AMC1 27.307 Proof of structure

• ED Decision 2023/001/R found in: CS-27 Amdt 10 - Small Rotorcraft (Feb 2023)

AMC1 27.307 Proof of structure ED Decision 2023/001/R (a) Purpose This AMC provides guidance and acceptable means of compliance with [CS 27.307](#_DxCrossRefBm8893824), which specifies the requirements for proof of structure. (b) Related Certification Specifications [CS 27.303](#_DxCrossRefBm8893822) ‘Factor of safety’ [CS 27.305](#_DxCrossRefBm8893823) ‘Strength and deformation’ (c) Definitions (1) Detail: a structural element of a more complex structural member (e.g. gear teeth, joints, splices, stringers, stringer run-outs, lugs, or access holes). (2) Subcomponent: a major three-dimensional structure which can provide a complete structural representation of a section of the full structure (e.g. main gearbox housing, gears, section of a blade, rotor spherical bearing, tension-torsion (TT) strap beams, or frames). (3) Component: a major section of the airframe structure or mechanical assembly (e.g. main gearbox assembly, blade, main rotor hub assembly, cabin, tailboom, fin, horizontal stabiliser or transmission/upper deck) which can be tested as a complete unit to qualify the structure. (4) Full scale: the dimensions of the test article are the same as design; fully representative test specimen (not necessarily complete airframe or mechanical assembly). (5) New structure: a structure for which the behaviour is not adequately predicted by analysis supported by previous test evidence. A structure that utilises significantly different structural design concepts such as details, geometry, structural arrangements, and load paths or materials from previously tested designs. (6) Similar new structure: a structure that utilises similar or comparable structural design concepts such as details, geometry, structural arrangements, and load path concepts and materials to an existing tested design. (7) Derivative/similar structure: a structure that uses structural design concepts such as details, geometry, structural arrangements, and load paths, stress levels and materials that are nearly identical to those on which the analytical methods have been validated. (8) Previous test evidence: testing of the original structure that is sufficient to verify the structural behaviour in accordance with [CS 27.305](#_DxCrossRefBm8893823). (d) Introduction As required by sub-paragraph (a) of [CS 27.307](#_DxCrossRefBm8893824), the structure must be shown to comply with the strength and deformation requirements of Subpart C of CS-27. This means that the structure must be able to support: (a) limit loads without detrimental permanent deformation; and (b) ultimate loads without failure. This implies the need of a comprehensive assessment of the external loads (addressed by [CS 27.301](#_DxCrossRefBm8893821)), the resulting internal strains and stresses, and the structural allowables. [CS 27.307](#_DxCrossRefBm8893824) requires compliance for each critical loading condition. Compliance may be shown by analysis supported by previous test evidence, analysis supported by new test evidence or by test only. As compliance by test only is impractical in most cases, a large portion of the substantiating data will be based on analysis. There are a number of standard engineering methods and formulas which are known to produce acceptable, often conservative, results especially for structures where load paths are well defined. Those standard methods and formulas, applied with a good understanding of their limitations, are considered to be reliable analyses when demonstrating compliance with [CS 27.307](#_DxCrossRefBm8893824). Conservative assumptions may be considered in assessing whether or not an analysis may be accepted without test substantiation. The application of methods such as the finite element method or engineering formulas to complex structures in modern aircraft is considered to be reliable only when validated by full-scale tests (ground and/or flight tests). Experience relevant to the product in the utilisation of such methods should be considered. (e) Classification of structure (a) The structure of the product should be classified into one of the following three categories: (1) new structure (2) similar new structure (3) derivative/similar structure (b) Justifications should be provided for classifications other than new structure. Elements that should be considered are: (1) the accuracy/conservatism of the analytical methods; and (2) the comparison of the structure under investigation with a previously tested structure. Considerations should include but are not limited to the following: — external loads (bending moment, shear, torque, etc.); — internal loads (strains, stresses, etc.); — structural design concepts such as details, geometry, structural arrangements, load paths; — materials; — test experience (load levels achieved, lessons learned); — deflections; — deformations; — extent of extrapolation from test stress levels. (f) Need and extent of testing The following factors should be considered in deciding the need for and the extent of testing including the load levels to be achieved: (a) the classification of the structure (as above); (b) the consequence of the failure of the structure in terms of the overall integrity of the rotorcraft; (c) the consequence of the failure of interior items of mass and the supporting structure to the safety of the occupants. Relevant service experience may be included in this evaluation. (g) Certification approaches The following certification approaches may be selected: (a) Analysis, supported by new strength testing of the structure to limit and ultimate load. This is typically the case for a new structure. Substantiation of the strength and deformation requirements up to limit and ultimate loads normally requires testing of subcomponents, full-scale components or full-scale tests of assembled components (such as a nearly complete airframe). The entire test programme should be considered in detail to ensure that the requirements for strength and deformation can be met up to limit load levels as well as ultimate load levels. Sufficient limit load test conditions should be performed to verify that the structure meets the deformation requirements of [CS 27.305(a)](#_DxCrossRefBm8893823) and to provide validation of internal load distribution and analysis predictions for all critical loading conditions. Because ultimate load tests often result in significant permanent deformation, choices will have to be made with respect to the load conditions applied. This is usually based on the number of test specimens available, the analytical static strength margins of safety of the structure and the range of supporting detail or subcomponent tests. An envelope approach may be taken, where a combination of different load cases is applied, each one critical for a different section of the structure. These limit and ultimate load tests may be supported by detail and subcomponent tests that verify the design allowables (tension, shear, compression) of the structure and often provide some degree of validation for ultimate strength. (b) Analysis validated by previous test evidence and supported with additional limited testing. This is typically the case for a similar new structure. The extent of additional limited testing (number of specimens, load levels, etc.) will depend upon the degree of change, relative to the elements of sub-paragraphs (e)(b)(1) and (2). For example, if the changes to an existing design and analysis necessitate extensive changes to an existing test-validated finite element model (e.g. different rib spacing), additional testing may be needed. Previous test evidence can be relied upon whenever practical. These additional limited tests may be further supported by detail and subcomponent tests that verify the design allowables (tension, shear, compression) of the structure and often provide some degree of validation for ultimate strength. (c) Analysis, supported by previous test evidence. This is typically the case for a derivative/similar structure. Justification should be provided for this approach by demonstrating how the previous static test evidence validates the analysis and supports showing compliance for the structure under investigation. Elements that need to be considered are those defined in sub-paragraphs (e)(b)(1) and (2). For example, if the changes to the existing design and test-validated analysis are evaluated to assure that they are relatively minor, and the effects of the changes are well understood, the original tests may provide sufficient validation of the analysis and further testing may not be necessary. For example, if a weight increase results in higher loads along with a corresponding increase in some of the element thickness and fastener sizes, and materials and geometry (overall configuration, spacing of structural members, etc.) remain generally the same, the revised analysis could be considered to be reliable based on the previous validation. (d) Test only Sometimes no reliable analytical method exists, and testing must be used to show compliance with the strength and deformation requirements. In other cases, it may be elected to show compliance solely by tests even if there are acceptable analytical methods. In either case, testing by itself can be used to show compliance with the strength and deformation requirements of [CS-27 Subpart C](#_DxCrossRefBm8893821). In such cases, the test load conditions should be selected to assure that all critical design loads are encompassed. If tests only are used to show compliance with the strength and deformation requirements for a single load path structure which carries flight loads, the test article should be of the minimum acceptable material quality or alternatively the test loads should be increased to account for variability in material properties. In lieu of a rational analysis, for metallic materials, a variability factor of 1.15 applied to the limit and ultimate flight loads may be used. If the structure has multiple load paths, no material correction factor is required. (h) Interpretation of data The interpretation of the substantiation analysis and test data requires an extensive review of: — the representativeness of the loading; — the instrumentation data; — comparisons with analytical methods; — the representativeness of the test article(s); — the test set-up (fixture, load introductions); — load levels and conditions tested; — test results. Testing is used to validate analytical methods except when showing compliance by test only. If the test results do not correlate with the analysis, the reasons should be identified, and appropriate action taken. This should be accomplished whether or not a test article fails below ultimate load. Should a failure occur below ultimate load, an investigation should be conducted for the product to reveal the cause of this failure. This investigation should include a review of the test specimen and loads, analytical loads, and the structural analysis. This may lead to adjustment in analysis/modelling techniques and/or part redesign and may result in the need for additional testing. The need for additional testing to ensure that ultimate load capability depends on the degree to which the failure is understood, and the analysis can be validated by the test. The approach described above is valid for static justification. However, a similar approach can be extended for compliance with fatigue, dynamic and crashworthiness requirements. For these applications, the criteria and the classification have to be accepted by and agreed with the authority. [Amdt 27/10]