406.2.2Content requirements

MIL-STD-810H

PART ONE ANNEX A

simple in nature and have simple correction actions. For a materiel failure, prepare a more detailed notification letter.

PART ONE ANNEX B

DETAILED PROGRAM MANAGEMENT GUIDANCE

• A. General. Materiel must perform adequately under all environmental conditions associated with its service life; withstand those conditions in transit and storage, and maintain the desired level of reliability after environmentally harsh operation, storage, and transit. In order for this to happen, the effects that environmental conditions have on materiel effectiveness and safety must be determined, considered, analyzed, and integrated into all aspects of the acquisition process as indicated in Part One, Figures 1-4a and b. The guidance provided here and throughout this entire Standard applies to the effects of environments on systems rather than the effects of systems on environmental quality. Therefore, the thrust of this Standard should not be confused with Environmental Impact programs that focus on how to preserve and protect flora and fauna from service personnel, their materiel, and their activities. Conversely, this Standard pertains to the effects that environments have on materiel system effectiveness.

B. Environments of intended use

1. Several sections of the DoD 5000-series on Defense Acquisition address environmental considerations, stressing that a system will be demonstrated in its intended environment (DoDI 5000.02). Unlike other technical areas (e.g., reliability, electromagnetic environmental effects, human factors, and environmental quality), no single section of that series is devoted to addressing natural or induced environmental factors. Therefore, this Part One provides basic program procedures for integrating environmental factors into the materiel acquisition process. This integration is accomplished through input to acquisition planning documents from the Mission Need Statement through the Test and Evaluation Master Plan to detailed test and evaluation plans and reports.
2. Environmental factors, working separately and in various combinations, are known to affect operation, transit, and storage of materiel. The DoD 5000-series documents point out that these factors include climate (temperature, humidity, solar radiation, rain, snow, icing phenomena, wind, blowing sand, dust and snow, ozone, freeze-thaw occurrences, fog, cloud ceiling height, and visibility); weather-related atmospheric obscurants (rain, snow, fog, cloud cover); terrain elements (slope, soil, and vegetation); induced elements (shock and vibration); and field/fleet conditions (obscurants, debris, emissions). Environmental Engineering Specialists (EES) are trained to assist acquisition personnel throughout the acquisition cycle to integrate these environmental concerns into requirements, design, test and evaluation documents, and procedures. See Annex A of this document.

• C. Balancing cost, schedule, and performance considerations. One of the basic policies governing defense acquisition covers the need to translate operational needs into stable, affordable programs. The key to this is using a concurrent systems engineering approach to help ensure reliable performance in all operational environments, when required. This entails designing a product to perform its assigned mission over time in intended operational environments and, at the same time, designing the system to survive non-operational environments (e.g., storage).
• D. Trade-off considerations. Evaluate the need to operate in extreme environments against other factors such as cost, technical feasibility, tactics, doctrine, and materiel platforms. Higher costs, logistical problems, and operational difficulties associated with these environmentally rigorous areas could lead to selecting one of the following:

1. Special materiel capable of operation in extreme environmental areas.
2. Special materiel solely for extreme environments.
3. Modification kits that adapt new standard materiel or previously type-classified materiel to such use.
4. Special design values that are more extreme than normal tailoring would suggest for materiel whose failure to operate would be life-threatening.
5. Special design for materiel that would be useless or dangerous after one-time exposure.

• E. Testing materiel for environmental effects. Developmental and evaluation plans must consider environmental effects outlined in the life cycle environmental profile. Both chamber tests and field/fleet tests serve useful purposes. Apply them at appropriate times during the acquisition cycle. Except for reasons of safety, chamber tests cannot be substituted for field/fleet development tests because unknown synergistic/antagonistic effects from combined/induced environments cannot be built into chamber/laboratory test methods. An example where chamber testing may be substituted for field/fleet testing is ammunition conditioning prior to test firing. Following are some guidelines for laboratory testing, natural field/fleet development testing, and operational testing.

MIL-STD-810H

PART ONE ANNEX B

1. Laboratory testing. Conduct laboratory tests early in the development stage to screen materiel for environmentally caused problems that may degrade materials, performance, or reliability. Conduct laboratory tests according to the general tailoring guidance in Part One, and the specific testing guidelines in Part Two of this Standard.
2. Natural field/fleet development testing. Conduct natural environmental field/fleet development tests to determine the true effects of the real environment. This will allow system assessment of synergistic/antagonistic effects of natural environmental factors combined with human factors, and induced factors such as shock/vibration, smoke/obscurants, and electromagnetic interference. Use established natural climatic test centers and standard test procedures to obtain data that may be compared to previous/following test data, and to develop data bases that may be used for simulations.
3. Operational testing. Conduct operational testing in natural environments that are as realistic as possible. When operational testing cannot subject materiel to the desired ranges of environmental stresses and deterioration that may be encountered during actual operation and storage and transit, development test environmental effects data may be substituted for operational test environmental effects data.

• F. Analytic alternatives to testing actual hardware. In some instances, there may be analytic alternatives to testing actual systems or hardware prototypes in laboratories or in field/fleet environments. An EES can help to establish an engineering basis for selecting and implementing such alternatives. When alternatives to testing actual hardware or prototypes are chosen, Task 401, Environmental Engineering Master Plan, must contain the rationale for their selection, including an explanation of the cost savings, other benefits, and risks to system effectiveness/safety. (See Part One, paragraph 4.1.2b; Annex A, Task 401.) Analytic alternatives include, but are not necessarily limited to the following.

1. Modeling and simulation. Modeling and simulation (M&S) is useful in representing conceptual systems that do not exist, nascent technologies, and extant systems that cannot be subjected to actual environments because of safety requirements or the limitations of resources and facilities (DoDI 5000.02). Modeling and simulation techniques should be used only to the extent that their predictive validities have been verified. They are not intended to be substitutes for tests in natural field/fleet environments. Simulation can reduce high costs involved in producing and testing hardware prototypes. Although artificial intelligence and software simulations may be integral parts of models, neither these types of data nor data from laboratory tests should be used to validate models. The soundest criteria for developing and validating models and simulations come from real world, field/fleet data or knowledge bases. To that end, all fields of science and engineering can help to save costs through simulation by developing or contributing to data bases or knowledge bases that cover the entire domain of environmental effects. (See Annex C, paragraph B.)
2. Testing coupon samples. In some instances, particularly in laboratory tests and natural field/fleet exposure/surveillance tests, there may be significant savings by using coupon samples instead of entire systems when specific materials are the central acquisition issue.
3. Acceptance by similarity. In cases where materiel considered for testing is nearly identical to materiel already tested, and there is no reason to believe that the differences between them would pose an environmentally induced problem, the Program Manager may consider accepting the materiel by virtue of its similarity to the similar materiel already accepted.

• G. Type classification process. Environmental considerations influence the type classification process. For materiel that is designated by the combat developer to be critical to combat success, type classification or fielding may be barred if environmental testing reveals that environmental effects were not considered adequately and incorporated in the design of the system. Additionally, successful system performance and reliability in natural environments are listed as critical issues in Milestone III (production) decisions.

MIL-STD-810H PART ONE ANNEX C

PART ONE ANNEX C ENVIRONMENTAL TAILORING GUIDELINES FOR ENVIRONMENTAL ENGINEERING SPECIALISTS (EES)

A. General. Environmental tailoring is the process of choosing or altering materiel designs and tests so that a given materiel will be manufactured and tested to operate reliably when influenced by the various environmental factors and levels it is expected to experience throughout its service life. The tailoring process, broadly speaking, also includes preparing or reviewing engineering task and planning documents to help ensure realistic environments are given proper consideration throughout the acquisition cycle.

1. Objective of tailoring. Tailoring helps to ensure materiel will be neither under- nor over-designed, nor under- nor over-tested with respect to specific environments it is expected to see during its service life. The tailoring process outlined in Part One, Figure 1-3 shows that it is important not to take design and test criteria directly from natural environment data (descriptions of natural environmental factors or forcing functions found in NATO STANAG 4370, AECP 230, MIL-HDBK-310, and AR 70-38), but rather from the transformations that such forcing functions create as they interact with a platform environment (static or dynamic materiel platforms, including induced environmental changes that result from operating the materiel itself).
2. Tailoring process. Fundamental to the tailoring process is the ability to apply common scientific/engineering sense to environmental life cycle "homework," focusing on realistic materiel design and test criteria. To execute a quality tailoring process, it is necessary to give proper consideration to environments that occur throughout the materiel's life cycle. Completing Tasks 401 through 406 in Annex A will help Program Managers and environmental engineering specialists to apply proper environmental considerations throughout the materiel acquisition cycle. Part One, Figure 1-1 explains the tailoring process in terms of the environmental engineering tasks (Annex A) required by this Standard, thereby serving as a guide for Program Managers, design engineers, environmental engineering specialists, test engineers, and facility operators. Use Task 401, Environmental Engineering Management Plan (EEMP), and Task 402, Life Cycle Environmental Profile (LCEP) as the main guides for tailoring. Careful completion of each of these tasks will help ensure correct environments are identified for tests, that engineering development as well as qualification tests are phased properly into the materiel's acquisition program, and that environmental test conditions are appropriate and traceable to realistically encountered life cycle conditions.

• B. Environmental testing domain.

1. Acquisition personnel. Acquisition personnel, with the assistance of an EES, should derive environmental development and operational test plans according to the environmental tailoring process shown in Part One, Figures 1-1 and 1-4a and b. All types of environments need to be addressed. In the broader sense, environmental considerations go beyond basic climatic factors (such as temperature and humidity) to complex combinations and sequences of factors (such as rapid heating and cooling in high humidity, intermittent rainfall, high microbial activity, and vibration conditions) that can combine synergistically or antagonistically to influence materiel effectiveness. Therefore, the domain of environmental testing goes beyond the laboratory test methods appearing in Part Two of this standard. The broader objective of environmental effects tailoring is to determine optimum design and test specifications for the expected environmental classes such as:

a. Natural Climate Terrain b. Induced Shock/vibration Noise Light Electromagnetic radiation c. Constructed

PART ONE-C-1

Built up areas

Transportation facilities

Communication facilities

Energy sources

d. Conflict

Permanent fortifications

Persistent debris/emissions

Transitory obscurants/emissions

2. Performance of laboratory tests. Conduct the laboratory tests in Part Two early in the acquisition cycle to the extent that they can reveal environmentally caused materiel problems early in the acquisition process before the problems become costly to solve. These laboratory test methods cannot be used as substitutes for field/fleet test methods that measure materiel performance, reliability, safety, and other important aspects of materiel evaluation in natural field/fleet environments. The reason is inherent in the many combined effects that can occur in nature and on materiel platforms in field/fleet operations. By performing the tasks in Annex A, EES from government and industry can assist combat developers, materiel developers, Program Managers, etc., to select factors within each of the environmental classes, tailoring them to the specific materiel application. Different EES may be used in different phases of the acquisition cycle (e.g., system design and system assessment) to maintain independence of those functions.

• C. Climatic categories. One of the vital challenges of the tailoring process is to design materiel to operate in climates of the world in which the materiel is expected to be deployed. Five Climatic Categories may be called out in mission need, materiel requirement, design, and test documents for tailoring purposes: Basic, Hot, Cold, Severe Cold, and Coastal/Ocean. The Basic Climatic Category covers a broad range of climatic conditions in which most materiel should operate and survive storage and transportation. Coastal/Ocean is a relatively new category that may not appear in other documents that describe climates. All categories are described below. Within each category there are one or more "daily cycles" primarily based on variations in temperature and relative humidity levels. All Climatic Categories, except for Coastal/Ocean, are defined in Table C-I and mapped on Figures C-1 through C-3. For further details on the Coastal/Ocean Climatic Category and other outdoor ambient worldwide and regional climates, see NATO STANAG 4370, AECTP 230, MIL-HDBK-310, and AR 70-38.

1. Hot Climatic Category. This Climatic Category includes most of the hot-dry low-latitude deserts of the world. During summer in these areas, outdoor ambient air temperatures above 43°C (110°F) occur frequently. However, except for a few specific places, outdoor ambient air temperatures will seldom be above 49°C (120°F). These approximate temperatures of the free air in the shade approximately 1.5 to 2 meters (about 5 or 6 feet) above the ground (in an instrument shelter). The thermal effects of solar loading can be significant for materiel exposed to direct sunlight, but will vary significantly with the exposure situation. The ground surface can attain temperatures of 17 to 33°C (30 to 60°F) higher than that of the free air, depending on the type/color of the ground surface, radiation, conduction, wind, and turbulence. Air layers very close to the surface will be only slightly cooler than the ground, but the decrease in temperature with height above the surface is exponential. Temperatures at approximately 0.5 to 1 meter (about 2 to 3 feet) will be only slightly warmer than that observed in an instrument shelter at about twice that height.1 In winter, such temperatures are likely to be in the same range as for the Basic Climatic Category. If materiel is designed only for the hot climate, seek a specially tailored low outdoor ambient air temperature design value. Small portions of this area are sometimes subject to very high absolute humidity. However, in these hot-wet areas, the highest outdoor ambient air temperatures and highest dew points do not occur at the same time.
2. Basic Climatic Category. This includes the most densely populated and heavily industrialized parts of the world as well as the humid tropics. The entire range of basic design conditions does not necessarily occur in any one place. Each single condition (high temperature, low temperature, high humidity) occurs in a wide area. When taken together, the design values should be valid for materiel used throughout the area.

• a. Humid tropic zone. Humid tropic areas are included in the Basic Climatic Category rather than being considered an extreme category because humid tropic temperatures are moderate and their humidity levels are equaled at times in some of the other mid-latitude areas. The features of the humid tropics most important for materiel system design are moderately high temperatures and high rainfall throughout the year that spawn persistent high humidity and high flora and fauna diversity. These combined environmental conditions greatly increase insect and microbiological damage and promote corrosion more so than any other region of the world. This is important for DoD’s Corrosion Prevention and Control Program (DoDI 5000.02).
• b. Intermediate zone. These are mid-latitude areas that do not combine higher temperatures with higher humidities throughout the year, and at the same time are not climatically extreme enough to meet the conditions for Hot or Cold Climatic Categories. This zone includes the daily cycles shown in Table C-I, plus a condition known as "cold-wet" that can occur within the mild cold daily cycle at or near the freezing point (2 to -4°C (35 to 25°F)) with relative humidity tending toward saturation (100 to 95 percent RH) and negligible solar radiation.

3. Cold and Severe Cold Climatic Categories. These areas include northern North America, Greenland, northern Asia, and Tibet. In the Cold Climatic Category, the temperature during the coldest month in a normal year may be colder than the Basic Climatic Category cold extreme of -32°C (-26°F). In the Severe Cold areas, the temperature during the coldest month in a normal year may be colder than the Cold Climatic Category extreme of -46°C (-51°F). Temperatures colder than -51°C (-60°F) occur no more than 20 percent of the hours in the coldest month of the coldest part of the area (northern Siberia) where temperatures as low as -68°C (-90°F) have been recorded. Because extremely low temperatures are not controlled by a daily solar cycle, they persist for a long enough period of time to cause materiel to reach equilibrium at extremely low temperatures.
4. Coastal/Ocean Climatic Category. These areas include open seas and coastal ports north of 66°33'S. The area south of 66°33'S, the Antarctic Circle area, is excluded because of extremely harsh conditions that would call for special, case-by-case designs outside of the scope of the conditions/procedures covered in this Standard, and because military conflicts are highly unlikely in this international area. In general, materiel should be designed to operate in the Coastal/Ocean Climatic Category during all but a small percentage of the time when routes may be closed to navigation because of sea ice. See NATO STANAG 4370, AECTP 230, MIL-HDBK-310, and AR 70-38 for details.

• D. Considerations for determining climatic categories for materiel systems.

1. Normal environment considerations. All combat and combat support systems should be designed for at least the Basic Climatic Category, meaning that design temperatures will include the outdoor ambient air temperatures range of -32°C (-26°F) through +43°C (109°F). See Figure C-1 and Table C-I. In addition, Tables C-II through C-IV contains a summary of potential environments an item may encounter during its life cycle.
2. Extreme environment considerations. Materiel intended to be deployed or used in extreme climates (hot, cold, and severe cold), in areas with extreme non-thermal weather conditions (such as blowing sand and dust), or in areas with mobility-restricting terrain conditions (such as tundra soil and heavily forested areas) will require additional planning, design, and testing considerations. In addition to being prepared for the Basic Climatic Category, most materiel will need to be designed, developed, tested, and evaluated for operation, storage, and transit conditions in areas of the world that experience extreme temperatures. According to NATO STANAG 4370; AECTP 230, MIL-HDBK-310; and AR 70-38; to qualify as an area of extreme temperature, the area must meet one of the following two conditions: (1) have one percent or more of the hours in the hottest month equal to or exceeding 43°C (109°F); (2) have one percent or more of the hours in its coldest month equal to or lower than -32°C (-26°F). The areas that have more extreme temperatures than these are the Hot, Cold, and Severe Cold Climatic Categories shown on Figure C-1 and Table C-I. In addition, Tables C-II through C-IV contain a summary of potential environments an item may encounter during its life cycle.