ATT 09 T6 Corr Ctrl Pln.pdf

JOINT PRIMARY AIRCRAFT TRAINER SYSTEM (JPATS)

MODEL 3000 (T-6 A/B/D) AIRCRAFT

CORROSION PREVENTION AND CONTROL PLAN

(CPCP)

Prepared By: John Myers (T-6 Corrosion Manager) Issue Date: 6 December, 2017 Revision Date: 1st issue

APPROVED BY:

John Myers Naval Air Systems Command PMA 273 Primary Air Vehicle IPT Lead Navy Primary Trainer Aircraft T-6 Corrosion Manager

John Kovacs

PMA 273

T-6/T-45/T-44/TH-57

Assistant Program Manager for Engineering (APME)

Richard C. Johnson SPM, Joint Primary Aircraft Training System Branch Aircraft Division Mobility Directorate

Jeffery G Catron T-6 Chief Engineer

AFLCMC/WLZJ

Capt Todd St Laurent PMA 273 Program Manager

ATTACHMENT 09

T6 Corr Prev and Ctrl Plan N61340-18-FOSR-0001

REVISION HISTORY

REV PREPARED BY DATE APPROVED DESCRIPTION OF CHANGES

BACKGROUND

Department of Defense Corrosion Prevention and Control Policy

This document provides for Corrosion Prevention and Control Planning (CPCP) for Model 3000 T-6 aircraft utilized by the U.S. Government. It has been developed in compliance with the National Defense Authorization Act of 2003, U.S.C. 2228 and 2366, the Department of Defense (DoD) Corrosion Prevention and Control Policy of 12 November 2003, DODI 5000.02 of 07 January 2015, DODI 5000.67 of 01 February 2010, and the DoD Corrosion Prevention and Control Planning Guidebook Spiral No. 3 of July 2004 and No. 4 of February 2014.

Corrosion prevention and control (CPC) is defined as the rigorous application of engineering design and analysis, quality assurance (QA), nondestructive inspection (NDI), manufacturing, operations and support technologies to prevent the initiation of corrosion, avoid functional impairment due to corrosion, and define processes for the tracking and repair of corrosion problems.

The National Defense Authorization Act 2003 10 U.S.C 2228 and the Department of Defense (DoD) Corrosion Prevention and Control Policy of 12 November 2003 requires Program Managers (PM) to consider and implement corrosion prevention and control activities to minimize the impact of corrosion /material deterioration throughout the system life cycle.

Corrosion prevention and control requires the coordinated efforts of numerous disciplines and organizations across the contractor teams, the government program office and maintenance personnel. Government or contractor corrosion teams will be established to oversee the corrosion control system and provide a forum to coordinate CPC tasks for their area of responsibility. Typically, government corrosion teams are called a Corrosion Prevention and Advisory Board (CPAB) and contractors often use the term Contractor Corrosion Team (CCT).

The CPCP addresses how suppliers or vendors /should participate in the CPC process by formulating their own CPC plans that meet the intent of this document and participate in corrosion team meetings on an as-required basis. Corrosion teams will follow the integrated product team (IPT) philosophy by ensuring all decisions are properly coordinated and implemented with the full knowledge of the appropriate design IPT.

TABLE OF CONTENTS

TITLE PAGE

REVISION HISTORY

BACKGROUND

TABLE OF CONTENTS

LIST OF FIGURES

LIST OF TABLES

FRONT MATTER – LAST PAGE

1. T-6 Texan II JPATS Program Overview

2. PURPOSE – Corrosion Prevention and Control Plan (CPCP)

3. CPCP SCOPE

4. POST PRODUCTION PROGRAM INPLEMENTATION

5. T-6 CORROSION PROGRAM MANAGEMENT (Roles and Responsibilities)

6. T-6 CORROSION PROGRAM STAKEHOLDERS

7. PUBLICATIONS

8. TRAINING

9. T-6 CORROSION CONTROL (SUBCONTRACTORS AND SUPPLIERS)

10. SUPPORT EQUIPMENT (SE)

11. T6 AIRCRAFT CORROSION MAINTENANCE

12. AIRCRAFT BASING

13. DOCUMENTATION

14. AIRCRAFT STORAGE

15. SEVERE ENVIRONMENT - TAILORING OF CORROSION CONTROL PLANS

16. FLEET CORROSION ASSESMENT

17. FOCUS AREA LIST (FAL)

18. T-6 AIRCRAFT DESIGN CONSIDERATIONS

19. CORROSION CONTROL MATERIALS

20. CHANGE RECOMMENDATIONS

21. REFERENCES

22. ABBREVIATIONS, ACRONYMS, AND SYMBOLS

BODY OF PLAN - LAST PAGE

APPENDIX A ............................................................................................................................... i A.1 APPENDIX A Aircraft Zonal Definitions

APPENDIX A - LAST PAGE

APPENDIX B ............................................................................................................................... i APPENDIX B FRONT MATTER – LAST PAGE ........................................................................... i

APPENDIX B - LAST PAGE

END OF DOCUMENT

LIST OF FIGURES

Figure 1 CPAB Stakeholders Figure 2 North America Corrosion Severity Map (AC43-4A) Figure 3 Corrosion Reporting Example

APPENDIX A

Figure A 1 Aircraft Coordinate Definitions Figure A 2 Fuselage Zonal Definition Figure A 3 Wing Zonal Definition Figure A 4 Vertical Tail and Rudder Zonal Definition Figure A 5 Horizontal and Elevator Zonal Definition

APPENDIX B

Figure B 1 Wing Main Spar Lower Cap Exfoliation Corrosion Figure B 2 Wing Forward Spar Lower Cap Exfoliation Corrosion Figure B 3 Wing Main Spar Lower Landing Gear Door Interface Figure B 4 Wing Main Spar Upper Fuselage Attachment Shear Plates Figure B 5 Wing Spigot Fitting Figure B 6 Aft Fuselage Primer Degradation Figure B 7 Aft Fuselage FOD and Moisture Accumulation Figure B 8 Aft Fuselage ECS Inlet Screen Galvanic Corrosion Figure B 9 Upper UHF/VHF Antenna Corrosion Figure B 10 Engine Oil Cooler Galvanic Corrosion Figure B 11 Engine Truss Surface Corrosion Figure B 12 Engine Truss Gussets Application of Ardrox AV40 Figure B 13 Engine Truss Ground Tab Electrical Erosion Figure B 14 Engine Inlet Screen Galvanic Corrosion

Figure B 15 Wheel Half Corrosion

LIST OF TABLES

Table 1 Corrosion Type Designation Table 2 Corrosion Severity Table 3 Aircraft Zone Code Definition

APPENDIX B

Table B 1 Model 3000 Fleet Corrosion Log ................................. Error! Bookmark not defined.

FRONT MATTER – LAST PAGE

1. T-6 Texan II JPATS Program Overview

The Joint Primary Aircraft Trainer System (JPATS) program office was established by the U.S.

Air Force in 1993 and tasked with acquisition and sustainment of the Model 3000 T-6 aircraft trainer system for the Joint services. In this capacity, JPATS directly supports the Air Education and Training Command (AETC) and the Chief of Naval Air Training (CNATRA) with the T-6 program support required to execute Primary pilot training missions for each service.

The JPATS program office includes staff from Naval Air Systems Command Program Manager Air 273 (PMA 273). PMA 273 is designated authority for acquisition and sustainment priorities for all Navy training aircraft and associated systems. PMA 273 and JPATS work jointly to identify and prioritize T-6 aircraft support requirements peculiar to each service. Acquisition and sustainment activities are managed and shared by each service based on operational requirements that differ in some cases but are predominantly the same in terms of T-6 aircraft specific maintenance and logistics. Environmental factors that influence corrosion are a significant difference that affects how inspections and maintenance publication content must be managed and written. These publications are shared between services and must be tailored to work with both services simultaneously. T-6 program support requirements are provided through Government and contracted activities. They include program management, logistics, engineering, maintenance, modification, overhaul and supply. Collectively, stakeholders from organizations providing these capabilities make up the total T-6 program and are instrumental in developing strategies for corrosion prevention and control.

The T-6A full rate production contract was awarded in December 2001 with the first operational T-6A arrival occurring at Randolph Air Force Base, Texas, in May 2000 and Navy operational capability at Naval Air Station Pensacola (NASP), FL in 2003. Production of the T-6A aircraft was completed in 2010. The T-6A is utilized by the Air Force as a primary student pilot trainer while the Navy uses the aircraft for Naval Flight Officer (NFO) training at NASP only.

In August, 2009 the Navy pursued an avionics upgrade program to outfit the T-6A with significant situational awareness and avionics interface improvements. The Navy awarded a limited production contract in August 2009 for nine T-6 “Avionics Upgrade Package” aircraft that were ultimately designated as T-6B’s. The full production contract for the T-6B was awarded October 29, 2009 and in 2010 the T-6B reached IOC at NAS Whiting Field, FL (NASWF). In 2012 the aircraft reached IOC at NAS Corpus Christi (NASCC) TX. There are currently 245 Navy T-6B’s serving the Chief of Naval Air Training at NASWF and NASCC. 6 additional T-6B aircraft are stationed at the U.S. Navy Test Pilot School in Patuxent River, MD. The Army purchased 4 T-6D aircraft to support Army testing at Redstone Arsenal in Huntsville AL.

Each T-6 aircraft is equipped with an 1100 Shaft Horsepower Pratt and Whitney turbo shaft engine and tandem Martin Baker ejection seats. The primary differences between the T-6A and T-6B/D lie within the avionics suite. A majority of the airframe components are of similar design.

The avionics of the T-6A are of a federated design with information displayed through several electronic instrument displays. The T-6B and D avionics are managed through dual Integrated Avionics Computers that display information on Multi-Function Displays. The T-6D differences lie within modifications for wing stores and requirements peculiar to the Army testing requirements. The Model 3000 T-6 Type Certificate application was originally filed with the FAA in 1996 and has been amended to reflect various changes that have occurred as newer models were produced and modified. Design and certification is primarily based on commercial FAA certification processes. T-6 quantities at leach location are illustrated below:

Operations of some Air Force and most Navy T-6 aircraft occur in predominantly severe corrosive environments on the Gulf of Mexico. Aircraft are stored, parked and operated in hot, humid areas that also suffer from various weather events to include high winds, heavy precipitation and intense ultra violet exposure. Design features of the T-6 include many features of corrosion protection however; environmental and operational factors at training sites dictate need for additional corrosion prevention and control that might not otherwise be specified under less severe conditions.

2. PURPOSE – Corrosion Prevention and Control Plan (CPCP)

In March of 2015, PMA 273 performed an analysis of maintenance and inspection data that resulted in the realization that a significant increase in corrosion maintenance was occurring at each operating location. Additional analysis of Aircraft Conditional Inspection trials at the Fleet Readiness Center Southeast (FRCSE) showed corrosion had begun on T-6A wing to fuselage mating surfaces and sheer plates. Wing spar corrosion discovery rates were also increasing simultaneously at NASP. Through verification of corrosion related issues being experienced at the operational locations combined with decreases in aircraft availability and increasing corrosion related engineering requirements, PMA 273 engaged Navy and Air Force subject matter experts and established the current T-6 Corrosion Prevention Advisory Board (CPAB).

The CPAB’s primary purpose is to provide a central point for all stakeholders to manage T-6 corrosion efforts through communication, collaboration, coordination and sharing of assets.

T6 Maintenance operations are managed between various contractor and Government organizations residing within program offices and maintenance facilities at different locations within the U.S. The T-6A/B CPCP provides program stakeholders at these locations with guidance in implementing various aspects of corrosion prevention and control that have been derived from the Original Equipment Manufacturer (OEM), Federal Aviation Administration (FAA), military services and industry standards. The plan will be reviewed annually to address corrosion related issues, Focus Area List (FAL) updates, maintenance manual updates and corrosion maintenance intervals that may adjust throughout the life of the aircraft. In addition to guidance, the plan defines requirements for various stakeholders that provide support in the form of engineering, maintenance, Quality Assurance and program management. The CPCP will be used in conjunction with maintenance publications and contract requirements to establish current and future requirements for corrosion prevention and control within the Joint T-6 aircraft program.

Corrosion Prevention of our aircraft is an “All Hands” effort and as such requires proactive engagement at each level of the program to protect our interests in terms of meeting training mission objectives and managing ever-increasing challenges of day-to-day T6 operations in severely corrosive operational environments. Issues of corrosion are often unexpected and interrupt critical Government and Contractor operations needed to maintain CNATRA and AETC aircraft availability and contractor performance requirements. Understanding impacts of corrosion and taking on the responsibilities for mitigating them at each level will require continued teamwork and proactivity. Communication, coordination, planning and acting to address corrosion amid the challenges of every day T6 operations are essential for maintaining life expectancy of the aircraft, confidence in our pilot training program and reduction in costs for un-budgeted repair activities.

3. CPCP SCOPE

The T-6 CPCP considers differences in the Joint T-6 program, operations of military services and the uniqueness of maintenance programs and environmental conditions peculiar to them. It establishes methods by which detection, maintenance, prevention and control is accomplished through established maintenance intervals and publications familiar to the workforce. It outlines methods by which maintenance requirements are balanced in a manner that ensures comprehensive corrosion prevention steps are established where needed without burdening organizations that don’t require them. The plan will help stakeholders understand the roles, responsibilities and requirements needed to field effective corrosion prevention and control at their respective organizations. Elements within the plan establish a means of continued participation by all stakeholders to continually monitor progress and field improvements to the plan in the future.

The CPCP includes information, guidance and considerations for tailoring documentation within the total T-6 program. Government program offices, operating commands and contractors responsible for maintenance and logistics support are each responsible for tailoring procurement, sustainment and support documentation they maintain. Documentation should include newly developed specifications, engineering plans, logistics support plans, processes and instructions and various planning documents where appropriate.

4. POST PRODUCTION PROGRAM INPLEMENTATION

4.1 Corrosion Plan execution

This plan defines requirements and guidance for all stakeholders to include in locally 4.1.1 developed corrosion control plans in order to control and minimize T-6 Life Cycle Costs for both corrective and preventive corrosion maintenance. It is the responsibility of all program stakeholders, to include Government and contractor organizations, to implement T-6 corrosion prevention and control IAW this plan.

Applicable elements of this CPCP will be monitored for compliance by Government 4.1.2 stakeholders concurrently with existing program requirements. Monitoring of corrosion prevention and control requirements can occur through various means to include auditing, surveillance plans, contract requirements or other as determined by program managers, DCMA representatives, on site Government detachment officers and contracting officers. Monitoring will include verification of applicable corrosion plan elements during T6 maintenance and support contract execution.

Contract requirements will be verified prior to monitoring activities to ensure tailoring of 4.1.3 contractor corrosion related effort falls within various tasks expected to occur under the contract.

CPCP elements that cannot be executed within these tasks or that require contract modification will not be enforced by the Government and should be reported to the T-6 Corrosion Program Manager (CPM). When the term “shall” is used, contractors are expected to comply when this plan is included in their contract. When the plan is not a part of the contract, then the term “should” will apply.

CPCP requirements will flow to contractors responsible for maintaining Government T-6 4.1.4 training aircraft and logistics services at all T-6 support locations. Both Government and prime contractor acquisition documentation should reflect corrosion prevention and control requirements when items developed, built, procured, maintained, stored or supported under contract are susceptible to corrosion.

Contractor corrosion prevention and control programs shall reflect requirements of this 4.1.5 plan when applicable and to the extent they can within processes and procedures outlined in aviation maintenance and logistics support programs specified in current contracts. The CPM will determine and manage all corrosion related requirements in new contracts and contract modifications.

Execution of the CPCP will occur through additional direction provided in maintenance 4.1.6 publications, engineering directives, local instructions, Standard Operating Procedures and contracted requirements for various contractors. Guidance from this plan will form the basis for generation of corrosion specific requirements within these documents and contracts when possible. They will be implemented to the extent possible when maintenance publications, engineering directives, local instructions, Standard Operating Procedures and contracted requirements for various contractors do not specify them or have not been updated to include them. When a particular requirement of this plan is preceded with “will”, then the organization required to implement the action should do so to the degree it does not deviate from command policy or contractual limitations without resolution. Any T-6 program stakeholder unable to comply with requirements of the CPCP should notify the CPM.

5. T-6 CORROSION PROGRAM MANAGEMENT (Roles and Responsibilities)

T6 Corrosion Program Manager: The Government T-6 Corrosion Program Manager 5.1.1 (CPM) maintains oversight of corrosion related matters for the T-6 aircraft and works with all stakeholders to address corrosion needs of military services operating the T-6. He/She is responsible for development of the CPCP, tracking issues, delegating tasks, prioritizing efforts and initiating contract and funding actions needed to address Army, Navy and Air Force T-6 corrosion related efforts. The Corrosion manager is responsible for establishing the CPAB and ensuring the inclusion of stakeholders and subject matter experts with capability to identify prioritize and establish solutions that address corrosion of U.S. Government (USG) T-6 Aircraft.

The CPM serves as the primary point of contact and authority for establishing corrosion program direction and executing priorities identified by each service. The CPM performs these functions through close communication and coordination with stakeholders of the CPAB which meets regularly to discuss status of initiatives, planning, prioritization and issues.

The CPM will review the CPCP annually. At a minimum, review will include corrosion 5.1.2 trends (RCM), corrosion related aircraft availability issues, maintenance publication adequacy, contractor adherence to the CPCP (and subsequent contract requirements), adequacy of training and effectiveness of the CPAB as a whole. The CPM will update the CPCP based on analysis of the totality of the above and the extent to which risk of aircraft availability, cost or program schedules warrant CPCP revisions.

Corrosion Manager contact information:

T-6 Corrosion Manager

NAVAIR 1.3.3.8

PMA 273 Primary Aircraft Trainer IPT 22581 Saufley Rd, Bld 3258 NAS Pax River Patuxent River MD 20659 Tele: 301-342-0338

Corrosion Prevention Advisory Board Chairman: The CPAB chairman works directly 5.1.3 with the T-6 CPM and has delegated authority to pursue and manage initiatives of the CPAB.

The CPAB chairman is a Government employee from the NAVAIR Corrosion and Wear Branch which falls under the NAVAIR engineering competency. Responsibilities include working with the CPM to establish CPAB priorities, communicating with all stakeholders, establishing meeting intervals, coordinating tasks, initiating analyses or investigations, recommending and implementing actions coordinated with the CPM and assisting the CPM with sustainment planning to include changes to aircraft maintenance programs, upgrades, modifications and improvement programs. The T-6 Texan II CPAB Charter is defined in Appendix C.

Figure 1 CPAB Stakeholders

T-6 Corrosion Prevention Advisory Board (CPAB) Naval Air Systems Command, Competency 4.3.4.6, Corrosion and Wear Branch 48066 Shaw Rd, Unit 5, Bldg 2188 Patuxent River, MD 20670-1908 301-342-8515

6. T-6 CORROSION PROGRAM STAKEHOLDERS

6.1 Maintenance and engineering support for the T-6 program flows through various Government and contractor organizations. Generally, support contracts are arranged by the Navy and Air Force for maintenance and engineering reach back; however, various Government maintenance and engineering organizations are used on the program to augment, supplement, assist, coordinate and manage efforts that often require coordination and communication between contractors and the USG. The below provides an overview of support provided from each of the organizations illustrated in the CPAB organizational graphic above.

6.2 CNATRA and Air Education Training Command (AETC – USAF):

CNATRA’s primary objective is to train Naval Aviators. In doing so, CNATRA provides oversight and management of T-6 maintenance activities that occur at each site. CNATRA has “Detachments” at each training base with personnel that manage government/contractor interfaces; enhance communication and coordination and oversee execution of maintenance contract requirements written by PMA 273. Additionally, detachments assist the contractor as necessary to address various issues as they relate aircraft technical issues, contract execution, local procedures, facilities and flight operations. CNATRA may conduct ‘spot checks’ to ensure contract requirements are met and to assist the contractor in the upkeep and improvement of various NAMP and contract driven maintenance programs like the CPCP that have a direct impact on their ability to meet pilot training throughput. CNATRA N4 works directly with

CNATRA operations (N3) to ensure adequacy of contract requirements are communicated to PMA 273 for aircraft availability and maintenance.

Like CNATRA, AETC has responsibility to train pilots and operates at various Air Force Training bases within the United States. As a member of the CPAB, AETC participates and provides insight to specific corrosion issues being experienced at each of its training bases. This ensures common issues are identified and mitigation planning takes into account issues and solutions beneficial to each service.

6.3 PMA273 – Navy Training Aircraft Program Office:

PMA 273 is the Navy training aircraft program office that operates within the Naval Air Systems Command. PMA 273 directly supports the Chief of Naval Air Training and is responsible for all training aircraft procurement, sustainment and retirement. In doing so, PMA 273 provides engineering and logistics support either directly through organic Government offices or indirectly through production and sustainment contracts with the OEM and other contractors.

PMA273 oversees all Navy T-6 fleet matters occurring at the JPATS program office which provides many aspects of engineering, logistics support, simulator support, technical publications and technical directive management common to each service. PMA 273 is responsible for acquiring support from all activities for matters requiring engineering, analysis, safety, investigations and programmatic planning needs for the life of each training aircraft system.

With a majority of Navy training aircraft operating in severe corrosive environments, it was determined that long term corrosion issues were more likely to impact the Navy. With this being the case, NAVAIR and PMA 273 assumed the role of managing the Corrosion Control Program for the T-6 and writing the CPCP for the Joint services. PMA 273 consists of integrated Product Teams for each Navy training aircraft that consist of program managers, engineers, logisticians, financial managers and contract specialists.

6.4 Joint Primary Aircraft Trainer System (JPATS) Program Office:

The JPATS Program Office consists of both PMA 273 and Air Force personnel tasked with management of T-6 procurement and sustainment support for both services. For Air Force training aircraft, the JPATS program office provides T-6 sustainment support to the Air Education and Training Command (AETC) in a similar capacity to PMA 273’s support for CNATRA. The JPATS program office falls under the Air Force Life Cycle Management Center.

(AFLCMC). The Air Force Life Cycle Management Center is the single center responsible for total life cycle management of Air Force weapon systems.

Representatives from each program office balance and share resources to address priorities for approximately 743 T-6 aircraft operated by both services at training bases across the United States. JPATS provides many conduits for T-6 support to include OEM engineering support and management of production, engineering support and supply contracts that are shared between services. JPATS provides direct engineering support and manages maintenance assistance requests (i.e.107’s) that flow between T-6 maintenance organizations and the OEM.

As a member of the CPAB, JPATS provides engineering staff to ensure joint technical solutions are understood and that shared resources are considered for various tasks that ultimately result in addressing technical needs on the aircraft and related systems. These include investigations, technical directive authoring, approving changes to maintenance and repair processes, adjusting frequency of inspections and ensuring consideration to differences in maintenance required in different locations or services.

6.5 Maintenance Contractor:

In many cases, T-6 maintenance is provided by Contractor Logistics Support (CLS) and requires contractors to manage and perform maintenance and day to day flight line activities at operational locations. Maintenance contractors manage all aspects of maintenance control, Quality Assurance, logs and records, maintenance training and maintenance programs tailored to meet contract requirements derived from Army, Navy and Air Force maintenance programs and similar industry standards. The maintenance contractor performs nearly all scheduled and unscheduled maintenance utilizing trained and certified aircraft mechanics, inspectors and supervisors. These personnel are the ‘front line’ in terms of monitoring, preventing, reporting and repairing T-6 corrosion. Through collaborative effort, the contractor’s corrosion control manager or equivalent QA representative routinely communicates with members of the work force and CPAB to develop local CPCP procedures driven by the T-6 program CPCP.

Additionally, maintenance contractors identify new corrosion issues; determine the effectiveness of new CPC maintenance procedures and initiate requests for engineering assistance that flow through JPATS and PMA 273 to the OEM.

6.6 Contractor Operated and Maintained Base Supply (COMBS)

The COMBS contract provides supply chain management services supporting the JPATS fleet of 743 T-6 A/B/D aircraft at 11 locations. COMBS users include USAF Air Education and Training Command (AETC), US Navy (USN) Chief of Naval Air Training (CNATRA) and the US Army (USA) Aviation Flight Test Directorate (AFTD). The COMBS contractor stocks, stores, issues, procures, delivers, repairs, replenishes and returns to service aircraft parts, material and support equipment needed for the program. The COMBS contractor also ensures Federal Aviation Administration (FAA) certification and serviceability documentation is provided for affected parts and components. The COMBS contractors role in terms of Corrosion Prevention and Control is to ensure that parts, components and SE are adequately packaged and stored to protect against corrosion during all phases of procurement, shipping, handling, repair, storage, issue and turn in to and from maintenance.

6.7 Navy Fleet Support Team (FST) and Fleet Readiness Center South East (FRCSE):

The FST provides Navy engineering support to the program to enhance capability to address engineering need, emergent requirements and support for various sustainment programs.

These efforts include analysis and development of Aircraft Conditional Inspections (ACI’s) processes, site engineering capability, overhaul studies, paint studies and other sustainment efforts requiring analysis, investigation and authoring of program engineering documentation.

FRCSE provides capability to the program to respond to emergent maintenance requirements that are either beyond capability of the maintenance contractor or likely to severely limit the contractors ability to maintain aircraft readiness. Additionally, FRCSE maintains regular depot maintenance capabilities that are able to be drawn on by the program office to meet need for ACI’s, overhauls and aircraft modification programs.

The FST and the FRCSE routinely work together provide the program comprehensive and cohesive engineering and maintenance capability. With these combined capabilities the FST and FRCSE provide valuable insight and capabilities to address corrosion issues requiring immediate action, planning, RCM analysis and multi-aircraft platform experience.

6.8 T-6 Original Equipment Manufacturer (OEM):

As the OEM for the T-6 aircraft, Beechcraft Defense Company LLC (Now Textron Aviation Defense (TAD)) maintains regular engineering support through contracts with the Navy and Air Force. As the original author of Instructions for Continued Airworthiness (ICA’s) the OEM provides aircraft specifications and maintenance publications that are ultimately issued to the program and disseminated to maintenance and engineering personnel. The OEM plays a vital role in determining courses of action needed to address maintenance, modification and repair at all levels of the program. The OEM maintains a team of engineering and program support staff to address maintenance assistance requests, CPAB initiatives and acquisition of various Engineering Change Proposals processed through JPATS and PMA 273. In doing so, the OEM remains the primary interface for maintaining continued FAA and military airworthiness of the aircraft.

6.9 Air Force Research Laboratory (AFRL):

AFRL provides investigative services for issues affecting all Air Force aircraft. As a stakeholder in the CPAB, AFRL subject matter experts lend assistance to the T-6 program by performing root cause analysis and making recommendations to address issues of corrosion. Guidance may be provided by AFRL based on emerging technologies they identify, existing processes codified in Air Force Technical Orders (TO’s) and similarities with other Air Force platforms that may benefit the Navy.

7. PUBLICATIONS

Through the life of the program, technical publications will be updated to improve 7.1.1 corrosion prevention maintenance. When additional maintenance requirements are reviewed for these improvements, scheduled inspection tasks may be affected and must be aligned.

Alignment should include review of maintenance processes and inspection requirements to eliminate duplication or wasted effort. All organizations performing maintenance and corrosion control on the T-6 have a responsibility to consider impact and report errors with technical data.

Duplicative maintenance processes should be identified, verified and communicated for resolution through the CPAB for discussion and/or JPATS Technical Publication Branch for correction.

T-6 aircraft maintenance manuals are listed in the “Model 3000 List of Applicable 7.1.2 Publications”, A1-T6AAA-01. Within these publications specific corrosion prevention, maintenance and inspections are defined and organized to occur throughout the maintenance cycle. Generally, maintenance publications issued for the T-6 will serve as the primary source for corrosion maintenance and repair unless determined otherwise by PMA 273 or JPATS. The following publications contain guidance and may be used for applicable T6 CPCP processes unless specified differently in maintenance contracts or T6 maintenance publications issued by the Government.

a) OPNAVINST 5100.19, Navy Safety and Occupational Health (SOH) Program Manual for Forces Afloat.

b) OPNAVINST 5100.23, Navy Safety and Occupational Health Program Manual.

c) NAVAIR 17-1-125, Support Equipment Cleaning, Preservation and Corrosion Control.

d) NAVAIR 01-1A-509-1, Cleaning and Corrosion Control, Volume I, Corrosion Program and Corrosion Theory.

e) NAVAIR 01-1A-509-2, Cleaning and Corrosion Control, Volume II Aircraft.

f) NAVAIR 01-1A-509-3, Cleaning and Corrosion Control, Volume III Avionics and

Electronics.

g) NAVAIR 01-1A-75, Airborne Weapons and Associated Equipment Consumable Material

Applications and Hazardous Material Authorized Use List.

h) NAVAIR 00-80T-123, Chemical, Biological, Radiological, and Nuclear Defense NATOPS

Manual.

i) NAVAIR 15-01-500, Preservation of Naval Aircraft.

j) COMNAVAIRFORINST 4750.4, Guidance for the Application of Polyurethane Paints in

Aircraft and Related Equipment While Embarked Onboard CVNs.

k) COMNAVAIRFORINST 4790.2, Naval Aviation Maintenance Program

l) MIL-STD-2161C(AS), Paint Schemes and Exterior Markings for U.S. Navy and Marine

Corps Aircraft.

m) OPNAVINST 5215.17, Navy Directives Management Program. 01-1-509 NAVAIR

Material

n) Air Force TO-1-1-691

o) FAA Advisory Circular (A.C) 43-4A

p) MIL-STD-7179

q) MIL-STD-1568

r) MIL-DTL-5002

s) MIL-STD-1587

t) MIL-STD-1530

Improvements to corrosion prevention, maintenance and repair may be initiated by the 7.1.3 program office or the Fleet Support Team (FST). Government prepared maintenance and scheduled inspection requirements will be processed through the Technical Publications Branch at the below address and updated within applicable maintenance publications to ensure correct placement, format and review processes are adhered to prior to release.

JPATS Technical Publications Office (WLZJ/TOMA) T-6 Flight Manual and Technical Content Manager Tinker AFB, OK 73170

8. TRAINING

T-6 maintenance organizations and contractors with responsibility for inspections and maintenance of T-6 aircraft shall ensure individuals are trained at the appropriate level for the work they accomplish. Training requirements should be specified within program documentation and comply with service specific maintenance programs and contract requirements as they apply. When not specified, training should meet the equivalent commercial corrosion courses specified for similar aviation programs. T6 corrosion program training should include the following if not specified in service specific maintenance programs and contract training requirements. Training may be administered in whole or in part based on tasks personnel will perform. Training level (in parenthesis) is indicated for each as guidance only.

Program managers and quality assurance representatives may determine levels based on local operations and individual responsibilities.

Emphasizing the concept of all hands responsibility for corrosion control and familiarity with the CPAB. (General overview)

Training to detect, identify, classify, treat and document corrosion (Detailed)

Corrosion documentation and reporting (Detailed)

Training to emphasize need for awareness and reporting of corrosion (General overview)

JPATS T6 CPCP (Summary of CPCP purpose)

Recognition of corrosion-inducing conditions (Detailed)

Cleaning, preservation, treatment, and lubrication (Detailed)

Approved materials and equipment (NAMSOP, base or OEM specific)

Corrosion control publications and references (General overview)

Scheduled T6 Corrosion maintenance requirements (General overview)

T6 Aircraft susceptibility and FAL (Overview of aircraft corrosion “hot spots”).

9. T-6 CORROSION CONTROL (SUBCONTRACTORS AND SUPPLIERS)

Prime contractors responsible for T-6 aircraft programs shall flow down requirements of 9.1.1 this CPCP to subcontractors and suppliers. Subcontractors and suppliers shall ensure that applicable aircraft and aircraft component corrosion control protection is established within their programs IAW applicable aircraft and component Specifications, internal programs and industry standards. PMA 273 and JPATS will ensure inclusion of the CPCP as a requirement in all sustainment contracts utilized for T-6 aircraft support.

Suppliers should develop corrosion control programs that provide corrosion control to 9.1.2 components being supplied. They will be considered a part of the total T-6 corrosion control program. Contract Data Item Lists (CDRLs) on new and modified contracts should request delivery of corrosion control program reports to the degree Government program managers are able to verify compliance to this plan within their programs. Existing contracts should be modified within budgetary, schedule and operational constraints determined by the Government.

Subcontractor and supplier corrosion protection shall provide protection equivalent to the 9.1.3 OEM or equivalent industry standard for the particular component. In this case “standard” refers to processes and procedures developed and available from the manufacturer or industry that specify corrosion control measures required at various stages throughout the life of the item to include production, handling, shipping, storage, use and disposal. When differences exist in processes and procedures of corrosion control for items used in different corrosive environments, they shall be obtained and used by organizations with custody or responsibility of the item at those locations. Industry standards for the particular item that do not conflict with OEM issued processes and procedures should be verified and approved for use utilizing local or standard operating procedures.

10. SUPPORT EQUIPMENT (SE)

Corrosion control measures for T-6 unique SE are typically incorporated into SE 10.1.1 design and are dependent upon use and environment. Government and contractor organizations responsible for maintenance and use of T-6 program SE should ensure periodic maintenance, servicing and inspections provide for corrosion prevention and control. Finishes and plating should be maintained and corrosion preventative compounds should be inspected and reapplied as necessary to account for the particular environmental conditions at the location. SE manufacturer processes and materials should be used for corrosion control when they are specified. When not specified, organizations should utilize service specific technical manuals or instructions written specifically to address corrosion on like items.

11. T6 AIRCRAFT CORROSION MAINTENANCE

11.1 An objective of the corrosion control plan is to maximize aircraft availability and minimize increases in life cycle support costs. Inspection and treatment intervals should be established so that corrosion can be controlled between inspections and not deferred to the extent material condition of the aircraft degrades over time. In particular, Organizational (O-Level) and Intermediate maintenance contractors shall perform corrosion control, prevention and repair as necessary to prevent buildup of corrosion that unnecessarily increases time and costs for phase and scheduled depot maintenance events. Successful CPCP execution will depend on a balance of Government QA oversight and maintenance contractor adherence to standards specified in their contract for aircraft maintenance. Government QA inspections are recommended periodically for pre and post maintenance events to include aircraft wash, corrosion inspections and any flight hour driven inspections to ensure quality in maintenance and training programs does not degrade over time.

Aircraft protective coatings must be maintained. They include Conversion Coating 11.1.1 (Alodine), primer, paint, corrosion prevention compounds and inorganic coatings that inhibit corrosion of metals, specifically coatings comprising acidic phosphate and alkaline metal oxide/hydroxide components. This is especially important at Navy training bases that reside within Severe corrosive environments. Protective surface damage to any previously applied corrosion surface treatment or protective finishes should be repaired as soon as possible without deferment to the next Phase or depot maintenance event. When availability or operational issues prevent corrective action for minor corrosion between major maintenance events, organizational maintenance contractor QA inspectors shall evaluate and approve deferment within their contract or organizational limitations (i.e., Noted but Not Corrected or NBNC). Temporary arrestment procedures of minor corrosion shall be performed IAW the T-6 Corrosion Control Manual. Final treatment and corrective action shall in no case be extended past the next corrosion inspection. More severe corrosion shall not be deferred under any circumstance without engineering approval.

Corrosion findings discovered at any aircraft maintenance facility utilizing Government 11.1.2 personnel, contractors and their subcontractors to perform maintenance on the T-6 shall record corrosion findings within their primary maintenance information systems and IAW program issued publications and instructions. When data entry limitations exist in these systems for significant corrosion, major repairs or situations where QA inspectors and senior maintenance managers are unable to determine data entry requirements, the aircraft logbook may be used when professional judgment dictates justification to do so. Maintenance Information Systems will be reviewed on an annual basis by Government members of the CPAB as coordinated by the CPM. Improvements to documentation and data gathering will be the responsibility of the CPM and delegated to various stakeholders of the CPAB.

Corrosion maintenance intervals will be evaluated by the CPAB, PMA 273 and JPATS 11.1.3 utilizing input from all maintenance organizations and RCM data. When possible, they will be adjusted to balance cost, availability, and risk levels. The CPM will be responsible for establishing contractor reporting requirements for trending data or reporting that is beyond that established within normal maintenance processes driven by publication changes, Interim Operational Supplements (IOS’s), Interim Rapid Action Changes (IRAC’s), Technical Directives (TD’s)s and maintenance assistance requests (Air Force 107) issued or communicated by the Government for the T-6 program. Program and project managers will consider the degree to which additional data requirements are covered within contracts and initiate contract or other actions when he/she determines inadequacies exist.

Any new inspection, maintenance procedure or directive prepared by T6 program 11.1.4 stakeholders for corrosion related maintenance should be reviewed, formatted and issued through established technical publication processes to ensure placement into applicable publications.

12. AIRCRAFT BASING

Evaluation of corrosion severity must take into account many factors including 12.1.1 temperature, humidity, environmental pollutants, salinity levels and prevailing weather.

Additionally, operational profiles, maintenance facilities, storage facilities and the exposure to various corrosion accelerators in each are combined factors that may compound corrosion risk.

Aircraft at Navy training bases are especially vulnerable to corrosion due to their proximity to the Gulf of Mexico. Salinity levels are extremely high, industrial operations occur within miles of some of them and prevailing weather results in frequent exposure to hot, salty and humid conditions. Consideration must be given to these factors and their influence on the susceptibility of the T-6 to corrosion in order to accurately assess corrosion risk and develop realistic mitigation strategies.

Base corrosion severity category is determined by evaluation of atmospheric and 12.1.2 industrial pollutant data identified and evaluated by the program. Categories are split into two categories. Categories are defined as “Severe” or “Mild/Moderate” based on environment. A U.S. corrosion severity map from FAA AC-43-4A is provided in Figure 1 and should be used to determine the corrosion environment category from which organizations should tailor corrosion control programs and determine maintenance and inspection requirements.

Corrosion severity category for each operational location will be assessed every 5 years 12.1.3 and updated in this plan by the CPM.

Contractor Maintenance and logistics programs at the below locations shall be tailored 12.1.4 for corrosion prevention and control according to the below atmospheric conditions:

a) NAS Corpus Christi – Severe

b) NAS Pensacola, FL – Severe

c) CSO Pensacola, FL (USAF) - Severe

d) NAS Whiting Field, FL – Severe

e) NAS Pax River MD – Moderate

f) Vance AFB, OK - Mild

g) Sheppard AFB, TX - Mild

h) Randolph AFB, TX - Mild

i) Laughlin AFB, TX - Mild

j) Columbus AFB, MS - Mild

k) Redstone Arsenal, Huntsville, AL - Mild

Contractors performing maintenance on T-6 aircraft that have permanently transferred 12.1.5 from a Severe to a lesser Corrosive environment shall ensure continuation of corrosion related maintenance and inspections. Corrosion repairs must be completed and severe category maintenance inspections must continue for at least one cycle before adopting scheduled inspection intervals common to aircraft at the new location. A Miscellaneous history entry shall be placed in the aircraft logbook and/or maintenance Information System indicating the date of transfer and transferring organization/location.

Basing categories (FAA AC 43-4A) 12.1.6

Figure 2 North America Corrosion Severity Map (AC43-4A)

13. DOCUMENTATION

13.1 Corrosion Documentation Procedure

Maintenance Information Systems (NALCOMIS, REMIS, DECKPLATE or other) shall 13.1.1 be used to document all corrosion requiring corrective action during aircraft maintenance performed by contractor and Government personnel. Maintenance data will be analyzed to determine effectiveness of the CPCP and associated supporting documents. Contract deliverables (CDRL’s or other) should be reviewed by all stakeholders to ensure the data necessary for differentiating cost, schedule and performance risks is adequate.

Maintenance program managers, Quality Assurance inspectors and maintenance 13.1.2 personnel shall ensure corrosion data entry into primary maintenance information systems is complete and accurate.

Maintenance personnel shall utilize the T6 work unit code manual (1T-6ABD-06) to the 13.1.1 lowest level possible to accurately document specific corrosion in maintenance records. Top level WUC’s should only be used when lower level WUC’s are not available. Maintenance Information System baseline managers should update WUC manuals to include components with corrosion trends.

Electronic Maintenance Information Systems (MIS) and/or Log books should be used to 13.1.2 reflect major corrosion repairs performed by any organization when data entry requirements are not specified or do not accurately reflect the nature of the corrosion or corrective action.

Emphasis should be placed on a description of the severity and type of corrosion, reference to the approved instruction to correct it and the corrective action. Miscellaneous History logbook entries are acceptable for defining repairs and referencing supporting documentation however;

electronic entries should be used when possible. Some MIS systems will allow non-standard entries to be made by Logs and Records personnel.

All maintenance personnel should accurately summarize corrosion findings and 13.1.3 corrective actions within Maintenance Information Systems. Maintenance discrepancies and corrective action entry blocks in these systems should be utilized for non-coded descriptive information when specified in maintenance and inspection tasks.

Supplemental data entry specified in instructions, directives or corrosion inspections will 13.1.4 be required at times to facilitate fleet corrosion trend analysis. These analyses rely, to a large extent, on automated processes within maintenance information systems that categorize data and generate information used in RCM trending models. All personnel utilizing these systems shall ensure corrosion documentation processes are followed in order to facilitate analysis of fleet corrosion trends.

Conflicting data entry requirements and information should be aligned or corrected to 13.1.5 the extent possible within established processes and contracts. The T-6 Corrosion Manager should be notified when shortfalls exist with documentation requirements stated within this plan.

Technical Publication Deficiency Reports (TPDR’s) should be initiated for the same issues when they reside within publications issued by the Government in the form of maintenance and inspection publications.

Terminology used to identify, classify and record corrosion and atmospheric categories 13.1.6 should be consistent among all stakeholders and documentation they use. Stakeholders of the program should strive to establish common terminology and incorporate the necessary changes to program documentation, instructions and records.

Reliability Centered Maintenance (RCM)…