a cross-orthogonality matrix formed from the analytical mass

matrix and the anal~tical and test modes, corresponding modes are to
exhibit at least 95-percent correlation and dissimilar modes are to be
orthogonal to within 10 percent.

b. Analytical model frequencies are to be within 3 percent of test

frequencies.

With adequate justification, limited exceptions to this standard of correlation are

acceptable for problem modes; also, alternative quantitative techniques can be
used if their criteria for acceptability are comparable.

6.2.10.4.2 Mtest Reau irements, Because of their criticality to achieving a

successful test, appropriate pretest analyses and experimentation shall be
performed to:

a. Establish adequacy of the test instrumentation.

b. Evaluate the test stand and fixturing to preclude any boundary

condition uncertainties that could compromise test objectives.
c. Verify that mass simulators have no resonances within the frequency
range of interest.

6.3 SWBSYSTEM QU ALIFICATION TESTS

Subsystem qualification tests shall be conducted on subsystems for any of the

following purposes:

a. To verify their design.

b. To qualify those subsystems that are subjected to environmental
acceptance tests.
c. When this level of testing provides a more realistic or more practical
test simulation than testing at another level of assembly.

For purpose c, included are tests such as the required structural static load test,
and environmental tests where tha entire flight item is too large for existing

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MlL-STD-l 540C

facilities. Also, the qualification of cartain units such as interconnect tubing or

wiring may be mora raadily completad at the subsystem level rather than at the
unit level. In this case, the appropriate unit tests may be conducted at the
subsystem .Ievel to complete required unit qualification tests. ‘Types of subsystems
that are not specifically identified herein may be tested in accordance with the
vehicle level test requirements. Subsystem qualification test requirements are
listed in Table IX.

6.3.1 Structural Stat ic Load Test. Subsvste m Qu alification.

6.3.1.1 pur~o~. The structural static load test demonstrates the adequacy
of the subsystam structures to meet requirements of strength and stiffness, with
the desired qualification margin, when subjected to simulated critical environments
(such as temperature, humidity, pressure, and loads) predicted to occur during its
service life (3.5.6).

6.3.1.2 TestDesc rintion. The support and load application fixture shall
consist of an adaquate replication of the adjacent structural section to provide
boundary to determine the proPer sequencing or simultaneity for application of
thermal stresses. When pr,ior loading histories affect the structural adequacy of
the test article, these shall be included in the test requirements. If more than one
design ultimate load condition is to be applied to the same test specimen, a
method of sequential load application shall be developed by which each condition
may, in turn, be tested to progressively higher load Ievals. The final test may be
taken to failure to substan~ata the capability to accommodate internal load
redistribution, and to provide data for any conditions which simulate those existing
in the flight article. Static loads representing the design yield load (3.4.5) and the
design ultimate load (3.4.4) shall be applied to the structure, and measurements of
the strain and deformation ;shall be recordad. Strain and deformation shall be
measured before loading, after removal of tha yield loads, and at several
intermediate levels up to yi.ald load for post-test diagnostic purposes. The test
conditions’ shall encompass the extreme predicted combined effects of
acceleration, vibration, pressure, preloads, and temperature. These effects can ba
simulated in the test conditions as long as the failure modes are covered and the
design margins are enveloped by the test. For example, temperature effects, such
as material strength degradation and additive thermal stresses, can often be
accounted for by increasing mechanical loads. Analysis of flight Profiles shall be
usad in subsequent design. modification effort, and to provide data for use in any
weight reduction programs.. Failure at design yield load means material gross
yielding or deflections which degrade mission performance. Failure at design
ultimate load means rupture or collapse. (See 10.3 regarding formation of a Test
Evaluation Team. )

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MlL-STD-l 540C

TABLE IX. Subsystem Qualification Test Basalina.

Launch
Reference Space Payload
TEST ,Structure Vehicle
Paragraph Experiment ~ub~ystem Fairing

Static Load 6.3.1

Vibration

Acoustic
‘r } :::} ;’ : ‘“” .;’
Thermal
R3 o’ 0
Vacuum 6.3.4 0
Separation 6.3.5 R — — R
Mechanical 0.
Functional 6.2.1.2 0 04 R

Allvehicle qualification requirements to be specified by the procuring

egency (4.1). Symbols (10.2.1.3) indicate the following:
R = baseline requirement (high probability of being required)
O = “other” (low probability of being required; .3.5.4)
— = not required [negligible probability of being required).

Notes: .1 Vibration conducted in place ofacoustic test for a compact

subsystem.
2 Required forsubsystems containing critical equipment
(for example, guidance equipment). “Not required if performed
.at the vehicle level.
3 Discretionary if performed at the vehicle level.
4 Required if not performed at another level of assembly.
5 Acoustic test required.

6.3.1.3 Test Levels and Duration

a. ~ic Loads. Unless otherwise specified, the design ultimate load

test shall be conducted at 1.4 times the limit load for manned flight,
and 1.25 times the limit load for unmanned flight. The design yield
load test shall be conducted at 1.0 times limit load for both manned
and unmanned flight.

b. TemOe ratur~. Critical flight temperature and load combinations shall

be simulated or taken into account.

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MlL-STD-l 540C

c. Durat ion of Loadinq. Loads shall be applied as closaly as practicable

to actual flight loading times, with a dwell time not longer than
necessary to record test data such as stress, strain, deformation, and
temperature.

6.3.1.4 $k10Dlementarv Reau irements. Pretest analysis shall be conductad to

identify the locations of minimum design margins and associated failure modes that
correspond to the selected :critical test load conditions. This analysis shall be used
to locate instrumentation, to determine the saquence of loading conditions, and to
provide early indications of anomalous occurrences during the test. This analysis
shall also form the, basis for judging the adequacy of the test loads. In cases
where a load or other environment has a relieving, stabilizing, or other beneficial
effect on the structural capability, the minimum, rather than the maximum,
expected value shall be used in defining Iimit-leval test conditions. In very complex
structures where simulation of the actual flight loads is extremely difficult, or not
feasible, multiple load cases may be used to exercise all structural zones to design
yield and design ultimate loads.

6.3.2 Vibration Test. Subsvste m Qua Iificat ion

6.3.2.1 Puroose. Same as 6.2.5.1.

6.3.2.2 Test Desc riotion. Same as 6.2.5.2.

6.3.2.3 Jest Levels and Duration. Same as 6.2.5,3,

6.3.2.4 suo~ lementa~v Reau irament~. Same as 6.2.5.4.

6.3.3 Acoust ic Test. Subsvste m Qua Iificat ion

6.3.3.1 Puroose. Same as 6“.2.4.1.

6.3.3.2 Jest DescriDt,ion. Same as 6.2.4.2.

6.3.3.3 J-t Lev els and DUration. Same as 6.2.4.3.

6.3.3.4 sum Iementarv Reau irement~. Same as 6.2.4.4, as applicable.

6.3.4 Thermal Vacuu m Test. Subsvste m Qu alification

6.3.4.1 .-. Same as 6:2.9.1.

6.3.4.2 Jest Dasc riDtion. Same as 6.2.9.2.

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6.3.4.3 evels and Duration. Same as 6.2.9.3.

6.3.4.4 Iem entarv Reau irement$. Same as 6.2.9.4.

~fi. .“
6.3.5 Separation Test. Subsvstem Qua I catj.Qrl

6.3.5.1 I!WEQSQ. The separation test demonstrates the adequacy of tha

separation subsystem to meet” its performance requirements on such parameters
as: separation velocity, acceleration, and angular motion; time to clear and
clearances betwaan separating hardware; flexibla-body distortion and loads;
amount of dabris; and explosiva-ordnance shock Ievals. “For a payload fairing using
a high-energy separation subsystem, the test also demonstrates the structural
integrity of the fairing and its generic attachments undar the separation shock
loads environment. The data from tha separation test ara also used to validate the
analytical method and basic assumptions used in the ‘separation analysis. The
validated mathod is then used to verify that requirements are met under worst-case
flight conditions.

6.3.5.2 Test Desc rimion. The test fixturas shall replicate the interfacing
structural sections to simulate the separation subsystem boundary conditions
existing in tha’ flight articla. Tha ramaining boundary conditions for the separating
bodies shall simulate the conditions in flight at separation, unless the use of other
boundary conditions will permit an unambiguous demonstration that subsystem
requirements can be mat. The test article shall include all attached flight hardware

I that could pose a debris threat if datachad. When ambiant atmospheric pressure
may edversely affect tha test results, such as for large fairings, the test shall be
conducted in a vacuum chamber duplicating the altitude condition encountered in
flight at the time of separation. Critical conditions of temperature, pressura, or
loading due to acceleration shall be simulatad or taken into account. As a
minimum, instrumentation shall include high-speed cameras to record the motion of
specially marked targat locations, accaleromaters to measure the structural
response, and strain gages to verify load Iavels in structurally critical attachments.
(See 10.3 regarding formation of a Test Evaluation Team. )

6.3.5.3 Test Activat ions. A separation test shall be conducted to

demonstrate that requirements on separation performance parameters are met
undar nominal conditions. When critical off-nominal conditions cannot be modeled
with confidante, at least one additional separation test shall be conducted to
determine the effect on the separation process. When force or torque margin
requirements are appropriate, a separate test shall ba conducted to demonstrate
that the margin is at least 100 percent; for separation subsystems involving
fracture of structural alements, however, the margin demonstrated shall be at least
50 percent. In addition, debris risk shall be avaluated by conducting a test

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encompassing the most severe conditions that can occur in flight, or by including
loads scaled from those measured in tests under nominal conditions.

6.3.5.4 SUOriementa~v Reau irements. A post,test inspection for debris shall

be conducted on the test article and in the test chamber.

6.4 UNIT QU ALIFICATIO N TESTS

The unit qualification test baseline shall include all the required tests specifiad
in Table X. The “other- tests (3.5.4) deemed applicable, and additional spatial
tests that ara conducted as acceptance tests on the unit, shall also be conducted
as part of qualification tasting. Unit qualification tests shall normally be
accomplished entirely at the unit Iaval. However, in certain circumstances, the
requirad unit qualification tests may be conducted partially or entirely at tha
subsystem or vehicle levels of assembly. Tests of units such as interconnect
tubing, radio-frequancy circuits, and wiring harnesses are examples where at least
some of the tests can usually ba accomplished at higher levels of assembly. If
moving mechanical assemblies or other units have static or dynamic fluid interfaces
or are pressurized during operation, those conditions should be replicated during
unit qualification testing. Unit performance shall meat the applicable mission
requirements over the entire qualification environmental test range, to the
maximum extent practicable. At the end of all required qualification tests, the
qualification unit should be’ disassembled and inspected (4.5).

Where units fall into two or more categories of Table X, the requirad tests
spacified for each category shall be applied. For axample, a star sensor may be
considered to fit both “Electrical and Electronic” and “OPtical” cate90rias. A
thruster with integrated valves would be considered to fit both “Thruster” and
“Valve” categories. ~

6.4.1 FUnctional Test; Unit Qua Iification

6.4.1.1 .PurDosei. The functional tast verifies that the electrical oPticaL and
mechanical performance of the unit meets the specified operational requirements of
the unit.
,.
6.4.1.2 Jest Descr iotion~ Electrical tests shall include application of axpected
voltages, impedance, frequencies, pulsas,” and waveforms at the electrical
interfaces of tha unit, including all”.redundant circuits. These parameters shall be
varied throughout their specification ranges and the sequences expected in flight
operation. The unit output shall be measured to verify that the unit performs to
specification requirements. Functional performance shall also include electrical
continuity, stability; response time, aiignment, pressure, leakage, or other special

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tests that relate to a particular unit configuration. Moving mechanical assemblies

shall be tasted in the configuration corresponding to the environment being
simulated and shall be passive or operating corresponding to their state during the
corresponding environmental exposure. Torque versus angle and time versus
angle, or equivalent linear measurements for linear devices, shall be made.
Functional tests should include stiffness, damping, friction and breakaway
characteristics, where appropriate. Moving mechanical assemblies that contain
redundancy in their design shall demonstrate requirad performance in each
redundant mode of oparation during the test.

6.4.1.3 Sulm Iementarv Reau irement.s. Functional or monitoring tests shall be

conducted before, during, and after each of the unit tests to detect equipmant
anomalies and to assure that performance meets specification requirements.

6.4.2 Thermal Cvcle Test. Electrical and Elect ronic Unit Qualification

6.4.2.1 Pur~bse. The thermal cycle test demonstrates the ability of electrical
and electronic units to operate over tha qualification temperature range and to
endure the thermal cycle testing imposed during acceptance testing.

6.4.2.2 Test Desc rimion. With the unit operating (power on) and while
perceptive parameters ara being monitored, the test shall follow the temperature
profile in Figure 1. The tast control temperature shall be measured at a
representative location on the unit, such as at the mounting point on the
baseplate. Each time the control temperature has stabilized (3.5.7) at the hot
temperature, the unit shall be turned off and then hot started. Then, with tha unit
operating, the control temperature shall be reducad to the cold temperature and the
unit turned off.. To aid in reaching the cold temperature, the unit may be powered
off whan the temperature of tha unit is at least 10°C colder than its minimum
expectad temperature (3.3:1). After the unit has stabilized at the cold
temperature, the unit shall be cold started. Temperature change from ambient to
hot, to cold, and return to ambient constitutes one thermal cycle.

6.4.2.3 Test Lavels and Duration

a. Pressu re a nd Hu”midiW. Ambient pressure is normally used; however,

the thermal cycle test may be conducted at reduced pressure,
including vacuum conditions. When unsealed units are being tested, .“
provisions shall be taken to preclude condensation on and within the
unit at low temperature. For axample, the chamber may be flooded
with dry air or nitrogen. Also, the last half cycle shall ba hot
(Figure 1).

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b. Temperature . ?he unit temperature shall reach the qualification hot

temperature, 10“C above the acceptance hot temperature (7. 1.1 ),
during the hot half cycle; the qualification cold temperature, 10“C
below the acceptance cold temperature, during the cold half cycle
(Table V). For’units exposed to cryogenic temperatures in service,
qualification margins shall be prescribed on an individual basis. The
transitions between hot and cold should be at an average rate of 3 to
5°C per minute, and shall not be slower than 1°C per minute.

C. ~. Table VI shows the number of qualification thermal cycles

required for various situations. The last 4 thermal cycles shall be
failure free. Thermal soak durations (3.5.10) shall be a minimum of 6
hours at the hot and 6 hours at the cold temperature during the first
and last cycle (Figure 1). Intermediate cycles shall have at least 1-hour
soaks at the hot and cold temperatures. During thermal soaks, the
unit shall be turned off until the temperature stabilizes (3.5.7) and
then turned on, remaining on until the next soak period off-on
saquence. Measurement of tharmal soak durations shall begin at the
time of unit turn-on (Figure 1).

6.4.2.4 ~Ull dementarv Reau irements. The requirements of the thermal cycle
test may be satisfied by extending the thermal vacuum test of,,6.4.3, to achieve
the number of cyclas required to meet the requirements of Table V1. Selection of
such an alternative requires, that the applicable acceptance test be carried out in
the same fashion. Functional tests shall be conducted after the unit temperatures
have stabilized at the hot and cold temperatures during the first and last thermal
cycle, and after return to ambient. During the remainder of the test, electrical and
electronic units, including all redundant circuits and paths, shall be cycled through
various operational modas. Perceptive parameters shall be monitorad for failures
and intermittents to the maximum extent practicable. Units shall meet their
performance requirements within specification over the maximum expected
temperature range (3.3. 1 ) extended at both temperature extremes by 10“C. For
digital units, such as comp!ners, the final thermal cycle should employ a
sufficiently slow temperature transition to permit a complete functional check to be
repeated at essentially all temperatures.

Moisture condensation’ inside of electrical or electronic units shall be

prevented. Condensation is also minimized by requiring the first and last half ’cycle
to be hot (Figure 1).

6.4.3 The“rmal Vacuum Test. Un it Q ualificat ion

6.4.3.1 Puroos% The thermal vacuum test demonstrates the ability of the
unit to perform in the qualification thermal vacuum environment and to endure the

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thermal vacuum testing imposed on flight units during acceptance testing. It also
serves to verify the unit thermal design.

6.4.3.2 Test Desc riation. The unit shall be mounted in a vacuum chamber on
a thermally controlled heat sink or in a manner similar to its actual installation in
the vehicle. The unit surface finishes, which affect radiative heat transfer or
contact conductance, shall be thermally equivalent to those on the flight units. For
units designed to reject their waste heat through the baseplate, a control
temperature sensor shall be attached either to the unit baseplate or the heat sink.
The location shall be chosen to correspond as closely as possible to the
temperature limits used in the vehicle thermal design analysis or applicable
unit-to-vehicle interface criteria. For components cooled primarily by radiation, a
representative location on the unit case shall similarly be chosen. The unit heat
transfer to the thermally controlled heat sink and the radiation heat transfer to the
environment shall be controlled to the same proportions as calculated for the flight
environment. During testing of radio-frequency (rf) equipment with a possibility of
mukipaction, a space nuclear radiation environment shall be simulated by a
gamma-ray or x-ray source at 4 rads per hour.

The chamber pressure shall be reduced to the required vacuum conditions.

Units that are”required to operate during ascent shall be operating and monitored
for arcing and corona during the reduction of pressure to the specified lowest
levels and during the early phase of vacuum operation. At vacuum pressures
below 133 millipascals (103 Torr), units shall be monitored as appropriate to also
assure that mukipacting does not occur. Units that do not operate during launch
shall have electrical power applied after the test pressure level has been reached.

A thermal cycle begins with the conductive or radiant sources and sinks at
ambient temperature. With the unit operating and while perceptive parameters are
being monitored, the unit temperature is raised to the specified hot temperature
and maintained. All electrical and electronic units that operate in orbit shall be
turned off, then hot started after a duration sufficient to ensure the unit internal
temperature has stabilized (3.5.7), and then functionally tested. With the unit
operating, the component temperature shall be reduced to the specified cold
temperature. To aid in reaching the cold temperature, the unit may be powered off
when the temperature of the unit is at least 10°C colder than its minimum
expected temperature (3.3. 1). After the unit temperature has reached the
specified cold temperature, the unit shall be turned off (if not previously turned off
during the transition) until the internal temperature stabilizes (3.5.7) and ttien cold
started and functionally tested, continuing to maintain the unit at the specified
temperature until the end of the soak. The temperature of the sinks shall then be
raised to ambient conditions. This constitutes one complete thermal cycle,

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6.4.3.3 Test Levels and Duration

a. ~. For;units required to operate during ascent, the time for

reduction of chamber pressure from ambient to 20 pascals (O. 15 Torr)
shall be at least 10 minutes to allow sufficient time in the ragion of
critical pressure. The prassure shall be further reduced from 20
pascals for operating equipment, or from atmospheric for equipment
which does not operate during ascent, to 13.3 millipascals (1 0-4 Torr)
at a rate that simulatas the ascent profile to the extent practicable.
For launch vehicla units, the vacuum pressure shall be modified to
reflect an altitude consistent with the maximum service altituda.

b. Ta mDerature. ‘The unit hot and cold temperatures shall be the same
as those specified in 6.4.2.3b. An exception is made for a propulsion
unit in contact with propellant for which tha cold temperature shall be
limited to 3°C”abova the propellant freezing temperature. .The
transitions between hot and cold should be at an average rate greater
than 1‘C per minute.

c. Duration. The number of thermal cycles shall be as given in Table V1.

Thermal soak durations (3.5. 10) shall be a minimum of 6 hours at the
hot and 6 hours at the cold temperature during the first and last cycle.
Intermediate cycles shall have at least 1-hour soaks at the hot and
cold temperatures with power turned on. Measurement of thermal
soak durations shall begin at the time of unit turn-On (Figure 1).

6.4.3.4 Surm Ieme ntarv” Reau irements. The 25-cycle test is applicable to units
containing electrical or electronic elements where environmental stress screening is
imposed for acceptance testing. For nonelectrical and nonelectronic units, the 6-
cycle test applies (Table Vi).

Functional tests shall tie’ conducted after unit temperatures hava stabilized at
the hot and cold temperatures during the first and last cycle, and after return of
tha unit to ambiant temperature in vacuum. During the remainder of the test,
electrical and electronic unks, including all redundant circuits and paths, shall be
cycled through various operational modes. Perceptive parameters shall be
monitored for failures and intermittants to the maximum extent practicable. Units
shall maet their parformanca requirements within specifications over tha maximum
expectad temperature range extended by 1@C at the hot and cold limits.

For moving mechanical assemblies, performance parameters (such as current

draw, resistance torque or force, actuation time, velocity or acceleration) shall be
monitored. Where practicable, force or torque margins shall be determined on
moving mechanical assemblies at the temperature extremes. Where this is not

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MlL-STD-l 540C

practicable, minimum acceptable force ortorque margin shall be demonstrated.

Compatibility with operational fluids shall be verified at test temperature extremes
for valves, propulsion units, andother units as appropriate.

6.4.4 Vibration Test. Unit Qua Iificat ion

6.4.4.1 Pumose. The vibration test demonstrates the ability of the unit to
endurea maximum duration of corresponding acceptance testing and then meet
requirements during and after exposure to the extreme expected dynamic
environment in flight (3.3.5).

6.4.4.2 Test Desc rirNion. The unit shall be mounted to a fixture through the
normal mounting points of the unit. The same test fixture should be used in the
qualification and acceptance vibration tests. Attached wiring harnesses and
hydraulic and pneumatic lines up to the first attachment point, instrumentation,
and other connecting items should be included as in the flight configuration. Such
a configuration shall be required when units that employ shock or vibration
isolators are tested on their isolators. The suitability of the fixture and test control
means shall have been established prior to the qualification testing (6.4.4.5). The
unit shall be tested in each of 3 orthogonal axes. Units required to operate under
pressure during ascent shall be. pressurized to simulate flight conditions, from
structural and leakage standpoints, and monitored for pressure decay. Units
designed for operation during ascent, and whose maximum or minimum expected
temperatures fall outside the normal temperature range (7. 1.1 ), are candidates for
combined vibration and temperature testing. When such testing is employed, units
shall be conditioned to be as close to the worst-case flight temperature as is
practicable and monitored for temperature during vibration exposure.

Units mounted on shock or vibration isolators shall typically require vibration

testing at qualification levels in two configurations. A first configuration is with
the unit hard-mounted to qualify for the acceptance-level testing if, as is typical,
the acceptance testing. is performed without the isolators present. The second
configuration is with the unit mounted on “the isolators to qualify for the flight
environment. The unit shall be mounted on isolators of the same lot as those used
in service, if practicable. Units mounted on isolators shall be controlled at the
locations where the isolators are attached to the structure. Hard-mounted units
shall be controlled at the unit mounting attachments.

6.4.4.3 Jest Level a nd Duration. The test shall be conducted per 6.1.4. For ‘
hard-mounted units, a typical version of the test involves accelerated
acceptance-level testing per 6.1.4.2 and applies the qualification level spectrum for
3 minutes per axis. This is based on a qualification margin of 6 dB, a maximum of
6 minutes of accumulated acceptance testing on a flight unit, and a fatigue
equivalent duration in flight (3.3.3) of not 9reater than 15 seconds. OPeratin9 time

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should be divided approximately equally between redundant functions. When

insufficient test time is available at tha full test Ieval to test redundant circuit%
functions, and modes, extendad testing using a spectrum no Iowar than 6 dB
below the qualification spectrum shall be conducted as necessary to complate
functional testing.

6.4.4.4 SUDOIementaw Reauiremants. During the test, all electrical and

electronic units shall be electrically energized and functionally sequenced through
various operational modes to the maximum extent practicable. This includes all
radundant circuits, and all circuits that do not oPerate durin9 launch. Severs!
perceptive parameters shalj be monitored for failures or intermittent during the
test. Continuous monitoring of the unit, including the main bus by a power
transient monitoring device, shall be provided to detect intermittent failuras. Whan
necessary to prevent unrealistic’ input forces or unit responses for units whose
mass exceeds 23 kilograms (50. pounds), the spectrum may be Iimitad or notched,
but not below the minimum test spectrum for a unit (7.1.3). The vibration test
does not apply to a unit having a large surface causing its vibration response to be
due predominantly to direct acoustic excitation (6.4.51.

6.4.4.5 Fixture Evaluat ion. The vibration fixture shall be verified by test to
uniformly impart motion to’ the unit under test and to limit the enargy transfer from
the test axis to the othar two orthogonal axes (crosstalk). The crosstalk Iavels
should be lower than the input for the respective axis. In 1/6-octave bands above
1000 Hz, exceedances of Up to 3 dB ara allowed provided that the sum of thair
bandwidths does not exceed 300 Hz in a cross axis. The dynamic test
configuration (fixture and unit) shall be evaluated for crosstalk before testing to
qualification levels.

6.4.4.6 Soec ial Co nside rations for Structu ral Units. Vibration acceptance
tests of structural units are normally not conducted because the process controls,
inspections, and proof testing that are implamanted are sufficient to assure
performance and quality. However, to demonstrate structural integrity of
structural units having critical fatigue-type modes of failure, with a low fatigue
margin, a vibration qualification test shall be conducted. The test duration shall ba
4 times the fatigue equivalent duration in flight at the extreme expected level
(3.3.5). When a structural unit is not subjected to a static strength qualification
test, a brief random vibration qualification test shall be conducted with an
exposure to 3 dB above th.a extreme expected level. The duration shall be that
necassary to achieve a steady-state response, but not less than 10 saconds, to
demonstrate. that ultimate strength requirements are satisfied.

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6.4.5 Acoust ic Test. Unit Qualification

6.4.5.1 Puroose. The acoustic test demonstrates the ability of a unit having
large surfaces, whose vibration response is due predominantly to direct acoustic
excitations, to endure a maximum duration of acoustic acceptance testing and then
meat requirements during and after exposure to the extrema expected dynamic
environment in flight (3.3.4). For such units, the acoustic test shall be conducted
and tha vibration test (6.4.4) is discretionary.

6.4.5.2 Jest Des criotion. The unit in its ascent configuration shall be
installad in an acoustic test facility capable of generating sound fields or fluctuating
surface pressuras that induce unit vibration environments sufficient for unit
qualification. The unit should be mounted on a flight-type support structure or
reasonable simulation thereof. Significant fluid and pressure conditions shall be
replicated to the extent practicable. Appropriate dynamic instrumentation shall be
installed to measure vibration responses. Control microphones shall be placed at a
minimum of 4 wall-separated locations at one half the distance from the test article
to the nearest chamber wall, but no closer than 0.5 meter (20 inches) to both the
test article surface and the chamber wall.

6.4.5.3 Jes t Level and Duration. Same as 6.2.4.3 axcept the qualification
test duration shall be 3 minutes based on a maximum of 6 minutes of accumulated
acceptance testing on a flight unit.

6.4.5.4 ~ I ir m n . Sama as 6.2.4.4.

6.4.6 Shock Test. Unit Q ualificat ion

6.4.6.1 Purr)os~. The shock test demonstrates the capability of the unit to
meet requirements during and after exposure to the extreme expected shock
environment in flight (3.3.7).

6.4.6.2 T~ riotiom. The unit shall be mounted to a fixture through the

normal mounting points of the unit. The sama test fixture should be used in the
qualification and acceptance shock tests. If shock isolators are to be used in
service, they shall be installed. The selected test method shall be capable of
meeting the required shock spectrum with a transient that has a duration
comparable to the duration of the axpected shock in flight. A mounting of the unit
on actual or dynamically similar structure provides a more realistic test than does a
mounting on a rigid structure such as a shaker armature or slip table. Sufficient
prior development of the test mechanism shall have baan carried out to validate the
proposed test method before testing qualification hardware. The test environment
shall comply with the following conditions:

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a. A transient having the prescribed shock spectrum can be generated

within specified tolerances.

b. The applied shock transient provides a.simultaneous applicatiomof the

frequency components as opposed to a serial application. Toward this
end, it shall be a goal for the duration of the shock transient to
approximate the duration of the service shock event. In general, the
duration of the shock employed for the shock spectrum analysis shall
not exceed 20 milliseconds.

6.4.6.3 Testle vel and EXDOSUrQ. The shock spectrum in each direction along
each of the 3 orthogonal axes shall be at least the qualification level for that
direction. For vibration or Shock isolated units, the lower frequency limit of the
response spectrum shall be’ below 0.7 times the natural frequency of the isolated.
unit. A sufficient numberof shocks shall be imposed to meet the amplitude criteria
in both directions of each of the 3 orthogonal axes at least 3 times the number of
significant events at that unit location. A significant event for the unit being
qualified is one that produces a maximum expected shock spectrum within 6 dB of
the envelope of maximum expected spectra (3.3.7) from all. events.

6.4.6.4 Sulm Iementarv Reauiremen@ Electrical and electronic units,

including redundant circuits, shall be energized and monitored to the maximum
extent practicable, including those that are not normally operating during the
service shock. A functional test shall be performed before and after all shock
tests, and several perceptive parameters monitored during the shocks to evaluate
performance and to detect’ any failures. Relays shall not transfer and shall not
chatter in excess of specification limits during the. shock test.

A shock qualification test is not required along any axis for which both the
following are satisfied: ~

a. The qualification random vibration test spectrum when converted to

an equivalent shock response spectrum (3-sigma response for
Q = 10) exceeds the qualification shock spectrum requirement at all
frequencies below 2000 Hz.

b. The maximum expected shock spectrum above 2000 Hz does not

exceed g values equal to 0.8 times the frequency in Hz at all
frequencies above 2000 Hz, corresponding to a velocity of 1.27
meters/second (50 inches/second).

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I
6.4.7 !&.akaae Test. Unit Q ualification

6.4.7.1 PUIRQSQ. The leakage test demonstrates the capability of pressurized

components and hermetically sealed units to meet the spacified design leakage rata
requirements.

6.4.7.2 Tast Das crimion. An acceptable leak rate to meet mission

requirements is based upon development tests and appropriate analyses. An
acceptable measurement technique is one that accounts for leak rate variations
with differential gressure and hot and cold temperatures and has the required
threshold, resolu~on, and accuracy to detect any leakage equal to or greater than
the maximum acceptable leak rate. Consideration should be given to testing units
at differential pressuras greater or less than the maximum or minimum operating
differential pressure to provide some assurance of a ‘qualification margin for
leakage. If appropriate, the leak rate test shall be made at qualification hot and
cold temperatures with the representative fluid to account for geometry alterations
and viscosity changes.

6.4.7.3 19st Level and Duration. Unless otherwise specified, the Ieekage
tests shall be performed with the unit pressurized at the maximum differential
operating pressure, as well as at the minimum differential operating pressure if the
saals are dependent upon pressure for proPer sealing. The test duration shall be
sufficient to detect any significant leakage.

6.4.8 Pressura Test. U nit Q uelification

6.4.8.1 Pumose. The pressure test demonstrates adequate margin, so that

structural failure does not occur before ttra design burst pressure is reached, or
axcessive deformation does not occur-at the maximum expected operating
prassure (MEOP).

6.4.8.2 Test Desc riotion

a. Proof Pressu ra Test. For items such as pressurized structures and

pressure components, a’ proof test with a minimum of 1 cycle of proof
pressura shall be conducted. Evidence of either leakage, a permanent
set or distortion that exceeds a drawing tolerance, or failure of any
kind shall constitute failure to pass the test.

b. Pressure Cvc Ie Test. For pressurized structures and pressure vessels,

a pressure cycle test shall be conducted. Requirements for application
of external loads in combination with internal pressures during testing
shall be evaluated based on the relative magnitude and on the
destabilizing effect of stresses due to the external load. If limit

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combined tensile stresses are enveloped by the test pressure stress,

the application of external load is not required.

c. BU st Test The pressure shall be increased to the design burst

pr~ssure, while simultaneously applying the ultimate external load(s),
if appropriate. The internal pressure shall be applied at a sufficiently
slow rate that dynamic stresses are negligible. For pressure vessels,
after demonstrating no burst at the design burst pressure, the
pressure shall. be increased to actual burst of the vessel, end the
actual burst pressure shall be recorded.

6.4.8.3 Tes t Levels and Durations.

a. Tem~erature and Humidity. The test temperature and humidity

conditions shall be consistent with the critical-use temperature and
humidity. As ‘an alternative, tests may be conducted at ambient
conditions if the test pressures are suitably adjusted to account for
temperature a’nd humidity effects on material strength and fracture
toughness.

b. proof Pressure. Unless otherwise specified, the minimum proof

pressure for pressurized structures shall be 1“.1 times the MEOP. For
pressure vessels, and other pressure components such as lines and
fittings, the minimum proof pressure shall comply with the
requirements specified in MlL-STD-l 522. The pressure shall be
maintained for a time just sufficient to assure that the proper pressure
was achieved. Except that for pressure vessels, the hold time shall be
a minimum of 5 minutes unless otherwise specified.

c. Pressu e Cvc IQ. Unless otherwise specified, the peak pressure for
pressu~ized structures shall equal the MEOP during each cycle, and
the number of cycles shall be 4 times the predicted number of
operating cycles or 50 cycles, whichever is greater. For pressure
vessels, the test shall comply with the requirements specified in
MlL-STD-l 522.

d. ~rst Pressur~. Unless otherwise specified, the minimum design burst

pressure for pressurized structures shall be 1.25 times the MEOP. For
pressure vessels and pressure components, the minimum design burst “’
pressure shall comply with MlL-STD-l 522. The design burst pressure
shall be maintained for a period of time just sufficient to essure that
the proper pressure was achieved.

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6.4.8.4 S5 Iementar ire enta. Applicable safety standards shall be

followed in conducting all tests. Unless otherwise specified, the qualification
testing of pressure vessels shall include a demonstration of a leak-before-burst
(LBB) failure mode using pre-flawed specimens as specified in MlL-STD-l 522. The
LBB pressure test may be omitted if available material data are directly applicable
to be used for an analytical demonstration of the leak-before-burst failure mode.

6.4.9 Accelerat ion Test. U nit Qua Iificat ion

6.4.9. ~ PurDosQ. The acceleration test demonstrates the capability of the

unit to withstand or, if appropriate, to operate in the qualification level acceleration
environment.

6.4.9.2 Test Desc riDtion. The unit shall be attached, as it is during flight, to a
test fixture and subjected to acceleration in appropriate directions. The specified
accelerations apply to the center of gravity of the test item. If a centrifuge is
used, the arm (measured to the geometric center of the test item) should be at
least 5 times tha dimension of the test item measured alon9 the arm. The
acceleration gradient across the test item should not result in accelerations that fall
below the qualification Iavel on any critical member of the test item. In addition,
any over-test condition should be minimized to prevent unnecessary risk to the test
article. Inertial units such as gyros and platforms may require counter-rotating
fixtures on the centrifuge arm.

6.4.9.3 Test Levels and Duration

a. Acce Ieration Level. The test acceleration level shall be at least 1.25
times the maximum predicted acceleration (3.4.8) for each direction
of test. Tha factor shall be 1.4 for manned flight.

b. Duration. Unless otherwise specified, the test duration shall be at

least 5 minutes for each direction of test.

6.4.9.4 ~oleme ntarv Reau iremen~. If the unit is to be mounted on shock

or vibration isolators in tha vehicle, the unit should be mounted on these isolators
during the qualification test.

6.4.10 ~ Iifi i

6.4.10.1 WflQSQ. The life test applies to units that may have a wearout,
drift, or fatigue-type failure mode, or a performance degradation, such as batteries.
The test demonstrates that the units have the capability to perform within
specification limits for the maximum duration or cycles of operation during
repeated ground testing and in flight.

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MlL-STD-l 540C

6.4.10.2 Tes t Description. One or more units shall be operated under

conditions that simulate their service conditions. These conditions shall be
selected for consistency with end-use requirements and the significant life
characteristics of the particular unit. Typical envirctnments are ambient, thermal,
and thermal vacuum to evaluate wearout and drift failure modes; and pressure,
thermal, and vibration to evaluate fatigue-type failure modes. The test shall be
designed to demonstrate the ability of the unit to withstand the maximum
operating time and the maximum number of operational cycles predicted during its
service life (3.5.6) with a suitable margin.

6.4.10.3 Test Levels a nd Durations.

a. Pressure. For pressurized structures and pressure vessels, the

pressure level shall be that specified in 6.4.8.3c. For other units,
ambient pressure shall be used except where degradation due to a
vacuum environment may be anticipated, such as for some unsealed
units, In those cases, a pressure of 13.3 milliPascals (104 Torr) or
less shall be used.

b. Environmental Levels. The extreme expected environmental levels

shall be used. Higher levels may be used to accelerate the life testing,
provided that the resulting increase in the rate of degradation is well
established and that unrealistic failure modes are not introduced.

c. Puration. For pressurized structures and pressure vessels, the

duration shall ‘be that specified in 6.4.8.3c. For other units, the total
operating time or number of operational cycles shall be at least 2
times that predicted during the service life (3.5.6), including ground
testing, in order to demonstrate an adequate margin. For a structural
component having a fatigue-type failure mode that has not been
subjected to a vibration qualification test, the test duration shall be at
least 4 times the specified service life.

d. Funct ional Dutv Cvc le. Complete functional tests shall be conducted
before the test begins and after completion of the test. During the life
test, functional tests shall be conducted in sufficient detail, and at
sufficiently short intervals, so as to establish trends.

6.4.10.4 SUDnlementarv Reau irements. For statistically-based life tests, the

duration is dependent upon the number of samples, confidence, and reliability to be
demonstrated., The mechanisms in each unit that are subjected to wearout should
be separately tested. For these mechanisms, the duration of the life test should
assure with high confidence that the mechanisms will not ‘wear out during their
service life. At the end of.the life test, mechanisms and moving mechanical

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MlL-STD-l 540C

assemblies shall be disassembled and inspected fOr anomalous conditions. The

hardware may ba disassembled and inspected earlier if warranted. The critical
areas of parts that may be subject to fatigue failure shall be inspected to determine
their integrity.

6.4.11 Electromarrnetic Comnat ibilitv (EMC) Test. Unit Qualification

6.4.11.1 pumos~. Thaelectromagnetic compatibility test shall demonstrate

I that theelectromagnetic interference characteristics (emission and susceptibility) of
the unit, under normal operating conditions, do not result in malfunction of the
unit. It also demonstrates that the unit does not emit, radiate, or conduct
interference which could result in malfunction of other units.

6.4.11.2 Test Desc rirMion. The ‘test shall be conductad in accordance with
the requirements of MlL-STD-l 541. An evaluation shall be made of ,each unit to
determine which tests shall be performed as the baseline requirements.

6.4.12 Climat ic Tests. Unit Qua Iific ation

6.4.12.1 Pumose. These tests demonstrate that the unit is capable of

surviving exposure to various climatic conditions without excessive degradation, or
operating during exposure, as applicable. Exposure conditions include those
imposed upon the unit during fabrication, test, shipment, storage, preparation for
launch, launch itself, and reentry if applicable. These can include such conditions
as humidity, sand and dust, rain, salt fog, and explosive atmosphere. Degradation
due to fungus, ozone, and sunshine shall be verified by design and material
selection.

It is the intent that environmental design of flight hardware not be

unnecessarily driven by terrestrial natural environments. To the greatest extent.
feasible, the flight hardware shall be protected from the potentially degrading
effects of extreme terrestrial natural environments by procedural controls and
special support equipment. Only those environments that cannot be controlled
need be considarad in the design and testing.

6.4.12.2 Jiumiditv Test, Unit Qua Iific ation

6.4.12.2.1 ~. The humidity test demonstrates that the unit is capable

of surviving or operating in, if applicable, warm humid environments. In ttie cases
where exposure is controlled throughout the life cycle to conditions with less than
55-percent relative humidity, and the temperature changes do not create conditions
where condensation occurs on the hardware, then verification by test is not
required.

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MlL-STD-l 540C

6.4.12.2.2 Test Des criotion and Levels. Forunits exposed to unprotected

ambient conditions, the humidity test shall conform to the method given in MIL-
STD-81O. Forunits located. inprotacted, butuncontrolled environments, the unit
shall be installed in a humldlty chamber and subjected to the following conditions
(time line illustrated in Figure 2):

a. Pret est Conditions. Chamber temperature shall be at room ambient

conditions with uncontrolled humidity.

b. Cvcle 1. The temperature shall be increased to + 35°C over a 1-hour

period; then the humidity shall be increased to not less than 95
percent ovar a 1-hour period with the temperature maintained at
+35”C. These conditions shall be maintained for 2 hours. The
temperature shall than be reduced to + 2°C over a 2-hour pariod with
the relative humidity stabilized at not less than 95 percent.” These
conditions shall be maintained for 2 hours.

CJ 40 —
,.
u
u-

1
u ANO lNSPECnON
:
+0 I I
o 5 10 15. 20 25 30 35 40
TIME,hr

FIGURE 2. Humidity Test Time Line.

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MlL-STD-l 540C

I c. -. Cycle 1 shall be repeated excaPt that the temperature shall

be increased from + 2°C to + 35°C over a 2-hour period; moistura is
not added to the chamber until + 35°C is raached.

d. Cvcle 3. The chamber temperature shall ba increasad to + 35°C ovar

a 2-hour period without adding any moisture to the chamber. The
test unit shall then be dried with air at room temperature and 50-
percent maximum relative humidity by blowing air through the
chambar for 6 hours. The volume of air used par minute shall ba
equal to 1 to 3 timas the test chamber volume. A suitabla container
may be used in place of the test chamber for drying the test unit.

e. ~. If it had been removed, the unit shall be placed back in the

test chamber and tha temperature incraasad to + 35°C and the
relative humidity increased to 90 percent ovar a 1-hour period; and
these conditions shall be maintained for at least 1 hour. The
tamperatura shall then be reducad to’+ 2°C over a 1-hour period with
tha relative humidity stabilized at 90 percent; and these conditions
shall be maintained for at least 1 hour. A drying cycle should follow
(sac Cycle 3).

6.4.12.2.3 S.kLmlementar~ Reau iraments. The unit shall be functionally

tested prior to the test and at the end of Cycle 3 (within 2 hours aftar the drying)
and visually inspected for deterioration or damaga. Tha unit shall be functionally
tested during tha Cycla 4 periods of stability, after the 1-hour period to reach
+ 35°C and 90-percent ralative humidity, and again aftar the 1-hour period to
reach tha + 2°C and 90-percent relative humidity.”

6.4.12.3 Sa~ nd D ni Iificati

6.4.12.3.1 Puroose. Tha sand and dust tast is conducted to datermine the
resistance of units to blowing fine sand and dust particlas. This test shall not be
required for units protected from sand and dust by contamination control,
proactive $hipping and storage containers, or covers. However, in those CaSaS,
rain testing demonstrating the adaquacy of tha protective shakers, shipping and
storage conta!nars, or covers, as applicable, may be required instead of a test of
the unit itself.

6.4.12.3.2 IQst Desc riotion. The test requirements for the sand and dust
test shall conform to the method given in MlL-STD-El O.

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MlL-STD-l 540C

6.4.12.4 Rain Test, Un it Qua Iificatiorl

6.4.12.4.1 puroose. The rain test shall be conducted to. determine the
resistance of units to rain. Units protected from rain by protective shelters,
shipping and storage containers, or covers, shall not require verification by test.

6.4.12.4.2 Test Desc~otion. Buildup of the unit, shelter, containar, or the

cover being tested shall be representative of the actual fielded configuration
without any duct tapa or temporary saalants. The initial temperature difference
between tha test item and the spray watar shall be a minimum of 10“C. For
temperature-controlled containers, the temperature difference betwean the test
item and the spray water shall at Iaast be that between the maximum control
temperature and the coldest rain condition in the field. Nozzles used shall produce
a squara spray pattern or other overlapping pattern (for maximum surfaca
coverage) and droplat size predominantly in the 2 to 4.5 millimeter ranga at
approximately 375 kilopascals gage pressure (40 psi9). At least one nozzle shall
be usad for each approximately 0.5 square mater (6 ftz) of surface area and each
nozzla shall be positioned at 0.5 meter (20 inches) from the test surfaca. Ail
exposed faces shall be sprayad for at least 40 minutes. The interior shall be
inspected for watar penetration at tha end of each 40-minute exposure. Evidence
of water penetration shall constitute. a failure.

6.4.12.5 Salt Foa Test. Unit Qua Iificat ion

6.4.12.5.1 Pur~oaQ. Tha salt fog test is used to demonstrate the resistance
of the unit to the affects of a salt Spray atmosphere. The salt fog test is not
required if the flight hardware is protected against tha salt fog environment by
suitable preservation maans and protective shipping and storage containers.

6.4.12.5.2 Tes t Description. The requirements for the salt fog test shall
conform to the mathod given in MI L-STD-81 O.

6.4.12.6 ExDlosive Atmos~ here Test. Unit Qu alificat ion

6.4.12.6.1 Purr)ose. The explosiva atmosphere test is conducted to

demonstrate unit operability in an ignitable fuel-air mixture without igniting the
mixture.

6.4.12.6.2 Test Des criotion. The test requirements for the explosive
atmosphere test shall conform to the method given in MIL-STD-81.O.

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MlL-STD-l 540C

SECTION 7

ACCEPTANCE TESTS

7.1 GENERAL ACC EPTANCE TEST REQUIREMENTS

Acceptance tests shall be conducted as required to demonstrate the

acceptability of each deliverable item. The tests shall demonstrate conformance to
specification requirements and provide quality-control assurance against
workmanship or material deficiencies. Acceptance testing is intended to stress
screen items to precipitate incipient failures due to latent dafects in parts,
materials, and workmanship. However, the testing shall not create conditions that
exceed appropriate design safety margins or cause unrealistic modes of failure. If
the equipment is to be used by more than. one program or in different vehicle
locations, the acceptance test conditions should envelope those of the various
programs or vehicle locations involved. Typical acceptance test levels and
durations are summarized in Table Xl, and are detailed in subsequent paragraphs.

The test baseline shall be tailored for each program, giving consideration to
both the required and other tests (3.5.4). For special. items, such as some tape
recorders and certain batteries, the specified acceptance test environments would
result in physical deterioration of materials or’other damage. In those cases, less
severe acceptance test environments that still satisfy the system operational
requirements shall be used.

7.1.1 Temoerat ure Ranoa and Number of Thermal Cvcles, Acceptance TestS.
Two requirements on the unit acceptance temperature range (Figure 3) are:

a. The range shall encompass the maximum and minimum expected

temperatures (3.3.1 ).

b. The range should be as large as practicable to meet environmental

stress screening purposes. A range of 105°C is recommended, and is
the basis used in Tables V and VI

For units, the range from -44 to + 61°C is recommended if requirement “a” is
satisfied. The number of cycles shall be in compliance with Table V1. If this
105°c temperature range, Plus the 10“C hot and cold extension for qualification,
gives rise to unrealistic failure modes or unrealistic design requirements, the range
may be shifted or reduced to the extent necessary. To compensate for a reduced
range, the number of thermal cycles for acceptance tests shall then be increased
per note 3 of Table V1. For units exposad to cryogenic temperatures, acceptance
temperature limits Shall encompass the highest and lowest temperatures with
appropriate uncertainty margins (Table H). For units which do not contain electrical

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MlL-STD-l 540C

or electronic elements, the ‘minimum acceptance test shall be 1 thermal vacuum

cycle in accordance with 7.4.3.

For vehicle thermal vacuum tests, at least one unit shall reach its acceptance
hot temperature during hot soaks. During cold soaks at least one unit shall reach
its acceptance cold temperature. If the ambient pressure thermal cycle alternative
test is selected, the minimum temperature range shall be 50”C. The number of
thermal vacuum and thermal cycles are specified in Table Vi.

TABLE Xl. Typical Acceptance Test Levels and Durations.

Test Units Vehicles

Shock Maximum expected spectrum 1 activation of significant
(3.3.7)! achieved once in both shock-producing events
directions of 3 axes. (7.2.3.3).
Discretionary if spectrum is low
(7.4.6.4).
Acoustic Same as for vehicles. Envelope of maximum
expected spectrum (3.3.4)
and minimum spectrum
(Figure 4), 1 minute
Vibration Envelope of maximum expected Same as for units, except
spectrum (3.3.5) and minimum minimum spectrum in
spectrum (Figure 5), 1 minute in Figure 6.
each of 3 axes.
Thermal Vacuum ● 1 cycle, -44 to + 61°C (7.1 .1). 4 cycles, -44 to +61 “C
Vacuum at 13.3 millipascals (104 (7.2.8). Same pressure as
Torr). for units.
Thermal Cycle ● 12.5 cycles, -44 to +61”C. See 7.2.7.

Combined 8.5 thermal cycles and 4 thermal See 7.2.7.

Thermal Vacuum vacuum cycles, -44 to +61”C.
and Cycles
Proof Load For bonded structures and Same as for units, but only
structures made of composite tested at subsystem level.
material, or having sandwich
construction: 1.1 times limit
load,
Proof Pressure For pressurized structures, 1.1 Same as for units.
times the MEOP. For pressure
vessels and other pressure
components, comply with MIL-
STD-1522.

●See Tables V and V1. ,

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“.
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I I
i
I I
h I I 1“ I I
s
.-o
Z
.-
U b
al
k
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MlL-STD-l 540C

7.1.2 The acceptance test

acoustic spectrum shall be the maximum expected environment (3.3,4), but not
less than theminimum free-field spectrum in Figure4. The. minimum duration of
theacceptance acoustic test is 1 minute.

7.1.3 y~s in n . The acceptance test random

vibration spectrum shall be ‘the maximum expected environment (3.3.5), but not
below the minimum spectrum in Figure 5 for a unit or below the minimum
spectrum in Figure 6 for a vehicle. The minimum spectrum for a unit whose mass
exceeds 23 kilograms (50 pounds) should be evaluated on an individual basis. The
acceptance sinusoidal vibration amplitude, if significant, shall be that of the
maximum expected sinusoidal vibration environment (3.3.6). When concurrent
random and sinusoidal vibration during service life (3.5.6) can be more severe than
either considered separately, an appropriate combination of the two types of
vibration should be used for the test. The minimum duration of the acceptance
random vibration test shaJl ,be 1 minute for each of 3 orthogonal axes.

7.1.4 ~toraae Tests: Ve hicle, Subsvste m, or Unit AccerMa ncQ. Storage test
requirements consist of appropriate testing after storage (such as vibration,
thermal, and static load or pressure) based on the vehicle design, and the duration
and conditions of storage. ‘Items having age-sensitive material may require periodic
retesting and those having rotating elements may require periodic operation,

7.2 YEHICI E ACCEPTANCE TESTS

The vehicle acceptance test baseline shall include all the required tests
specified in Table X11. The. “other” tests [3.5.4) deemed applicable, and any
special tests for the vehicle element (such as alignments, instrument calibrations,
antenna patterns, and mass properties) shall also be conducted as part of
acceptance testing. If the vehicle is controlled by on-board data processing, the
flight version of the computer software shall be resident in the vehicle computer
for these tests. The verification of the operational requirements shall be
demonstrated in these tests to the extent practicable.

7.2.1 Eunct ional Test; Ve hicle Acceota nc~

7.2.1.1 ~. The functional test verifies that the electrical and

mechanical performance of the vehicle meets the performance requirements of the
specifications and detects any anomalous condition.

7.2.1.2 Mec hanical Functional Test. Same as the mechanical functional test
for vehicle qualification (6.2. 1.2), except tests are only necessary at nominal
operational conditions.
!1 ,’

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MlL-STD-l 540C

135 “
FREEFIELO
~ 130 —

$ 125

: 120
m
““-. y 115 :-.
a
G 110 —
o
s 105 —
!llll,l, !!,1
100 ‘ ‘ ‘
10 100 1000 10,000

l/20CTAVE BANDCEINTERFREQUENCY,Hz
dB reference:20 micropascala
Curve’Values
1/3-Octave-Band Minimum 113-Octave-Band Minimum
;enter Frequency SoundPressure CenterFrequency SoundPressure
(Hz) Level (dB) (Hz) Level (dB)
31 121 630 125
40 122 800 124
50 123 ‘1000 123

63 “ 124 1250 122

80 125 1600 121
100 125.7 2000 120
125 126.5 2500 119
160 126.7 3150 118
200 12-1 4000. 117
250 127 5000 116
316 126.7 6300 115
400 126.5 8000 114
500 125.7 10000 113
Overall 138

FIGURE 4. Minimum Free-field Acoustic Spectrum,

Vehicle and Unit Acceptance Tests,

76

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MlL-STD-l 540C

0.1 —’

J ——— --- --—

<
u_
b+ 3 dSfOCT
w ~-

%J~
co ,n

*K. 0.01 —
:=
s=
=1~
~~
~
x I I
I I
,.; I
I II
0.001
10 20 .100 150 600 lfMO 2000
FREQUENCY,tiz

Curve Values

Frequency (Hz) Minimum PSD (g*/Hz)

20 0.0053
20 to 150 +3 dB per octave slope
150 to 600 0.04
600 to 2000 -6 dB per octave slope
2000 0.0036

The overall acceleration level is 6.1 grins.

Note: This spectrum”’applies only to units whose mass

does not exceed 23 kilograms (50 pounds).

FIGURE 5. ‘Minimum Random Vibration Spectrum,

Unit Acceptance Tests.

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MIL-STD-I 540c

0.1 —“

$
a
l-m
ox
u .- -6dPJOCT
%=
=n
0.01
& % 0.01 –
0>- 3 dWOCT
!ak
=m
=3
ZQ
~
x
0.W25
1
0.CQ2
I I
1 ‘1 I I
0.001 ~
10 20 1;0 150 600 10:0 2000
FREQUENCY, Hz

Curve Values

Frequency (Hzl Minimum PSD (gZ/Hz)

20 0.002
20 to 100 + 3 dB per octave slope
100 to 1000 0.01
1000 to 2000 -6 dB per octave slope
2000 0.0025

The overall acceleration level is 3.8 grins.

FIGURE 6. Minimum Random Vibration Spectrum,

Vehicle Acceptance Tests.

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MlL-STD-l 540C

TABLE X11. Vehicle Acceptance Test Beseline.

TEST REFERENCE SUGGESTED LAUNCH UPPER SPACE

PARAGRAPH SEQUENCE VEHICLE STAGE VEHICLE
nspectionl 4.4 1 R R R
‘unctionall 7.2.1 2 R R R
Yessure/Leak 7.2.6 3,7,10 R R R
[MC 7.2.2 4 — o 0
;hock 7.2.3 5 0 0 0
\coustic 2 7.2.4
or
/ibration
‘hermal Cycle
1“ or
7.2.5}
7.2.7
6

8
“o

0
R

0
R

0
‘hermal Vec.3 7.2.8 9 0 R R
;torage 7.1.’4 any o 0 0
All vehicle qualification ~equirements to be specified by the procuring
agency (4.1). Symbols (10.2.1.3) indicate the following:
R = baseline requirement (high probability of being required)
O = “other” (low probability of being required; 3.5.4)
— = not required (negligible probability of being required).

Notes: 1 Required before and following each test as appropriate. Include

special tests asapplicable (7.2).
2 Vibration conducted in place of acoustic test fora c’ompact vehicle,
typically with mass less than 180kg (4001 b).
3 Requirementsmedified ifthermal cycle test (7.2.7 ) conducted.
!

7.2.1.3 Electrical and Fiber-fmticC ircuitF unctionalT est. Same as the

electrical functional test for vehicle qualification (6.2.1.3), except that tests are
limited tocritical functions andareo nlynecessarya tnominalo perational
conditions. The final ambient functional test conducted prior to shipment of the
vehicle to the launch base provides the data to be used as success criteria during
Iaunchbasa testing. Forthis reason, the functional test should redesigned so that
its critical features can reduplicated, as nearly as practicable, at the launch base.
Theresults ofallfactory functional tests, andofthose conducted at the launch
base, shall be used for trend analysis.

7.2.1.4 ~Ull cdementarv Reau iremen~. Same as 6.2.1.4.

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7.2.2 Electromaa netic C omt)at ibilitv (EMC) Teat. Vehicle Accemanc~. Limited
EMC acceptance testing shall be accomplished on vehicles to check on marginal
EMC compliance indicated during vahicle qualification testing and to verify that
major changes have not occurred on successive production equipment. The limited
tasts shall include measu~ements of power bus ripple and peak transients, and
monitoring of selected critical circuit parameters.

7.2.3 ShOc k Test, Ve hicle Accente nCQ

7.2.3.1 Purnose. The shock test simulates the dynamic shock environment
imposed on a vehicle in flight in order to detect material and workmanship defects.

7.2.3.2 Test Descri~t ion. Same as 6.2.3.2, except that the dynamic
instrumentation may be reduced.

7.2.3.3 Test Activat ions. Shock acceptance testing of vehicles should be

performed in those instances deemed advisable due to severity of the environment
or susceptibility of the design. One activation of those events causing significant
shocks to critical and shock sensitive units should be conducted. Firing of both
primary and redundant explosive-ordnance devices is required in the same
relationship as they are to be used in flight. However, when the structure is
explosively severed, as in the case of a shaped charge, such testing is
discretionary. To aid in fault detection, the shock test should be conducted with
subsystems operating and monitored to the greatest extent practicable.

7.2.4 ~coust ic Test. Veh i cle Acceo_

7.2.4.1 J%rDos~. The acoustic test simulates the flight or minimum

workmanship-screen acoustic environment and the induced vibration on units in
order to expose material and workmanship defects that might not be detected in a
static test condition. It also serves as an acceptance test for functional
subsystems, units, and interconnection items that have not been previously
acceptance tested.

7.2.4.2 Igs$..Desc rimio~. Same as 6.2.4.2, except that the dynamic

instrumentation may be reduced.

7.2.4.3 end Durat ion. The acoustic environment shall be as

defined in 7.1.2. Operating time for launch operating elements should be divided
approximately equally between redundant units. Where insufficient time is
available to test redundant units, functions, and modes that are operating during
the launch, ascent, or reentry phase, extended testing shall be at a level no lower
than 6 dB below the acceptance level.

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MlL-STD-l 540C

7.2.4.4 I
SuQrJeme ntarv Rea uirements. Same as 6.2.4.4, except only units
that are operating or pressurized during launch, ascent, or reentry phase need be
energized and sequenced through operational modes.

7.2.5 Vibration Teat. Ve hicle AccerMa nc~

7.2.5.1 puroo~. Same as 7.2.4.1. The vibration test may be conducted in

lieu of an acoustic test (7.2.4) for a compact vehicle which can be excited more
effectively via interface vib~ration than by an acoustic field. Such vehicles typically
hava a mass below 180 kilograms (400 pounds).

7.2.5.2 Test Desc riotion. Seine as 6.2.5.2, except that dynamic

instrumentation may be reduced.

7.2.5.3 19 st Lv
e et and Duration. The random vibration environment shall be
as defined in 7.1.3. When necessary to Prevent excessive input forces or unit
responses, the spectrum at the vehicle input may be limited or notched, but not
below the minimum spectrum, in Figure 6. vibration shall be applied in each of the
3 orthogonal axes as tested for qualification. Where insufficient time is available
to test redundant circuits, functions, and modes that are operating during the
launch, ascent, or reentry phase, extended tasting shall be at a level no lower than
6 dB below tha acceptance Iavel.

7.2.5.4 ~U oolementarv Reau irement~, Same as 6.2.5.4, except only units

that are operating or pressurized during the launch, ascent, or reentry phase need
be energized and sequanced through operational modes.

7.2.6 Pressu re and Leakaoe Tests. Vehicle Accwta n CQ

7.2.6.1 Jlmose. The prassura and leakaga test demonstrates the capability
of fluid subsystems to meet the specified flow, pressure, and leakage
requirements,

7.2.6.2 Test Dasc riotion. Same as 6.2.6.2.

7.2.6.3 Test Levels and Durations,

a. Same as 6.2.6:3a.
b. Same as 6.2.6’.3b, except only 1 pressure cycle.

7.2.6.4 ~entarv Reau irements. Same as 6.2.6.4.

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I 7.2.7 Thermal Cvcle Test. Vahicle Accer)ta ncQ

I 7.2.7.1 pWWLQ. The thermal cycle test detects material, process, and
workmanship defects by subjecting the vehicle to a thermal cycle environment.

7.2.7.2 Test Desc rigtion. Same as 6.2.7.2.

I 7.2.7.3 Test Lev el and Du retion. The minimum temperature range shall be
50”C. The average rate of change of temperature from one extreme to the other
shall be as rapid as practicable. Operating time should be divided approximately
equally between redundant circuits. The minimum number of thermal cycles shall
be 4 (Tables V and Vi).

7.2.7.4 ~u~D Iementarv Rea uirements. Same es 6.2.7.4. If the thermal cycle
test is implemented, only one thermal cycle is required in the thermal vacuum
acceptance test specified in 7.2.8.

7.2.8 ~ mT Vehicle A

7.2.8.1 ~. The thermal vacuum test detects material, process, and

workmanship defects that would respond to vacuum and thermal stress conditions
and verifies thermal control.

I 7.2.8.2 Test Desc rimion. Same as 6.2.9.2.

7.2.8.3 T est Levels and Du ration. Temperatures in various equipment areas

shall be controlled by the external test environment and internal heating resulting
from equipment operation so that the hot (or cold) temperature on at least one unit
in each equipment area equals the acceptance test temperature as defined in
7.1.1. For space and uppe~~stage vehicles, the Pressure shall be maintained at or
below 13.3 millipascals (1 O Torr). For launch vehicles, the pressure shall be
maintained at equal to or less than the pressure commensurate with the highest
possible service altitude.

Operating time should be divided approximately equally between redundant

circuits. The thermal vacuum acceptance test shall include at least 4 complete
hot-cold cycles at the maximum predicted orbital rate of temperature change and
have at least an 8-hour soak at the hot and cold temperatures during the first and
last cycles. For intermediate cycles, the soak duration at each temperature
extreme shall be 4 hours minimum. The soak duration shall be extended as
necessary to test flight operational conditions including redundancy. If the
alternate thermal cycle test (7.2.7) is conducted, then only 1 hot-cold thermal
vacuum cycle shall be conducted with an 8-hour minimum soak duration at hot and
cold temperatures (Tables V and Vi).
I
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During one cycle, therrnel equilibrium shall be achieved at both hot and cold
temperatures to allow collection of sufficient data to verify the function of any
thermostats, louvers, heat pipes, electric heaters, and to assess the control
authority of active thermal subsystems.

7.2.8.4 SUDVIementerv Requirements. Same as 6.2.9.4, except that the

acceptance temperature limits apply. Performance within specification is not
required at temperatures beyond the maximum and minimum expected
temperatures.

7.3 SUBSYS TEM ACC EPTAN CE TEST S

Except for pressurized “subsystems, subsystem-level acceptance tests are

considered discretionary. These tests can be effective since failures detacted at
this level usually are much less costly to correct than are those detected at the
vehicle level. Also, certain ,acceptance tests should be conducted at the”
subsystem level where this level Provides a more perceptive test than would be
possibla at either the unit or vehicle level. The desirability of conducting these
subsystem acceptance tests should be evaluated considering such factors as

a. Tha relative accessibility of the subsystam and its units.

b. The ratest time at the vehicle level.
c. The cost and availability of a subsystem for testing of spare units.

When subsystem Ieval tests are performed, the test requirements are usually based
on vehicla-level test requirements.

7.3.1 proof Load Test. Structural Subsvste m Acc~ n

7.3.1.1 $%roow. The: proof load tast s,hall be required for all bonded
structural, and structures mada of composite matarial or having sandwich
construction. It detects material; process, and workmanship defects that would
respond to structural proof loading. The proof load test is not raquired if a proven
nondestructive evaluation rnathod, with well established accept and reject criteria,
is used.

7.3.1.2 Jest Descrimions. Same as 6.3.1.2, except that every structural

elemant shall ba subjacted to its proof load and not to highar loading. ,’

7.3.1.3 J23kt Level and Duration

a. Stat ic Load l#dess otherwise specified, the proof load for flight
itams shall be 1.1 times the limit load (3.4.6).

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b. ~. Loads shall be applied as closely as practicable to actual

flight loading times, with a minimum dwell time sufficient to record
tast data.

7.3.2 proof Pressu re Test, Press urized Subsvste m Acce Dtance

7.3.2.1 Pumose. The proof pressure test detects material and workmanship
defects that could result in failure of the pressurizacl subsystem.

7.3.2.2 19.st Desc riotion. Same as 6.4.8.2a.

7.3.2.3 Test Leve Is and Duration. Same as 6.4.8.3b.

7.4 LfNIT ACC EPTANCE TESTS

The unit acceptance test baseline consists of all the required tests specified in
Table X111. Any special tests, and the “othar” tests (3.5.4) deemed applicable,
shall also be conducted as part of acceptance testing.

Unit acceptance tasts shall normally be accomplished entirely at the unit Iavel.
Acceptance tests of certain units (such as solar arrays, interconnect tubing, radio-
frequency circuits, and wiring harnesses) may be partially accomplished at higher
levels of assembly.

Where units fall into two or more categories of Table X111,the required tests
specified for each category shall be applied. For example, a star sensor may be
considered to fit both “Electrical and Electronic Equipment” and “Optical
Equipment” categories. In this example, a thermal cycle test would be conductad
since it is required for electronic equipment, even though thera is no requirement
for thermal cycling of optics. Similarly, an electric motor-driven-actuator fits both
“Electrical and Electrical Equipment” and “Moving Mechanical Assembly”
categories. The former makes thermal cycling a required test, even though this is
an “other- test (3.5.4) for the moving mechanical assembly catagory.

7.4.1 tlonal Test. Un it ACCeDta nc~

7.4.1.1 ~. The functional test verifies that the electrical and

mechanical performance of tha unit meets the specified operational requirements of
the unit.

.7.4.1.2 ~.’ Sama as 6.4.1.2.

7.4.1.3 SW) r irements. Same as 6.4.1.3.

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7.4.2 Thermal Cvc Ie Test. Electrical and Electronic Unit Acceota rice. If
qualification thermal cycle testing (6.4.2) wasconducted invacuum, the thermal
cycle acceptance test shall be performed invacuum and combined with the test of
7.4.3. The combined number ofcycles shall meet therequirements of Table

7.4.2.1 JJuroose. Thethermal cycle test detects material and workmanship

defects prior toinstallation of theunit into a vehicle, bysubjecting the unit to
thermal cycling.

7.4.2.2 Test Desc riotion. Same as 6.4.2.2 except, to aid in reaching the cold
temperature, the unit may be powered off when the temperature of the unit is at or
below its minimum expected temperature (3.3. 1).

7.4.2.3 Jest Lev elsa nd Durat ion

a. Pressu re and HU midity. Same as 6.4.2.3a.

b. Jemne atu Q The hot and cold temperatures shall be the acceptance
temper;tur~ iimits (7.1.1).

c. Duration. The minimum number of thermal cycles shall be 12.5, the

last two of which shall be failure free. For units subjected to the
thermal vacuum test of 7.4.3, the number of cycles is reduced by the
number of thermal vacuum cycles imposed (Table Vi). Temperature
soak durations (3.5. 10) shall be .a “minimum Of 6 hours at the hot and
6 hours at tha cold temperature during the first and last cycle. For
the intermediate cycles, the soaks shall be at least 1 hour long.
During soak periods, the unit shall be turned off until the temperature
stabilizes (3.5.7) and then turned on. Measurement of each
temperature soak duration shall begin at the time of unit start (Figure
1). The transitions between cold and hot temperatures should be et
an average rate of 3.to 5°C per minute and shall not be slower than
1‘C per minute. Additional operation at the hot acceptance
temperature shell be accumulated so that the combined duration of
thermal cycling, thermal vacuum (7.4.3), and the additional hot
operation is at least ?00 hours. if desired, the added hot oPeration
can be accomplished by extending hot soak durations during thermal
or thermel vacuum cvcling. The last 100 hours of operation shall be
failure frea. For internally redundant units, the operating hours shall
consist of at least 150 hours of primary operation and at least 50
hours of redundant operation, Tha last 50 hours of each shall be
failure free.

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7.4.2.4 ~tmri Iementarv Reau irements. Sama as 6.4.2.4, except that units are
only required to meet their performance requirements within specification over the
maximum expected temperature range.

7.4.3 The rmal Vacuum Test. Unit Acc~

7.4.3.1 Puroo~. The thermal vacuum test detects material and workmanship
defects by subjecting the unit to a thermal vacuum environment.

7.4.3.2 )lwt Desc rimion. Same as 6.4.3.2, except that the space nuclear
radiation environment need not be simulated.

7.4.3.3 ~st Levels and Durat ioq

a. ~essure. The! pressure shall be reduced from atmospheric to 13.3

millipascals (104 Torr) for on-orbit simulation, or to the functionally
appropriate reduced pressure, at a rate that simulates the ascent
profile, to the extent practicable. For launch vehicle units, the
vacuum pressure shall be modified to reflect an altitude consistent
with the maximum service altitude. For units that are proven to be
free of vacuum related failure modes, the thermal vacuum acceptance
test may be conducted at ambient pressure.

b. eratu rQ. The hot and cold temperatures shall be the acceptance
temperature limits (7.1.1 ).

c. Duration. The basic requirement, except for electrical and electronic

units, is a single cycle with 6-hour hot and cold soaks (Table Vi). For
electrical and electronic units, a minimum of 4 thermal vacuum cycles
shall be used (Table Vi). Temperature soak durations shall be at least
6 hours at the hot temperature and 6 hours at the cold temperature
during the first and last cycle. During the two intermediate cycles,
tha soaks shall be 1 hour long. During each soak period, the unit shall
be turned off until the temperature has stabilized and then turned on.
Measurement ,of temperature soak durations (3.5.10) shall begin at
the time of unit turn-an (Figure 1).

7.4.3.4 ~lementarv Reau irementS. Functional tests shall be conducted at

the hot and cold temperatures during the first and last cycle, and after return of “’
the unit to ambient temperature in vacuum. During the remainder of the test,
electrical and electronic units, including all redundant circuits and patha, shall be”
cycled through various operational modes. Perceptive parameters shall be
monitored for failures and intermittent to the maximum extent practicable. Units
shall meet their performance requirements over the maximum expected

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temperature range. Units shall be operated over the entire acceptance temperature
I range, although performance within specification is not required if the acceptance
‘test temperatures extend beyond the minimum or maximum expected
temperatures. ,

For moving mechanical assemblies, performance parameters, such as current

draw, resistance torque or force, actuation time, velocity or acceleration, shall be
monitored. Compatibility of thrusters with their operational fluids shall be verified
at test temperature extremes.

7.4.4 ~ation Test. Unit Acceota ncQ

7.4.4.1 Puroose. The vibration test detects material and workmanship

defects by subjecting the unit to a vibration environment.

7.4.4.2 Test Desc riotion. Same as 6.4.4.2, except that attached hydraulic
and pneumatic lines are not required. Units mounted on shock or vibration
isolators shall normally be tested hard mounted to assure that the minimum
spectrum shown in Figure 5 is input to the test item.

7.4.4.3 ~.
T Lvl The vibration environment shall be as
defined in 7.1.3. The minimum spectrum is shown in Figure 5. Where insufficient
time is available to test all modes of operation, extended testing at a level no lower
than 6 dB below the acceptance test level shall be conducted as necessarv to
complete functional testing.

7.4.4.4 Su Dolementa rv Reau irements. Same as 6.4.4.4 and if the dynamic

test configuration (unit and fixture) changes from the qualification configuration,
then the fixture evaluation (6.4.4.5) shall be repeated before testing to acceptance
levels.

7.4.4.5 =ec ial Consid erations for Isolators. All isolators shall be lot tested in
at least one axis, with rated supported mass, to verify that dynamic amplification
and resonant frequency are within allowable !imits. Test inPuts may either be the
maximum expacted random vibration level applied for at least 15 secondsi or be a
reference sinusoidal input having a frequency sweep rate not greater than 1 octave
per minute.

7.4.5 Acoust ic Test. U nitAccerM anu

7.4.5.1 j%roose. The acoustic test detects material and workmanship

defects by subjecting the unit to an acoustic environment.
. .
7.4.5.2 Jest Desc~. Same as 6.4.5.2.
~

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7.4.5.3 Tes t Level end Duretion. The unit acoustic environment shall be as
defined in 7.1.2. Where insufficient time is available during the l-minute to check
redundant circuits; functions, and modes that are operating during the launch,
ascent, or reentry phase, extended testing at a level no lower than 6 dB below the
acceptance level shall be conducted as necessary to complete functional testing.

7.4.5.4 Swirl Iementarv Reau irementa. Same as 6.2.4.4.

7.4.6 Shock Tast. Unit AccerMa ncQ

7.4.6.1 Puroos& The shock test is intended to reveal material and

workmanship defects in units subject to high-level shock environments in flight.

7.4.6.2 Jest Desc rirMion. The unit shall be attached at its normal points to
the same fixture or structure used for its shock qualification test (6.4.6 .2)-. The
unit shall be electrically energized and monitored. The test technique employed
shall be identical to that selected for its qualification, differing only in level and the
number of repetitions. A f@ctional test of the unit shall be performed before and
after the shock test. The unit shall be electrically energized during the testing.
Circuits should be monitored for intermittent to the maximum extent practicable.

7.4.6.3 J&st Le vel and EXDOSUrQ. The shock response spectrum in both’
directions of each of 3 orthogonal axes shall be at least the maximum expected
level for that direction. A sufficient number of shocks shall be imposed to meet
the raquired level in each of these 6 directions at least once.

,7.4.6.4 ~UOOIementarv Reau iremenu. A shock acceptance test becomes a

required test (3.5.4) if the maximum expected shock response spectrum in g’s
exceeds 1.6 times the frequency in Hz (corresponding to a velocity of 2.54
meters/second or 100 inches/second). For example, if the maximum expected
shock response spectrum v,elue at 2000 Hz exceeds 3200g, the test is required.

7.4.7 Proof Load Testi Structu ral Unit Acceota nce

7.4.7.1 ~. The’ proof load test shall be conducted for all structural
units made from composite, material or having adhesively bonded parts. The proof
load test detects material, process, and workmanship defects that would respond
to structural proof loading. ” The requirement for the Proof load test is waived if a
proven nondestructive evaluation method, with well established accept and reject
criteria, is used instead.

7.4.7.2 Test Desc riDtionq. Same as 7.3.1.2.

7.4.7.3 Test Level and Du ration. Same as 7.3.1.3.

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7.4.8 proof Pressure Test. U nit Acceota nce

7.4.8.1 Jlrroose. The proof pressure test detects material and workmanship
defects thet could result in failure of.the pressure vessel or other units in usage.

“7.4.8.2 Test Desc riotion. Same as described in 6.4.8.2a.

7.4.8.3 Tes t Level and Duration. Same as 6.4.8.3a and b.

7.4.8.4 ml ementarv Reau irement$. MlL-STD-l 522 and applicable safety

standards shall be followed.

7.4.9 Leakaa e Test. Unit Acceota ncQ

7.4.9.1 J?WRQSQ. The leakage test demonstrates the capabilityaf units to

meet the specified leakage requirements.

7.4.9.2 Test Des crimion. The unit leak checks shall be made using the same
method as used for qualification.

7.4.9.3 Test Leve I and Duration. Same as 6.4.7.3.

7.4.10 Wear-in Test. U nit AcceDta ncQ

7.4.10.1 Pumose. The wear-in test detects material and workmanship

defects that occur early in the unit life, and to wear-in or run-in of mechanical units
so that they perform in a smooth, consistent, and controlled manner.

7.4.10.2 Test Des crimion. While the unit is operating under conditions
representative of operational loads, speed, and environments and while perceptive
parameters are being monitored, the unit shall be operated for the specified time
period. Far valves, thrusters, and other items where the number of cycles of
operation rather than hours of operation is a better method to ensure detecting
infant mortality failures, functional cycling shall be conducted at ambient
temperature. For thrusters, a cycle is a hot firing that includes a start, steady-state
operation, and shutdown. For hot firings of thrusters utilizing hydrazine
propellants, action shall be taken to assure that the flight valves are thoroughly
cleaned of all tracea of hydrazine following the test firings. Devices that have
extremely limited life cycles, such as positive expulsion tanks, are ,exclude’d fram
wear-in test requirements.

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7.4.10.3 ~ ml Duration.

a. Pressure. Ambient pressure should normally be used,

b. Temperature. :Ambient temperature shall be used for operations if the

test objectives can be met. Otherwise, temperatures representative of
the operational environment shall be used.

c. Puration. The number of cycles shall be either 15 or 5 percent of the

total number of expected cycles during service life (3.5.6), whichever
is greater,

7.4.10.4 ~utm Iem enta’rv Reau irements. Perceptive parameters shall be

monitored during the wear-in test to detect evidence of degradation.

7.4.11 JEMC Test, Unit Acceota rice. Limited EMC acceptance testing shall be
accomplished on units that exhibit emission or susceptibility characteristics, which
may adversely affect vehici,e performance, to verify that these characteristics have
not deteriorated from the qualification test levels. The tests should be restricted to
only those necessary to evaluate these critical characteristics.

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SECTION 8

ALTERNATIVE STRATEGIES

The qualification testing in Section 6 provides a demonstration that the design,

manufacturing, and acceptance testing produces flight items that meet
specification requirements. In a minimum-risk program, the hardware items
subjected to qualification tests are themselves not eligible for flight, since there has
been no demonstration of remaining life from fatigue and wear standpoints. Yet,
programmatic realities of limited production, tight schadules, and budgetary limits
do not always provide for dedicated nonflight qualification items. In response,
strategies have evolved to minimize the risk engendered by this situation. The
three strategies or combinations thereof, described in this section, may be used at
the vehicle, subsystem, and unit levels. It should be recognized that these
strategies present a higher risk than the use of standard acceptance tested items
for flight that have margins demonstrated by testing of a dedicated qualification
item. The higher risk of these alternate Strategies may be partially mitigated by
enhanced development testing and by increasing the design factors of safety.

The strategies are intended for use in space vehicle programs that have a very
limited number of vehicles.

8.1 SPARES STRATEGY

This strategy does not alter the qualification and acceptance test requirements
presented in Sections 6 and 7. Yet, in some cases, qualification hardware may be
used for flight if the risk is minimized. In a typical case, the qualification test
program results in a qualification test vehicle that was built using units that had
been qualification tested at the unit level. After completing the qualification tests,
the critical units can be removed from the vehicle and the qualification vehicle can
then be refurbished, as necessary. Usually a new set of critical units would be
installed that had only been acceptance tested. This refurbished qualification
vehicle would then be cartified for flight when it satisfactorily completes the
vehicle acceptance tests in 7.2. In vehicles where redundant units are provided,
only one of the redundant units would have been qualification tested at the unit
level, so only it would be removed and replaced. The qualification units that were
removed would be refurbished, as necessary, and would typically be used as flight
spares. However, qualification units that are mission or safety critical (3.2:2)
should never be used for flight.

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8.2 FLIGHTPROO F ST RATEGY

With a flightproof strategy, all flight items are subjected to enhanced

acceptance testing, and there is no qualification item. The risk taken is that there
has been no formal demonstration of remaining life for the flight items. This risk is
alleviated to some degree by the fact that each flight item has met requirements
under acceptance testing at higher than normal Ievals. The test levels are mostly
less than those specified in ‘Section 6 for qualification, but are never less than
those specified in Section 7 for acceptance. The test durations for the flightproof
test strategy are the same aS those specified for acceptance. It is recommended
that development testing be used to gain confidence that adequate margin,
especially in a fatigue or wear sense, remains after the maximum allowed
accumulated acceptance testing at the enhancad levels.

8.2.1 Yehicle FIiahtgroof Tests. The vehicle flightproof tests shall be

conducted as in 7.2 (Table Xl]), with. the following modifications:

a. The vehicle shock test shall be conducted as in 6.2.3 for the first
flight vehicle. ‘For subsequent vehicles, only 1 activation of significant
events is required (7.2.3).

b. The vehicle acoustic and random vibration tests shall be conducted as

in 7.2.4 and 7.2.5, except that the test level shall be 3 dB above the
acceptance test environment (7. 1.2’ and 7.1.3). For the first flight
vehicle, the tests shall be conducted with power on, to the extent
practicable.

c. The vehicle thermal vacuum tests shall be conducted as in 7.2.8,

except that the hot and cold temperatures shall be 5°C beyond the
acceptance temperatures for units (7. 1.1 ).

d. The vehicle thermal balance test shall be conducted on the first flight
vehicle as in 6.2.8.

e. If a thermal cycle test is conducted as in 7.2.7, then the minimum

vehicle ternpe(ature range shall be 60”C.

f. EMC tests shall be conducted as in 6.2.2 for the first flight vehicle.
For subsequent vehicles, the EMC test of 7.2.2 shall be required. ““

9. The modal survey shall be conducted as in 6.2.10 on the first flight

vehicle.

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8.2.2 Subsystem FIiahtrxoof Test& Thesubsystem flightproof tests shall be

conducted asin 7.3. In addition, a proof load test shall reconducted on all
structures in the structural subsystem. The proof load shall be equal to I,ltimes
the limit load.

8.2.3 ~nit Fliahtcrroof Tests. Theunit flightproof tests shall be conducted as

in 7.4 (Table Xlll), with the following modifications:

a. For the first flight unit only, the shock test shall be conducted as in
6.4.6, except that theshock level shall be3dBabove the acceptance
test level, achieved once in both directions of 3 axes. For subsequent
units, the shock test shall be conducted if required as described in
7.4.6, except that the shock test Ievel shall be 3dB above the
acceptance test level.

b. Vibration andacoustic tests shall reconducted asin7.4.4and 7.4.5,

except that the test Ievel shall be 3 dBgreater than the acceptance
test level (7.1.2 and 7.1.3).

c. Theunit thermal vacuum tests shall reconducted asin 7.4.3, except

that thehotand cold temperatures shall be 5°C bevond the
acceptance test temperatures (7.1.1). For the first flight antenna and
solar array units, this thermal vacuum test shall be. required:

d. "The unit thermal cvcletests shall reconducted asin 7.4.2. excerM

that thehotand cold temperatures shall be5°C beyond the
acceptance test temperatures (7. 1.1 ).

e. The unit EMC test. shall be conducted on the first unit as in 6.4’.11.

The unit flightproof test approach shall not be allowed for pressure vessels,
pressure components, structural components witha Iow fatigue margin, and
nonrechargeable batteries. These units shall follows normal qualification and
acceptance program as specified in Sections 6 and 7.

8.3 PROTOQUALIFICA TION ST RATEGY

With a protoqualification strategy, a modified qualification (protoqualification)

is conducted on a single item and that test item is considered to be available for
flight. The normal acceptance program in Section 7 is then canducted on all other
flight items.

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8.3.1 Veh icle Protoaual ification Tests. The protoqualification tests shall be
conducted as in 6.2 (Table Vlll), with the following modifications:

a. The shock test shall be conducted as in 6.2.3, except that ordy 2

repetitions of activated events are required.

b The acoustic or random vibration tests shall be conducted as in 6.2.4

and 6.2.5, except that the duration factors shall be 2 (instead of 4)
and the level margin for the flight environment shall be 3 dB (instead
of 6 dB typically) in place of the requirements in 6.1.4. If the test is
accelerated (6. 1.4.2), the time reduction factor shall be based on the
reduced level margin per Table V1l.

c. The thermal vacuum test shall be conducted as in 6.2.9, except that

the hot and cold temperatures shall be 5°C beyond the acceptance
temperatures for units (7.1.1 ) and the number of cycles shall be half
‘of thdse in Table V1.

d. If tha alternate thermal cycle test is’conducted as in 6.2.7, then the

minimum vehicle temperature range shall ba 60”C and the number of
cyclas shall be half of those in Table, V1.

8.3.2 s~ m Pr ifi ion Tests. The subsystem protoqualification

tests shall be conducted as in 8.3.1, except that the structural subsystem tests
shall be conducted as in 6.3 (Table IX) with an ultimate load test factor of 1.25.
No detrimental deformation shall be allowed during the tast. In addition, the
design safaty factor for ultimate shall be 1.4 and the design safety factor for yiald
shall be 1.25.
. ‘.
.8.3.3 Unit Protoaual I flcat ion Tests. The protoqualification unit tests shall be
conducted as in 6.4 (Table X), with the following modifications:

a. Tha shock tast shall be conducted as in 6.4.6, except that only 2

repartitions and only a 3 dB level margin for the flight environment
(instaad of 6 d,B typically, Table IV) shall be required.

b. The random vibration or acoustic tests shall be conducted as in 6.4.4

and 6.4.5, excapt that the duration factors shall ba 2 (instaad of 4)
and the level margin for the flight environment shall be 3 d8 (instead
of 6 dB typically). If tha tast is accelerated (6.1.4.2), the time
reduction factor shall be based on the reduced level margin per Table
V1l.

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c. The thermal vacuum tests shall be conductedas in 6.4.3, except that

the hot and cold temperatures shall be 5°C beyond the acceptance
temperatures for units (7. 1.1 ) and the number of cyclas shall be half
of thosa in Table V1.

d. The thermal cycle tests shall be conducted as in 6.4.2, except that

the hot and cold temperatures shall be 5°C beyond the acceptance
temperatures for units (7. 1.1 ) and the number of cycles shall be half
of those in Table W.

8.4 COMB INATION T EST ST RATEGIE~

Various combinations of stratagy may be considered depending on specific

program considerations and the degree of risk deemad acceptable. For example,
the protoqualification strategy for units (8.3.3) may be combined with the
fiightproof strategy for the vehicle (8.2.1). In other cases, the flightproof strategy
would ba applied to some units (8.2.3) peculiar to a singla mission, while the
protoqualification strategy may be applied to multi-mission units (8.3.3). In such
cases, the provisions of each method would apply and the resultant risk would be
increased correspondingly.

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“SECTION 9

PRELAUNCH ‘VALIDATION AND OPERATIONAL TESTS

9.1 ~s
PE N ENERAL REQUIREMEN

Prelaunch validation testing is accomplished at the factory and at the launch

base, with the objective of demonstrating launch system and on-orbit system
readiness. Prelaunch validation testing is usually divided into two phases:

Phase a. Integrated system tests (Step 3 tests, Ml L-STD-l 833).

Phase b. Initial operational tests and evaluations (Step 4 tests,
MIL-sTD-1833).

During Phase a, the test series establishes the vehi,cle baseline data in the
factory preshipment acceptance tests. All factory test acceptance data should
accompany delivered flight hardware. When the launch vehicle(s), upper-stage
vehicle(s), and space vehicle(s) are first delivered to the launch site, tests shall be
conducted as required to assure vahicle readiness for integration with the other
vehicles. These tests also verify that no changes have occurred in vehicle
parameters as a result of handling and transportation to the launch base. The
launch vehicle(s), upper-stage vehicle(s), and space vehicle(s) may each be
delivered as a complate vahicle or they may be delivered as separate stages and
first assambled at the launch site as a complete launch system. The prelaunch
validation tests are unique for each program in the extent of the operations
necessary to ensure that all interfaces are properly tested. For programs that ship
a complete vehicle to the launch site, these tests primarily confirm vehicle
performance, check for transportation damage, and demonstrate interface
compatibility.

During Phase b, initial operational tests and evaluations (Step 4 tests) are
conducted following the integrated system tests to demonstrate successful
integration of the vehicles with the launch facility, and that compatibility exists
between the vehicle hardware, ground equipment, computer software, and within
the entire launch system and on-orbit system. The point at which the integrated
system tasts end and the initial operational tests and evaluations begin is
somewhat arbitrary since the tests may be scheduled to overlap in time. To the
greatest extent practicable, the initial operational tests and ‘evaluations are to
exercisa all vehicles and subsystems through every operational mods in order to
ensure that all mission requirements are satisfied. These Step 4 tests shall be
conductad in an operational environment, with the equipment in its operational

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configuration, by the operating personnal in order to test and evaluate the

effectiveness and suitability of the hardware and software. These tests should
emphasize reliability, contingency plans, maintainability, supportability, and
logistics. These tests should assure compatibility with schaduled ran9e operations
including range instrumentation.

9.2 P RELA UNCH VALIDATION TEST FLOW

Step 4 testing (MI L-STD-1 833) of new or modified ground facilities, ground
equipment, or software should be completed prior to starting the prelaunch
validation testing of the vehicles at the launch base. The prelaunch validation test
flow shall follow a progressive growth pattern to ensure proper operation of each
vehicle element prior to progressing to a higher level of assembly and test. In
general, tests should follow the launch base buildup cycle. As successive vehicles
or subsystems are verified, assembly proceeds to the next Iavel of assembly.
Following tasting of the vahicles and their interfaces, tha vehicles are electrically
and mechanically mated and integrated into the launch system. Uppar-staga
vehicles and space vehiclas employing a recoverable flight vehicle shall utiliza a
flight vehicle simulator to perform mechanical and electrical interfaca tests prior to
integration with the flight vehicle. Following integration of the launch vehicle(s),
upper-stage vahicle(s)r and space vehicle(s), functional tests of each of the
vahicles shall be conducted to ansure its proper operation following the handling
operations involved in mating. Vehicla cleanliness shall be monitored by use of
witnass plates. In “general, the Step 4 tasting of tha launch system is conductad
first, then the Stap 4 tasting of tha on-orbit space system is conducted.

9.3 ~ E
P IGURATION

During each test, the applicable “vehicle(s) should”ba in their fiidht configuration
to the maximum extent practicable, consistent “with safety, control, and monitorin9
requirements. For programs utilizing a recoverable flight vehicle, the test
configuration shall include any airborne support equipment required for the launch,
ascent, and space vehicle daploymant phases. This aquipment shall be
mechanically and electrically mated to the space vehicle in its launch configuration.
Whanever practicable, ground support equipment should hava a floating-point-
ground schema that is connacted to tha flight vahicle single-point ground. Isolation
rasi.stance tests shall be run to verify the correct grounding schame prior to
connation to tha flight vahicla. This raduces tha possibility of ground equipmant
intarferenca with vehicle performance. All ground equipment shall be validatad
prior to being connactad to any flight hardware, to preclude tha possibility of faulty
ground equipment causing damage to the flight hardware or inducing ambiguous or
invalid data. Test provisions shall be made to verify integrity of circuits into which
flight jumpers, arm plugs, or enable plugs have been inserted.

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9.4 PRELAUNC H VALIDATION TEST DESCRIPTIONS

The prelaunch validation tests shall exercise and demonstrate satisfactory

operation of each of the vehicles through all of their mission phases, to the
maximum extent practicable. Test data ‘shall be compared to corresponding data
obtained in factory tests to identify trends in performance parameters. Each test
procedure used shall include test limits and success criteria sufficient to permit a
rapid determination as to whether or not processing and integration of the launch
system should continue. However, the final acceptance or rejection decision, in
most tests, depends upon the’ results of post-test data analysis.

9.4.1 Functional Tests. Electrical functional tests shall be conducted that

duplicate, as naarly as prac~icabla, the factory functional tests performed for
vehicle acceptance. Mechanical tests for leakage, valve and mechanism
operability, and fairing clearance shall be conducted.

9.4.1.1 Simulators. Simulation devices shall be carefully controlled and shall

be permitted only when there is .no feasibla alternative for conducting the test.
When it, is necessary to employ simulators in the conduct of prelaunch validation
tests, the interfaces disconnected in the subsequent replacement of the sirnt.daters
with flight hardware shall be revalidated. Simulators shall be used for the
validation of ground suppo~ equipment prior to connecting it to flight hardware.

9.4.1.2 Explosive-ordnance Firina Circ~. If not performed at an earlier point

in tha factory test cycle, validation that proper ignition energy levels are present at
each electro-explosive device (EEDI shall be performed prior to final connection of
tha firing circuit .to the EEDs. A simulation of the EED characteristics shall be usad
during these tests. The circuits shall be commanded through power-on, arm, and
fire cycles. The circuits are to be monitored during the tests to detect energy
densities exceeding ignition threshold during power-on and arm cycles, and to
validate that proper ignition anergy density is transmitted to the conducting Pins of
the EED at the fire command. Circuit continuity and stray energy checks shall be
made prior to connection of a firing circuit to ordnance devices and this check shall
be repeatad whenever that connection is opaned and prior to reconnection.

9.4.1.3 ~ and Han dlina M~. Monitoring for shock and

vibration should be performed at a minimum of tha forward and aft interfaces
between the shipping container transporter and the article being shipped, and on
the top of tha article. Measurements should be on the article side of the interface “’
in all three axes at each location. The monitoring requires a sensing and recording
subsystem capab!e of providing complete time histories of the most severe events,
as well as condensed summaries of the events, including their time of occurrence.
A frequency response up to 300 Hz is required. Monitoring should cover the entire
shipment period and tha data evaluated as Part .of the receivin9 Process. Exposure

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to shock or vibration having a spectrum above the acceptance spectrum may

require additional testing or analysis.

9.4.2 -k? ion Subsvste m Leakaoe and Funct ional Tests. Functional tests
of thevehicle propulsion subsystem(s) shall reconducted toverify the proper
operation of all units, to the maximum extent practicable. Propulsion subsystem
leakage rates shall be verified to be within allowable limits.

9.4.3 ~aunc h-critical Ground SuorI ort Eouioment TastS. Hardware associated
with ground subsystems that are flight critical and nonredundant (such as
umbilicals) shall have been subjected to appropriate functional tests under
simulated functional and environmental conditions of ,Iaunch. These tests shall
include an devaluation of radio-frequency (rf) interference between system
elements, electrical power interfaces, and the command and control subsystems.
On a new vehicle design or a significant design change to the telemetry, tracking,
or receiving subsystem of an existing vehicle, a tast shall be run on the first vehicle
to ensure nominal operation and that explosive-ordnance devices do not fire when
the vehicle is subjected to the worst-case electromagnetic interference
environment.

9.4.4 -t ibilitv Test. On-orbit Svste m.’

9.4.4.1 ~. The compatibility test validates the compatibility of the

upper-stage vehicle, the space vehicle, the on-orbit command and control network,
and other elements of the space system. For the purpose of establishing the
compatibility testing baseline, it is assumed that the on-orbit command and control
network is (or operationally interfaces with) the Air Force Satellite Control Network
(AFSCN). The compatibility test demonstrates the ability of the upper-stage
vehicle and space vehicle, when in orbit, to properly respond to the AFSCN
hardware, software, and operations team as specified in the AFSCN Program
Support Plan. For programs that have a dedicated ground station, compatibility
tests shall also be performed with the dedicated ground station.

9.4.4.2 Jest Des trio tio~. Facilities to perform on-orbit system compatibility
tests exist at the Western Range (WR) and the Eastern Range (ER). At both
locations, there are facilities that can command the launch, upper-stage, and space
vehicles, process telemetry from the vehicles, as well as perform tracking and
ranging, thus verifying the system compatibility, the command software, the
telemetry processing software; and the. telemetry modes. The required tests
include the following:

a. Verification of the compatibility of tha radio frequencies and signal

waveforms used by the flight unit’s command, telemetry, and tracking
links.

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b. Verification of the ability of the flight units to accept commands from

the command and control network(s).

c. Verification of the command and control network’(s) capability to

receive, process, display, and record the vehicle(s) telemetry link(s)
required to monitor the flight units during launch, ascent, and on-orbit
mission phases.

d. Verification of the ability of the flight units to support on-orbit tracking

as required for launch, ascent, and on-orbit mission phases.

9.4.4.3 SUCIDIementarv Reau irements. The compatibility, test should be run as

soon as feasible after the vehicles arrives at the launch base. The test is made
with every vehicle to verify system interface compatibility. The test shall be run
using the software model versions that are integrated into the operational on-orbit
software of the vehicle under test. A preliminary compatibility test may be run
prior to the arrival of the vehicle at the launch base by the use .of prototype
subsystems, units, or simulators as required to prove the interface. Preliminary
compatibility tests may be run using preliminary software. Normally, a preliminary
compatibility test is run once for each series of veh,icles to check design
compatibility, and is conducted well in advance of the first launch to permit orderly
correction of hardware, so~ware, and procedures as required. Changes in the
interface from those tested in the preliminary test shall be checked by the
compatibility tests conducted just prior to launch. Following the completion of the
compatibility test, the on-orbit command and control network configuration of
software, hardware, and procedures should be frozen until the space vehicle is in
orbit and initialized. ,

9.5 F OLLOW -N
O OPERATIONAL TESTS

9.5.1 Follow-on Ooe rational Tests and Evalu ations. Follow-on Operational
Tests and Evaluations shall be conducted at the launch site in an operational
environment, with the equipment in its operational configuration. The assigned
operating personnel shall identify operational system deficiencies. (Step 5 in MI L-
STD-1833).

9.5.2 Qn-orbit Testing. On-orbit testing should be conducted to verify the

functional integrity of the space vehicle following launch and orbital maneuvering.
Other on-orbit testing requirements are an important consideration in the design of
any space vehicle. For example, there may be a need. to calibrate on-line
equipment or to verify the operational status of off-line equipment while in orbit.
Howevar, on-orbit testing is dependent on the built-in design features, and if
testing provisions were not provided, the desired tests cannot be. accomplished.

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On-orbit tests are, therefore, so program peculiar that specific requirements are not
addressed in this Standard.

9.5.3 Tests of Reusab Ie Fliaht HardwarQ. Tests of reusable flight hardware

shall be conducted as required to achievea successful space mission. Reusable
hardware cansistsof tha vehicles and units intended for repeated missions,
Airbarne suppart equipment, that performs its m~ssion while attached to a
recoverable launch vehicle, is an example of a candidate for reuse. The reusable
equipment would be subjected to repeated exposure ta test, launch, flight, and
recovery environments throughout its sarvice life. The accumulated exposure time
of equipment retained in a recoverable vehicle and of airborne support equipment is
a function of the planned number of missions involving this equipment and the
retest requirements between missions. The environmental exposure time of
airborne support equipment is further dependent on whether or not its use is
required during the acceptance testing of other nonrecoverable flight equipment.
In any case, the service life of reusabla hardware should include all planned rauses
and all planned retasting betwaen usas.

The testing requirements for reusable space hardware after the completion of a
missian and prior.to its reuse on a subsequent mission depends heavily upon the
design of the reusable item and the allowable program risk. For those reasons,
specific details are not presented in this Standard. Similarly, orbiting space
vehicles that have complated their useful life spans may be retrieved by means of a
recoverable flight vehicle, refurbished, and reused. Based on present approaches,
it is axpectad that the ratrieved spaca vahicle would be returned to tha
contractor’s factory for disassembly, physical inspection, and refurbishment. All
originally specified acceptance tests should be conducted before reuse.

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SECTION 10

NOTES

This Notes section is not a mandatory part of this Standard. The contents of
this section ara intended for use by governrnant acquisition personnel for guidance
and information only.

10.1 INT ENDED USE. ~

This Standard isintended forrefarence inapplicable program speciflcationsor

in other documents, to establish general tast requirements for launch, uppar-stage,
and space vehicles; and for, their subsystems and units (components). The
application of these test requirements to a particular program is intended to assura
a high Iavel of confidence in achiaving a successful space mission. This Standard
is not intended to be used in the acquisition of spaca system ground equipment
and associated computer sof?ware, whose ta.st requirements ara outlined in
Ml L-STD-l 833, West Requlraments for Ground Equipment and,,Associated
Computer Software Supporting Space Vahicles” and not includad in this document.
DOD-STD-21 67, ‘Defensa System Software Development” and DOD-STD-21 68,
“Defensa System Softwarel Quality Program,” also address computer software.
Test requirements for space parts and materials ara in their detailed specifications’
and not in this document.

10.2 TAILORED APPLICATION.

The technical requirements in aach contract should be tailored to the naeds of

that particular acquisition. Only the minimum requirements needed to provide the
basis for achieving tha program requirements should be imposed. The cost of
imposing each requirement of this Standard should be evaluatad against .tha
benafits. However, the risks and Potential costs of not imposing requirements
must also be considered.
I
Tailoring i+ a continuing process throughout the acquisition that should be
implemented by tha wording used to stata the testing requirements.
MIL-HDBK-340, “Application Guidelines for. Ml L-STD-l 540, ” is a companion
document to this Standard Xhat is intended to provide helpful guidance information
for tailoring.
. .
10.2.1 ~n the Soe~ ationa. The Standard is organized to provida”
self-tailoring of tha requirernants to various’applications when referenced in the
specifications’. These features include an organization of requirements by test
categories, by item categories, by required/other/not-required categories, by
weighting factors, and by altarnative test ,strategies. The tailoring desirad should

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be implemented by the wording used to state the testin9 requirements in the

specifications or in other applicable contractual documents.

10.2.1.1 Test Cateao ries. The major test categories in this Standard are:

a. Development tasts (Section 5).

b. Qualification tasts (Section 6).
c. Acceptance tests (Section 7).
d. Flightproof and protoqualification tests (Section 8).
e. Prelaunch validation tests (Section 9).
“f. Operational tests (Section 9).

The general, requirements stated in Section 4 apply for all of the test categories.”

10.2.1.2 Jtem Cateao ries. Space systems are compased of items in various
categories including ground equipmant, computer. sotiware, procedures, personnel,
as well as flitrht eauiDment. All items are tested to some degree to assure
successful s~ace missions. The major item categories covered by the testing
requirements in this Standard are:

a. Vehicles (launch, upper-stage and space vehicles; Tables Vlll and X11).
b. Subsystems (Table IX and 6.3).
c. Units (Tables X and X111).
d. Integrated vehicles (flight vehicle, flight system, and on-orbit system).

.10.2.1.3 wauired”. ‘Other”. and “Not-reauired” Teals. “Required”, “other”,

and “not-required” tests for each vehicle category are indicated by an “R”, ‘O”,
and “—”, respectively, in Tables Vlll, IX, X, Xll, and X111. The following basis has
been used:

a. “Required” tests are the baseline tests that are required by this
Standard because they are generally effactive.
b. “Other- tests (3.5.4) are those that are usually ineffective and have a
low probability of being required. Such tests must ba evaluated on a
case-by-case basis. If the evaluation shows than an “other” test is
effective, it becomes a “required- test for that case.

I c. “Not-required” tests are generally ineffective and are not required by

this Standard.

Unless modified by contract, the contractual compliance requirements include all of

the “required= tasts Plus all “other” tests evaluated as required.

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10.2.1.4 Weiahtina FectorS. Even for the required tests, not all of the testing
requirements have an equal importance or equal weight. To avoid overstating
testing requirements, and hence avoid excessive costs, or numerous waivers,
various categories of weigh~ing factors are associated with the requirements. The
primary weighting factors that are incorporated in the Standard are:

a. We iohtina factor “a”. “Shall” designates the rriost important

weighting level, the mandatory requirements. Unless modified by the
contract, the “sha/~ requirements constitute tha firm contractual
compliance requirements. Any deviations require the approval of the
contracting of~cer.
b. YVeiahtina factor “b”: “Shall, where practicable” designates
requirements o’r practices at the second highest weighting level.
Alternative requirements or practices may be used for specific
applications, when the use af the alternative is substantiated by
documented technical trade studies. These trade studies should be
made available, for review whan requested, or provided to the
government in accordance with the contract provisions. Unless
requirad by other contract provisions, noncompliance with the “sha//,
where practicable” requirements does not require appraval of the
contracting officar.
c. Weiahtina factor “c-. “Shoukf’ designates the third weighting level.
Unless required by other contract provisions, noncompliance with
thesa “shou/~ requirements does not require documented technical
substantiation, and does not require approval of the contracting
officer.

d. Weiohtina factor “d”. designates the lowest weighting level.

“May”
In some cases; these “may” requirements are stated as examples af
acceptable practices. Unless raquired by other contract provisions,
noncompliance with the “may” requirements does not require approval
of the contracting officer and does not require documented technical
substantiation:

10.2.1.5 Wnat ive Test Stratea ieS. The application of the alternative test
strategies outlined in Section 8 should be based on Iifa-cycle cost considerations
that include the number of units being manufactured, the potential launch delay
costs of a prelaunch failure? the potential cost of the loss of mission capability dua
to a failure, and othar life-cycle costs. The fact that an alternative test strategy
may have Iawer tasting costs does not mean it provides the lowest life-cycle cost.
Any constraints on the use of the alternative test strategies must be stated in the
contract.

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10.2.2 J~). irinih

10.2.2.1 Jailorina Su mmary. To make tha requirements clear for a particular

contract, and to assist in the tailoring process, the procur”mg agency may provida a
summary of tailoring requirements. To accomplish this, the procuring agency
should complete aither Table XIV or Table XV, or an adaption thereof, and include
one or tha other in the c,ontract, usually as a statement of work (SOW) task. Table
XIV can be used when primarily broad, general tailoring of the requirements is
desired, with only a few specific test or test items to be specially treated
differently. Table XV can be used when detailed tailoring of the requirements is
desired. These tables provide a recommended format for stating changes to the
stringency or applicability of the baselina requirements appaaring in tha Standard,
relating to the use of “shall” versus “should” and to “required” versus ‘other”
(3.5.4). The latter pair aPPear in tablas stating the’ applicability of various tests to
categories of vehicles, subsystems, and units. The implication of these terms is
discussed in 10.2.1.3 and 10.2.1.4. For example, the “fully applicable” degree
may be used to allow the procuring agency. to impose the highest level of
stringency for some requirements without being constrained by the baseline
requirements of this Standard. A sample of a completed Table XIV and XV
appears in Tablas XVI and XVII, respectively. Suggested wording for the SOW is
a5 follows:

“xx.xXx Ta ilorina of MlL-STD-l 540C Preliminary tailoring of MIL-STD-

1540C is provided in the attached Requirements Applicability Matrix. The
contractor shall review these tailored requirements and provide additional
recommended tailoring and supporting rationale for approval by the
contracting officer. ”

10.2.2.2 Test Plans. Depending on the particular acquisition phase, it may be

difficult for the procuring agency to identify which “required” and “other” tests ara
most effective for a particular subsystem or test article. In these cases, the
procuring agency may request that the contractor review the “required” and
“other” tests and propose an effective test plan, subject to approval by the
procuring agency. Suggested wordings for the Statement of Work is as follows:

“xx .XXX Be view of Test P lan~. Test plans and test procedures shall be
prepared based upon the test requirements stated in the program
specifications and the guidance provided in MlL-STD-l 540. Technical
review meatings shall be conducted to presant to the procuring agency the
recommended test plans and procedures applicable to each item catagory.
Thasa presentations shall include the evaluation of the “requirad, other
and not-required- tests that form the basis of the test plans.

If the procuring agency wishes to formally review the applicable test plans or
procedures prepared by contractors, requirements for their preparation should be
stated in the Contract Data Requirements List (CDRL; 10.5).

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TABLE XIV. Requirements Applicability Matrix, General Form.

The matrix designators are as follows:

A = Applicable as written - “Shall” defines minimum requirements.

“Should” and “may” language denotes
I guidance.
“Other” test denotes conduct to be
evaluated.

F = Fully Applicable - All “should” or “may” language replaced

with ‘shall”.
All “other” tests changed to “required”
tests.

G = Guidance. only - All information provided as good practice.

N = Not Applicable. ‘ - Requirements are not applicable.

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TABLE XV. Requirements Applicability Matrix, Detailed Form.

(first of 5 pages)

The matrix designators are as follows:

A = Applicable as written - “Shall” defines minimum requirements.

“Should” and “may” language denotes
guidance.
“Other” denotes test that may be required
subject to an evaluation.

F = Fully Applicable All “should” and “may” language replaced

with “shall”.
All ‘other” tests changed to “required”
tests.

G = Guidance only AH information provided as good practice.

N = Not Applicable. Requirements are not applicable.

Integrate
Section Units ay~~rns Vehicles Systems

3. DEFINITIONS I I I I
4.2 TESTING PHILOSOPHY
4.3 PROPULSION EQUIPMENT TESTS

H
4.3.1 Engine LRU Acceptance Testing
4.3.2 Engine LRU Qualification Testing
4.4 FIRMWARE TESTS “
4.5 INSPECTIONS
4.6 TEST CONDITION TOLERANCES
4.7 TEST PLANS AND PROCEDURES
4.7.1 ‘Test Plana
4.7.2 Teat Procedures
4.8 RETEST
4.8.1 DuringQualificationor Acceptance
4.8.2 During Pralaunch Validation
4.8.3 During Operational Teata and Evslustions
4.9 DOCUMENTATION
4.9.1 Test Documentation Files
4.9.2 Test Data
4.9.3 Test Log

(table continued next page)

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TABLE XV. Requirements Applicability Matrix, Deteiled Form (Continued).

(Second of 5 Pages)

Section Units Sub- Vehicles Integrate

s+stema Systems

5.1 GENERAL DEVELOPMENT TESTS I I

5.2 PMP DEVELOPMENT TESTS AND EVALUATIONS
5.3 SUaASSEMeLY DEVELOPMENT TESTS
5.3 IN-PROCESS TESTS AND, INSPECTIONS
5.4 UNIT DEVELOPMENT TESTS
5.4.1 Structural Composite Development Tests
5.4.2 Thermal Development Tests
5.4.3 Shock & Vibration Isolator Development
5.5 VEHICLE AND SUaSYSTEM DEVELOPMENT TESTS
5.5.1 Mechanical Fit Development Tests
5.5.2 Mode Survey Development Tests
5.5.3 Structural Development Tests
5.5.4 Acoustic and Shock Development Teste
5.5.5 Tharmsl Salsnca Development Teats
5.5.6 Transpoti & Handling Development Tests
5.5.7 Whd-tunnal Development Tests

(table continued next page)

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TABLE XV. Requirements Applicability Matrix, Detailed Form (Continued).

(third of 5 pages)

5.1 GENERAL QUALIFICATION TESTS

5.1.1 Qualification Hardware
5.1.2 Teat Levela end Durationa
5.1.3 Thermal Vacuum and Cycle Tests
5.1.4 Acoustic & Vibration Qualification Tests
5.2 VEHICLE QUALIFICATION TESTS -Baaeiine
5.2.1 Functional Test, Vehicle Qualification
5.2.2 EMC, Vehicle Qualification
5.2.3 Shock Teat, Vehicle Qualification
5.2.4 Acoustic Test, Vehicle Qualification
5.2.5 Vibration Teat, Vehicle Qualification
5.2.6 Preaaure and Leakage, Vehicle Qualification
3.2.7 Thermal Cycle Test, Vehicle Qualification
6.2.8 Thermal Balance Test, Vehicle Qualification
6.2.9 Thermal Vacuum Test, Vehicle Qualification
6.2.11 Mode Survey Teat, Vehicle Qualification
6.3 SUBSYSTEM QUALIFICATION TESTS -Baseline
6.3.1 Structural Static Load Test
6.3.2 Vibration Test
&3.3 Acoustic Test
6.3.4 Thermal Vacuum Test
6.3.5 Separation Teat
6.4 UNIT QUALIFICATION TESTS-Baseline
6.4.1 Functional Test
6.4.2 Thermal Cycle Test
6.4.3 Thermal Vacuum Test
6.4.4 Vibration Test
6.4.6 Acoustic Teat
6.4.6 Shock Teat
6.4:7 Leakage Test
6.4.6 Preaaure Test
6.4.9 Acceleration Test
6.4.10 Life Teat
6.4.11 EMC Teat
6.4.12 Climatic Teata
~~ 1,

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TABLE XV. Requirements Applicability Matrix, Detailed Form (Continued).

(fourth of 5 pages)

Sub- “eticle~ Integrated

Section Units
systems Systems
7.1 GENERAL ACCEPTANCE TESTS
7.1.1 Temperature Range&No. of Thermal Cycles
7.1.2 Acouetic Environment
7.1.3 Vibration Environment
7.1.4 Storege Tests ~
7.2 VEHICLE ACCEPTANCE TESTS -Baseline
7.2.1 Functional Test
7.2.2 EMC Test
7.2.3 Shock Test
7.2.4 Acoustic Test
7.2.5 Vibration Test
7.2.6 Pressure & Leakage Test
7.4.7 Thermal Cycle Test
7.2:8 Thermal Vacuum: Teat
7.3 SUBSYSTEM ACCEPTANCE TESTS
7.3.1 Proof Load Teat ,,
7.3.2 Proof Pressure
7.4, UNIT ACCEPTANCE TESTS -Baseline
7.4.1 Functional Test
7.4.2 Thermal Cycle Test
7.4.3 Thermal Vacuum Test
7.4.4 Vibration Test
7.4.5 Acoustic Test
7.4.6 Shock Test
7.4.7 “Leakage Test ‘
7.4.6 Proof Pressure Test
7.4.9 Proof Load Test
7.4.10 Wear-in Test
7.4.11 EMC Test

(table continued next page)

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TABLE XV. Requirements Applicability Matrix, Detailed Form (Continued).

(last of 5 pages)

Section Units Sub- Vehicles Integrated

systems Systems

0.1 SPARES STRATEGY I

6.2 FLIGHTPROOF STRATEGY

82.2
8.2.1 Vehicle Testa
Subsystem Tests
I
8.2.3 Unit Tests
8.3 PROTOCWALIFICATION STRATEGY
8.3.1 Vehicle Tests
1
8.3.2 Subsystem Teste
8.3.3 Unit Teste
8.4 COMBINATION TEST STRATEGIES
9 PRELAUNCH VALIDATION TESTS
9.1 GENERAL REQUIREMENTS
9.2 TEST FLOW
9.3 TEST CONFIGURATION
9.4 TEST DESCRIPTIONS
9.4.1 Functional Tests
9.4.2 Propulsion Leakage & Functional Tests
9.4.3 Critical Ground Suppoti Teats
9.4.4 Compatibility Test, On-orbit System
9.5 FOLLOW-ON OPERATIONAL TESTS
9.5.1 Operational Tests and Evaluations
9.5.2 On-orbit Testing
9.5.3 Testaof Reusable Flight Hardware
I I I

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TABLE XVI. Sample of Table XIV, Requirements Applicability Matrix,

General Form.

The matrix designators are as follows:

A = ‘Applicable as writien - “Shall” defines minimum requirements.

“Should” and “may” language denotes
guidance.
“Other” test denotes conduct to be
evaluated.

F = Fully Applicable All “should” or “may” language replaced

with “shall”.
All “other” tests changed to “required”
,., . tests.

G = Guidance sJnlY - All information provided as good practice.

N = Not Applicable. - Requirements are not applicable.

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TABLE XVII. Sample of Table XV, Requirements Applicability Matrix,

Detailed Form. (first of 5 pages)

,.
The matrix designators are as follows:

A = Applicable as written - “Shall” defines minimum requirements.

“Should” and “may” language denotes
guidance.
“Other” denotes test that may be required
subject to an evaluation.

F = Fully Applicable All “should- and ‘may” language replaced

with ‘shall”.
All “other” tests changed to “required”
tests.

G = Guidance only All information provided as good practice.

N = Not Applicable. Requirements are not applicable.

Integrated
Section Units #~’~ Vehicles Systems

3. DEFINITIONS A A A A

R
4.2 TESTING PHILOSOPHY A A A A
4.3 PROPULSION EQUIPMENT TESTS A
4.3.1 Engine LRU Acceptance Testing A
4.3.2 Engine LRU Qualification Testing
4.4 FIRMWARE TESTS
4.5 INSPECTIONS A A A A
4.6 TEST CONOITION TOLERANCES A A A A
4.7 TEST PLANS ANO PROCEDURES A A A A
4.7.1 Test Plans A
4.7.2 Test Procedures F F A
4.8 RETEST A A A A
4.6.1 Owing r2ualification or Acceptance F F F A
4.8.2 During Prelaunch Validation A A
4.8.3 During Operational Teste end Evaluations A
4.9 DOCUMENTATION -
4.9.1 Teet Documentation Files
4.9.2 Teet Deta
4.9.3 Test Log

(table continued next page)

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TABLE XVII. Sample of Table XV, Requirements Applicability Matrix,

Detailed Form (Continued). (second of 5 pages)

Section Units Sub- Vehiclealntegrated

systems Syatema
1
5.1 GENERAL DEVELOPMENT TESTS A A I A I A
5.2 PMPDEVELOPMENT TESTS AND EVALUATIONS F
5.3 SUBASSEMBLY DEVELOPMENT TESTS A
5.3 IN-PROCESS TESTS AND INSPECTIONS A
5,4 UNIT DEVELOPMENT TESTS A
5.4.1 Structural Composite Development Tests F
5.4.2 Thermal Development Tests A
5.4.3 Shock & Vibration Isolator Development A
5.5 VEHICLE AND SUBSYSTEM DEVELOPMENT TESTS G G
5.5.1 Mechsnicsl Fit Development Tests G A
5.5.2 Mode Survey Development Tests G F
5.5.3 Structural Development Tests A ~~ A
5.5.4 Acoustic and Shock Development Tests A F
5.5.5 -Thermal Balance,, Development Tests G F
5.5.6 Transport&Handling Development Tests G A ,
5.5.7 Wind-tunnel Development Tests G A

~(table continued next page)

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TABLE XVII Sample of Table XV, Requirements Applicability Matrix,

Datailed Form (Continued). (third of 5 pages)

sy::rn~veticle~ Inteoratec
Section Units
Systems

5.1 GENERAL CNJALIFICATION TESTS A A A

j.1.l Qualification Hardware A A A
3.1.2 Teat Levela and Durationa A A A
5.1.3 Tharmal Vacuum and Cycla Testa A A A
3.1.4 Acoustic &Vibrsticm Clualification A A A
5.2 VEHICLE QUALIFICATION TESTS -Msefine A
5.2.1 Functional Tast, Vahicle Qualification, A
5.2.2 EMC, Vehicle Qualification A
5.2.3 Shock Tast, Vehicle Qualification A
5.2.4 Acoustic Test, Vahicle Qualification F
5.2.5 Vibration Test, Vahicle Qualification G
5.2.6 Pressure &Leakaga, Vahicle Qualification A
5.2.7 Tharmal Cycla Tast, Vahicla Oualificatiori G
5.2.6 Thermal 6alance Teat, Vehicle Qualification A
5.2.9 Thermal Vacuum Test, Vehicle Qualification A
6.2.11 Moda Survey Test, Vehicla r2ualification F
6.3 SUBSYSTEM QUALIFICATION TESTS -eSaetine. A
6.3.1 Structural Static Load Test A
6.3.2 Vibration Test A
6.3.3 Acoustic Teat A
6.3.4 Thermal Vacuum Test A
6.3.5 Separation Taat A
6.4 UNIT QUALIFICATION TESTS - aasaline A
6.4.1 Functional Test A
6.4.2 Thermal Cycle Test A
6.4.3 Thermal Vacuum Test A
6.4.4 Vibration Test A
6.4.5 Acoustic Tast A
6.4.6 Shock Test A
6.4.7 Laakege Test A
6.4.6 Pressure Test A
6.4.9 Acceleration Tast A
6.4.10 Life Taat A
6.4.11 EMC Test A
6.4.12 Climatic Testa A

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TABLE XVII. Sample of Table XV, Requirements Applicability Matrix,

Detailed Form (Continua). (fourth of 5 pegas)

Units sy::ma Veticlea IntecIrated

Section Systems
7.1 GENERAL ACCEPTANCE’ TESTS A G A

7.1.1 Temperature Ranga & No. of Thermal Cycles G A

7.1.2 Acoustic Environment A G A
7.1.3 Vibration Environment A G A
7.1.4 Storage Teats A A
7.2 VEHICLE ACCEPTANCE TESTS -, Baaelina A
7.2.1 Functional Test A
7.2.2 EMC Test : A
7.2.3 Shock Test A
7.2.4 Acoustic Test A
7.2.5 Vibration Test A
7.2.6 Pressure & Leadge Test A
7.4.7 Thermal Cycle Test A
7.2.8 Thermal Vacuum Test 7. A
7.3 SUBSYSTEM ACCEPTANCE TESTS
7.3.1 Proof Load Test’
7.3.2 Proof Pressure
7.4 UNIT ACCEPTANCE TESTS - Baaeline
7.4.1 Functional Test
7.4.2 Thermal Cycle Test
7.4.3 Thermal Vacuum Teat
7.4.4 V!bretion Test
7.4.5 Acouetic Test ~
7.4.6 Shock Test
7.4.7 Leakage Test
7.4.6 Proof Preaaure Test

la
7.4.9 Proof Load Test A
7.4.10 Wear-in Tast A
7.4.11 EMC Teat A
1 I

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TABLE XVII. Sample of Table XV, Requirements Applicability Matrix,

Detailed Form (Continued). (last of 5 pagas)

Section Units Sub- Vehicle Integrate

systems d
s Systems

8.1 SPARES STRATEGY G

8.2
8.2.1
FLIGHTPROOF STRATEGY
Vehicle Tests
I N N N
N
82.2 Subsystem Tests N
8.2.3 Unit Tests N
8.3
8.3.1
PROTOQUALIFICATION
Vehicle Tests
STRATEGY
I N N N
N
8.3.2 Subsystem Tests N
8.3.3 Unit Tests N
8.4 COMBINATION TEST STRATEGIES G N N
9 PRELAUNCH VALIDATION TESTS G A
9.1 GENERAL REQUIREMENTS G A
9.2 TEST FLOW G A
9.3 TEST CONFIGURATION G A
9.4
9.4.1
TEST DESCRIPTIONS
Functional Tests
G
G
A
A
I
9.4.2 Propulsion Leakage & Functional G A
Tests
9.4.3 Critical Ground Support Tests G A
9.4.4 Compatibility Test, On-orbit System G A
9.5 FOLLOW-ON OPERATIONAL TESTS G A
9.5.1 Operational Tests & Evaluations A
9.5.2 On-orbit Testing A
9.5.3 Tests of Reusable Flight Hardware A I A I A

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10.3 JEST EV ALU ATION TEAM.

As a cost containment and quality assurance measure, it is strongly

recommended that a joint contractor/procuring agancy test evaluation team be -
established for each of the :major vehicle level tests, particularly the mode. survay
qualification test, the thermal balance qualification test, the subsystem structural
static load qualification test,’ and major separation qualification tests. The test
conductor would typically be the chairman of the Test Evaluation Team. Other
members should be provided by the design organization that will use the results,
by safety, and by quality assurance. The procuring agency should provide a
qualified technical representative to the team to perform the usual customer
monitoring of the test and to facilitate the, timel y approval of technical y justifiad or
minor deviations from the test requiraments. Tha members of the team would
typicall~ change for each test.

Formation of this team would be accomplished by the contract terms, usually

as a “Statement of ,Work (SOW) task. Suggested wording for the SOW is as
follows:

“xx.xXx J oint AaencvlCo ntracto r Test Fva Iuation Team. As a cost

containment and quality assurance measure, the contractor shall establlsh
a test evaluation team for the mods survey qualification test, the tharmal
balance qualification test, and the (any other appropriate tests). The Test
Evaluation Team shall:

a. Evaluate the a~equacy of the test configuration, including

instrumentation, prior to tha start of testing.

b. Provide guidance in resolving technical problams and issues arising

during testing.

c. Expedite the disposition of discrepancies and the approval of.

corrective actions, if required.
d. Verify adequacy of the test results.
e. Recommand tear-down of the test setup.

(The procuring agency) will provide a technical rePresentative to the Test

Evaluation Taam to support team activities, monitor the test, and facilitate
timely approval of technically justified “or minor deviations from test
requirements. in particular, during the mode survey test, the Test
Evaluation Team may deviate from the completeness requirement for
modes judged to be unimportant, and from the orthogonality standard for
problem modes. Such, deviations require adequate technical justification
and the concurrence of the designated representative of (the procuring
agency ).”

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10.4 jN-PROCESS CO NTROL~.

In-process controls are almost always a more cost-effective way of avoiding

defects than the imposition of tests and inspections on completed units.
Therefore, appropriate in-process controls and other quality management steps
should be imposed to achieve the high-quality and reliability goals of space and
launch systems. The acceptance testing requirements specified in this Standard
are intended to be the last step in essuring the quality of each production item.
When it has been thoroughly demonstrated that the purpose of an acceptance
testing requirement has been met by the in-process controls or other quality
management steps implemented by the manufacturer, the manufacturer should
petition the procuring agency for approval to reduce the test to a sampling test, or “
if appropriate, for deletion of the test.

10.5 ~.

Documents, forms, technical manuals, and data are prepared and distributed in
accordance with the Contract Data Requirements List (CDRL) of the applicable
contract. The data and data items discussed in this Standard are not deliverable
unless invoked by the CDRL or the applicable contract. ,

The following Data Item Descriptions (DIDs) are among those most frequently
used in the Contract Data Requirements List (CDRL - DD. Form 1423) to establish
detail requirements for the preparation of test Plans, procedures, and raports.

DID Number DID Title

DI-T-30714 Master Test Plan/Program Test Plan.
DI-MCCR-80014A Software Test Plan.
DI-MCCR-80017A Software Tast Report.
D1-AITS-80041 Test Requirement Document.
DI-QCIC-80511 Installation Tast Procedure.
DI-QCIC-80512 Installation Test Report.
DI-NDTI-80808 Test Plans/Procedures.
DI-NDTI-80809A Testllnspection Reports.
DI-FACR-8081O Test Facility Requirement Document (TFRD).
DI-ENVR-80861 Environmental Design Test Plan.
DI-MGMT-80882 Structural Test Plans.
DI-MISC-80946 Launch Vehicle Post-Flight Analysis.
DI-MISC-80963 Reentry Vehicle Data Report.
DI-EMCS-81295 Electromagnetic Compatibility Test Plan.

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10.6 GUl DANCE DOCU MENTS

MIL-HDBK-340 Application Guidelines for MlL-STD-l 540; Test

Requirements for Launch, .Upper-stage, and Space
Vehicles,
MIL-HDBK-343 Design, Construction, and Testing Requirements for One
“of a Kind Space Equipment.
MIL-STD-1757 Lightning Qualification Test Techniques for Aerospace
Vehicles and Hardware.
MIL-STD-1795 Lightning Protection of Aerospace Vehicles and
Hardware.
MlL-STD-l 809 Standard Space Environment for Air Force Space
Vehicles.
DOD-STD-2167 Defense System Software Development.
DOD-STD-2168 Defense System Quality Program.
DOD-E-83578 Explosive Ordnance for Space Vehicles, General
Specification for.
MIL-A-83577. Assemblies, Moving Mechanical, for Space and
Launch Vehicles.
DNA-TR-84-140 Satellite Hardness and Survivability; Testing Rationele for
Electronic Upset and Burnout Effects.

10.7 JvlANAG EMENT OF OPERATIONAL TEST S AND EVALUATIONS

The Air Force Operational Test and Evaluation Center (AFOTEC) manages Air
Force operational tests and evaluations (OT&E) as directed or designated in one of
its three levels of involvement:

a. Conducts OT&E.
b. Monitors OT&E.
c. Provides advisory role in the conduct of OT&E.

10.8

Acceptance Software
Development : Test Baseline
Hardware Test Plan
Inspections Test Procedure
Operational Test Step
Qualification Testing
Records Test Requirements

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I 10.9 CHANGES FROM PREVIOUS ISSU ES Marginal notations are not used in
this revision to identifv changes with respect to the previous issue due to the
extensiveness of the changes. The title and content have been changed to show
extension of the test requirements to launch vehicles and-upper-stage vehicles.

Custodians Preparing Activity

Air Force -19 Air Force -19
(Project No. 181O-FO49)

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INDEX

Accelerated testing, dynamic qualification 34 thermaluncertaintymargins,aubaystems 6,7

Acceleration test, unit qualification 66 Data item descriptionsIDIDs) 120
Acceleration, maximum predicted 11 Developmenttest
Accerxance teat acoustic 27
baseline article for 5
Ievela & durationa, tYPical 73 mechanical fit 26
units 85 mode survey 26
vehicles 79 part, material, process (PMP) 24
general requiramenta 72 purpose 23
isolator, special considerations 69 shock 27
special tests 35, 53 shock & vibration isolator 26 “.
storage 75 ,. structural 26
subsystem 83 structural composite 25
unit 64 subassembly 24
vehicle 75 aubsyatem 26
Acoustic environment thermal 25
extreme &“maximum expected 9 thermal balance 27
Acoustic teat tra~~4rtation & handling 28
acceptance spectrum 75
minimum 76 vehicle 26
qualification margin & duration 31 wind tunnel 28
replacement by vibration 40, 50, 79, 81 Discrepancy, test 14
aubaystem qualification 51 Documentation
tolerance 18 deliverability 120
unit test data 22
acceptance 88 test documentation file 22
quaiifwation 62 test log 22
vehicle teat procedures 20
acceptance 80 Electrical & fiber-optic circuit test
qualification 39 vehicle qualification’ 36
Airborne support equipment 4 Electromagnetic compatibility test
Alternative strategy 15 launch-critical ground supPort equipment 100
combination 96 unit
discuaaion 105 acceptance 91
flightproof 93 qualification 68
protoqualificatiofl 94 vehicle qualification 37
rationale 92 Environmental stress screening 32, 59, 72
aparea 92 Explosive atmosphere test
Ambient environment 13 unit qualification 71
Application of Standard 1 Explosive ordnance
guidelines in MIL-HD6K-340 :121 device definition 5
items covered 104 DOD-E-83578 121
teat categories 1 electromagnetic compatibility 38
6urat prelaunch validation 98
desion pressure 10 launch-critical ground support equipment
factor “1O 100 ..
Climatic teats, unit qualification: 68 Failure, test item 14
Combination teat strategies 98 Fairing separation test
Compatibility test, on-orbit’ svatem 100 aubsyatem qualification 52
Contamination tolerance 13 Fatigue 9, 13, 15, 92, 93
Cryogenic inspection after qualification life teat 68
acceptance temperature range, units 72 life factor 32
qualification maroina, units ,57 structural units 61

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INDEX

life teSt, unit cwalificstion 67 preaaure tesC vehicle qualification 41

margin 67 static Ioada, qualification 31
low for structural units 94 static load test, aubaystam qualification 50
structural qualification 61 aubsyatem protoquaiification 95
tharmal cycling 31, 33 Margina, thermal (ace Thermal margins)
Fatigue equivalent duration 32, 39, 60, 61 Maximum expected operating praesure IMEOP)
definition 9 definition 11
Firmware teets 17 Mechanical functional test
FlightProof strategy 93 vahicle qualification 35
aubaystem teats 94 Mode survey tast
unit taats 94 development 26
vehicle teats 93 Test Evaluation Team 119
Follow-on oparationsl tests 101 vehicle qualification 46
reuaable fright hardware 102 Moving mechanical assambly IMMA)
Functional test definition 5
ground support equipment, disassembly & inspection after life teat 67
launch-critical 100 margins, measurement during thermal vacuum
prelaunch validation 99 testing 60
propulsion aubayatem MIL-A-83577 121
pralaunch validation 100 monitoring durino thermal vacuum test 60
unit multiple c~tegori;s 84
acceptance 84 performance monitoring
qualification 53 unit tharmal vacuum acceptance 66
vehicle unit qualification, conditions 53, 55
acceptance 75 Notea for government uae of Standard 103
qualification 35 On-orbit svstem
Ground aupportaquipment, launch-critical compatibility test 100
prelaunch validation tests 100 follow-on operational tests 101
Guidance documents .121 One-of-a-kind equipment, MIL-HD6K-343 121
Humidity test, unit qualification 66 Operational deflections 11
In-proceea controla 120 Operational modes 13
Inspections 17 Operational teats and evaluations 1, 16
Integrated ayatemtaats 16 management 121
Isolator acceptance ‘Other- tast
spscial considerations 88 definition 13
Keyword, liating 122 discussion 104
Leakage test Prelaunch validation tests 16
propulsion aubayatam ganeral requirements 97
prelaunch valiiatiort 100 ground eupporr equipment, launch-critical 100
qualification 41 grounding 98
unit test configuration 86
acceptance 80 test descriptions 99
qualif@ation 64 teat flow 98
Life test Pressure & Iaakage tests, vehicle
moving mechanical aaeambly accaptsnce 81
davelor)ment 25 qualification 40
unit qualification 66 Pressure component, definition 12
Lightning protection ~MIL-STD-l 795) 121 Presaura for structural test
Limit load, dafin”tion 11 burst factor, dafhition 10
Loada for structural test, deftitiona 11 design burst, definition 10
Msrgina, structural design factor of safety, definition 10
acceleration teat, unit qualification 66 maximum expacted operating, definition 11
pressura test, unit qualification 65

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INDEX

Pressure test Rausable flight hardware

qualification pressure & durstion 41 definition 5
unit qualification 64 follow-on operational tests 102
Prasaure vassel, definition 12 Salt fog test, unit qualification 71
Pressurized structure, definition 12 Sand & dust test, unit qualification 70
Pressurized subsystem, definition’ 12 Separation test
Proof subsystem qualification 17, 52
factor 12 Tast Evaluation Team 119
teat, definition 12 Servica life, definition. 14
load test, acceptance Shock environment
structural component 89 extreme & maximum expectad 10
structural subsystem 83 Shock test
prassura test qualification
pressurized subsystem acceptance 84 activations, vehicla 38
unit acceptance 90 Ievela & number of shocks, typical 31
success criteria 12 tolerances 18
Propulsion aquipment tests 16 unit
Protoqualification atrategj acceptance 89
subsystem tests 95 qualification 62
unit testa 95 vehicle
vehicle teste 95 acceptance 80
Clualification test qualification 36
acceleration of acceptance dyhamic testing Sinusoidal vibration environment
34 extreme & maximum expected 9
acoustic 32 Spares strategy 92
basalina Special tests 35, 53
units 53, 54 ,. Static load test
vehicles 35 qualification load factors’ 31
general requirements 30 subsystem qualification 49
hardware 30 Test Evaluation Team 119
levels &durations, general 30 Statistical estimates
margin requirement for qualification 14
definition 13 shock, vibration, acoustic environmanta 8
anddurations, typical 31 : Storage tests, acceptance 75
cryogenic exposure, units57 Structural component, definition 12
required prior testing 30 Structural test
requirements, multiple unit categories 53 static load, subsystem qualification 49
apecial testa 35, 53 tolerances 18
vibration 32 Subsystem qualification testa 48
Rain test, unit qualification 71 Tailoring 103
Random vibration environment , examples 114
axtreme & maximum expected 9 see Requirements Applicability Matrix
Required teats, diacuaaion 104 Temperature
Raquiramante Appliisbtity Matrix maximum & minimum axpacted 5
datsilad form 108-112 range for cycling 72
sample 114-118 I predicted & test rangas, unit 74
general form 107 stabilization, definition 14
sample 113 Tast
Retest 20 allowable tolerances 17, 18
during operational tests & evaluations 21 categories 1
during prelsunch validation 21 date documentation 22
during qualification or acceot?nce 21 discrepancy 14
documentation files 22
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MlL-STD-l 540C

INDEX

item failure 14 baaia for qualification 31

log 22 combined with thermal cycle testing 31
plana 17 number of cycles
procedures 19 qualification, typical 31
Teat Evaluation Team 119 effect of changed temperature range 33
Teeting philosophy 15 propulsion units
Thermal balance teat, vehicle qualification 43 compatibility with operational fluids 60
Teat Evaluation Team 119 qualification temperature range 31
Thermal control aubayatems subsystem qualification 51
margina tolerances 16
active aubavetema 8 unit
passive su~yatema 6 acceptance 67
Thermal cycle lace Thermal cycle teat & qualification 57
Thermal vacuum teat) vehicle
number related to temperature range ’33 acceptance 82
Thermal cycle test qualification 45
acceptance temperature range 72 Ttme reduction factor, accelerated dvnamic teata
cryogenic exposure, unita 72 34
alternative for vehicle qualification 42 Tolerance, teat 17, 18
baaia for qualification 31 Tranaoortation & handlino
combined with thermal vacuum testing 31 development 26 -
moisture condensation 57 prelaunch validation 99
electrical & electronic units 56 Unit
number of cycles critical 5
acceptance 72 definition 3
effect of temperature range 33 qualification, multiple categories. 53
unit qualification 57, 33 Vibration teat
thermal vacuum alternative 57 subsystem qualification 50
vehicle qualification 42, 33 tolerance 16
propulsion units unit
cold temperature 59 acceptance 88
qualification temperature range 42 minimum spectrum 77
& number of cycles 42 spectrum 75
tolerances 16 qualification 60
unit. electrical and electronic inapplicability for structural components
acceptance 64 61
qualification 32, 55 margin & duration 31, 40
vehicle vehicle
acceptance 81 acceptance 61
qualification 42 minimum spectrum 78
Thermal fatigue 31 spectrum 75
Thermal margina qualification 39
active aubaysteme 8, margin & duration 31, 40
cryogenic 7 Wear 13, 15, 92
pasaive subsystems 6 Wear-in test, unit acceptance 90
unite Weighting factora, teat requirements 105
cryogenic exposure, qualification 57
margina, summaw of typical 74
Thermal aoak duration, definition 14
Thermal vacuum teat
acceptance temperature range
& number of cvclea 72
alternative for vehicle qualification 42

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