Airworthiness Certification of Tejas - Light Combat Aircraft (LCA) for Initial Operation Clearance (IOC) : A Challenging Journey

PR Baghel Regional Director, RCMA(Aircraft) Centre for Military Airworthiness and Certification Marthahalli Colony Post, Bangalore 560037, India Ph: Tel 08025121150 Fax: 080 25233673 Email: [email protected]

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Introduction

Tejas Light Combat Aircraft is an indigenously designed and developed fighter aircraft, with cutting edge, State-of- the- Art technologies. The technologies include, Quadruplex redundant digital Fly-by-wire control system, advanced Avionics, Glass cockpit, Composites for primary structures and dual redundant processor based management systems. LCA development with over 1500 plus successful flights has finally reached its IOC. The IOC marks the culmination of a long journey of aircraft development and rigorous testing to meet international standards of safety and reliability so that the aircraft can be inducted into the countrys Defence forces to serve its intended purpose. Any ab-initio developed military aircraft that enters Indian Airforce must possess Airworthiness Certification from the Centre for Military Airworthiness and Certification (CEMILAC, DRDO), Govt of India, and TejasLCA is no exception to that. CEMILAC is an independent organization that takes the responsibility to declare that the aircraft produced is Safe, Reliable and also meets the desired Performance as specified for IOC. CEMILAC has therefore declared the aircraft Fit to Fly by the squadron pilots. Certification of this class of aircraft has been successfully attempted for the first time in India.

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Certification Methodology

The last fighter aircraft that was indigenously produced by India was Marut, HF-24 , way back in 1960. The next aircraft taken up was LCA, almost three decades later. Several generations of technology had to be caught up during the making of LCA to make it contemporary. This has put a huge onus on the designers as well as the certification agency. As several technologies had to be developed from scratch with practically no prior wherewithal, it has been a challenge to both designers and certification agency to cope with the technological demands and the safety they needed to posses. Certification methodology therefore, had to be exclusively evolved and rewritten in the case of LCA. Considering this situation, Certification of LCA had to be approached concurrently and progressively, where the certification team is involved right from the conceptual stage and throughout. The methodology could be broadly classified into four stages, a) Design Evaluation b) Ground Testing c) Flight Testing d) Certification. This has been addressed at three levels, LRU level, System level and finally Aircraft level. 2.1 Design Evaluation

This is first an important stage of Certification. The top level requirements of the Air Staff Requirements (ASR) are broken down into quantitative individual system requirement specifications. Since the specifications will henceforth guide the design and development of the program, it is extremely important to bring in the certification requirements of Safety & Reliability at this stage. Guidelines from Military Standard and other globally accepted standards are imbibed in the specifications. The design is

progressively frozen through PDRs, CDRs and other reviews, through constant interactions with designers, addressing every aspect of design and certification. 2.1.1 Program Reviews

A project of this magnitude can only be monitored and accelerated through reviews, addressing various design, manufacture, maintenance and certification issues. Some of the important reviews where RCMA(A/C) was an active member are discussed herein. Quarterly reviews : Empowered committee, to monitor the progress of the program by CAS, AirHQ AOMs review, review of maintenance aspects by AOM, Air HQ Monthly review : Tejas Program Review, for project monitoring by DCAS, AirHQ. Weekly review : Program Co-ordination Team (PCT), to resolve design issues amongst various system designers. Flight Development Program review (FDPR), to resolve issues between design and development teams for system and LRUs. Design, Development Certification Review (DDCR), to address certification issues and design. Design Production and Quality review (DPQR), to address quality and manufacturing issues. Flight Test requirement Generation and Certification (FTRG&C), to address flight test requirements towards Certification. Technical control group (TCG), to maintain shop floor activities towards availability and readiness of aircraft for flight testing and plan weekly flight activities. Apart from these reviews, Flight Readinesss and Review Board (FRRB) and Safety Review Board (SRB) were conducted to address Safety issues before the first flight and flights after major design change to the prototype. 2.2 Ground Testing

Verifying whether the design is correct and validating it, if the system is doing the intended function can only be checked through testing. The testing requirement has enabled setting up of various ground test facilities for functional and failure mode testing of all systems. Test rigs help in verifying the design, identify design flaws and also help in fine tuning the design. RCMA(A/C) is a party to defining the technical specification and the Acceptance Test Schedule of the test rig. The test case matrix and schedule for testing the system is thoroughly examined for its adequacy and correctness. The pass-fail criteria is also established before the commencement of the tests. The test results are closely examined for the adherence to the Pass-Fail criteria. 2.3 Flight Testing

Flight testing enables further validation of the system and aircraft performance in totality. Before the first flight of a prototype a Flight Clearance Note (FCN) is generated capturing all the operational conditions, limitations and flight envelopes. Safety of flight is thereafter ensured through adherence to the FCN. Every test flight is accompanied by a Flight Test Schedule, thoroughly scrutinized and co-ordinated by RCMA(A/C) for its safety. Flight Clearance Note : In case of certification of LCA, there were 11 different types of prototype and LSP aircraft manufactured for flight demonstration with different ESOP, store configuration and flight

envelope. RCMA(A/C) is to issue FCN for each vehicle for development flight trials with the conditions of release and limitations. The envelopes would be expanded progressively after gaining sufficient confidence from the flight data analysis of previous flight. The FCN covers the overall objective of flight trials on a particular prototype vehicle. Each sortie however is preceded by a flight schedule duly coordinated by RCMA(A/C) along with NFTC team.

Figure 1:Flight Envelope

Figure 2: Load Factor Envelope

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Route to Certification for LCA towards IOC

Air Head Quarters had drafted the (ASR) in the 1985 to meet the futuristic ( considered at that time) requirements of Indian Airforce, which defines both IOC and Final Operation Clearance(FOC). As the time progressed, the design of the aircraft was found to be mature enough for induction of aircraft into service. However due to some constraints it was not possible to achieve all the mile stones defined for IOC but it was meeting all the basic performance and safety parameters. In the beginning of the year 2010, the target was set to accord IOC by December 2010 with some shortfalls, which was agreed to by Air HQ. To Achieve the IOC by Dec 2010, RCMA(A/C) proactively came forward to consolidate the IOC certification requirement. RCMA(A/C) has prepared a very important document Route to Certification for LCA towards IOC and released on 31st May 2010. The primary objective of this document is to consolidate the activities already completed towards certification and the pending tasks such as analysis, ground trials and flight testing towards achieving IOC requirements. This document also brought the compliance methodology for various tasks such as the Military Standard, System specifications, ASR, store configurations, Qualification of LRUs followed by flight demands. ADA/HAL/NFTC were required to submit the appropriate inputs with relevant documents towards completion of certification activities. In addition, ADA and HAL were also to prepare and submit the documents with compliance matrix of ASR/ MIL-specs duly co-ordinated by RCMA(A/C) All the stake holders in design, development and production of aircraft have received this document well. 3.1 LRUs Certification

A total of 346 LRUs have been identified for LCA to meet the design requirements. 178 LRUs are indigenously developed and 168 LRUs are bought-out-items (BOI) from various foreign sources. The bought out ones were off the shelf items. RCMA(A/C) thoroughly examined the qualification test report

which were already available. In some cases, based on Indian conditions, delta qualification tests were also suggested. Some BOI were found to be already in use on other aircraft such as Mirage, Jaguar, etc. These were considered on the basis of similarity / analogy and envelope matching with respect to LCA. In some cases the BOI were selected from IJT aircraft which was not meeting the LCA envelope. These LRUs were required to be re-qualified to meet the LCA requirements. For the indigenous LRUs which were exclusively made for LCA, RCMA(A/C) was involved in framing the technical specifications and also the Qualification test schedule. These LRUs are firstly cleared for development flight tests and based on their performance feedback and the documentation checklist evolved by RCMA(A/C), they were cleared through the issuance off Type Approval or Service Clearance Certificate. 3.2 System Certification

This is an essential stage of aircraft certification. The consistency in system performance in an integrated form can only define the overall performance of the aircraft. In general, the system certification covers the LRUs qualification for its intended role in the system followed by testing of the system in an integrated manner on ground as well as in flight with all other systems working in together. The LRUs clearance accorded to the development flight trials is based on the SOFT/LQT for general systems. However, for flight critical LRUs, the LRUs has to undergo for FQT envelope before undertaking the development flights.Demonstration of the system functions during flight in various environmental condition and full envelope of the aircraft is also an essential requirement for system certification. The system is initially cleared for development flights with a Certificate of Design (COD). The COD contains the system description, the specifications, testing and the limitations. Based on the performance feedback of the system during the development flights, and the detailed documentation checklist, the system is accorded the System Certificate. RCMA(A/C) drafted a detailed checklist for complete certification process of all 17 systems of the aircraft. This was a Herculean task for both the designers and the certification team to consolidate and finalise the certification. Weekly reviews with the designers were conducted to take stock of the status and to clarify the certification requirements. This process has helped in expediting the system certification process where every system was individually cleared and certified for it performance and safety over 1500 test flights including outstation trials such as the Hot weather, Cold weather, High altitude, Sea level and Weapon trials. The design and testing of individual systems were evaluated as against compliance of top level requirements of the ASR and relevant Military standards. There are 43 top level and several associated Military Standards to comply. RCMA(A/C) has ensured that Tejas is of international standard by complying to each and every requirement of all the relevant Military standards. 3.2.1 3.2.1.1 General Systems

Structures Airframe of LCA contains both Metal and Composite in equal proportion. As composites were used extensively for primary structures for the first time, the material characterization including environmental effects and design features were evaluated extensively. The possible flight load cases were generated and critical load cases were identified. Components and airframe(MAST) were assessed evaluated for strength and stability through extensive analysis and ground tests. Ground Vibration Tests(GVT) were carried out for various configurations on the flight worthy airframe to identify the vibration characteristics and the Aeroelastic analysis were performed on the updated model. The Flutter predictions were verified through progressive envelope expansion by Flight flutter testing. The ServoElastic coupling of Flight Control System were assessed and verified through Structural Coupling Tests(SCT) on the flight worthy airframe for various stores configurations. The initial life for the airframe were arrived by analysis and satisfactory strength tests. The full life of airframe will be assessed through

Main Airframe Fatigue Testing(MAFT). All applicable Military Standards have been thoroughly verified for design/testing compliance by keeping the safety and performance requirements in view prior to according airworthiness clearance. 3.2.1.2 Avionics / Electrical ADA has designed the avionic architecture of LCA with Open Architecture Computer (OAC) as a heart of not only avionic system but driving the parameters from almost all the other systems. The avionic architecture is designed with the contribution of 53 LRUs. RCMA(A/C) had followed very elaborate process for certification of avionic system. The process comprises, study of technical specification and design document, evolve the testing procedure for testing of LRUs in stand alone mode followed by testing in integrated set up. The system is then integrated on the aircraft and again tested for its function in presence of other systems for their Electromagnetic compatibility. Having satisfied during ground operation the flight clearance is accorded by RCMA(A/C) for its demonstration under all conditions/ envelop of aircraft operation. Designers then submit the documents with details of performance and reliability data to RCMA(A/C) for certification. 3.2.1.3 Mechanical Mechanical system consists of Hydraulics system, Undercarriage system, Environmental Control System, Fuel system, Propulsion system, Secondary power system and Fire Extinguishing System, Escape System and Brake Parachute system. There are more than 150 LRUs (indigenous and imported) in the mechanical system. The mechanical systems are mostly software driven and microprocessor based. The system specifications were finalized based on the top level requirements and applicable MIL standards. The design/analysis documents have been examined for design adequacy. The detailed test schedule has been formulated by keeping all the functional, safety/redundancy requirements in view to qualify the system in the test rig and aircraft prior to engine ground run. The test results have been verified for the designed values. All applicable MIL documents have been thoroughly verified for design/testing compliance by keeping the safety and performance requirements in view. The predicted reliability of the system has been verified. The various parameters of the systems which need to be monitored were identified. The flight test points have been formulated to evaluate the system performance. The system performance has been assessed for various environmental and weapon delivery conditions. The airworthiness clearance has been accorded with limitations wherever applicable. 3.2.2 Certification of Flight Critical System : IFCS LCA uses quadruplex redundant digital fly-by-wire Flight Control System. This is a flight safety critical system. This comprises of FCS Software and Hardware. The ground test phase involves rigorous testing on a test rig called Iron Bird. This is a system in the loop testing of the entire FCS. The rig consists of an actual flight standard cockpit with flight standard LRUs. The actual flight hardware like the actuators, hydraulic pumps, tubing, plumbing, are installed on the rig, replicating the aircraft layout. The testing is undertaken in a phased manner. The testing comprises of LRU interface tests, end-to-end open loop tests, closed loop pilot-in-loop-tests and the fault free tests. RCMA(A/C) independently examines the test schedule for the adequate coverage of the normal and failure mode functionalities, correctness of the test procedures, correctness of the expected values and the Pass-fail criteria. The test results are scrutinized for their adherence to pass-fail criteria. Every bug found is flagged with a unique Request for Action, which is tracked till it is satisfactorily closed. Version upgradation is address through fault tree analysis and regression testing. RCMA(A/C) also ensures that a strict configuration control of hardware and software is maintained throughout the testing cycle of the FCS. The Flight Test phase involves monitoring and recording of all critical parameters during flight. The performance of the FCS is carefully studied through post flight data analysis of its parameters across all the 1500 plus development sorties.

3.2.3 Software Certification There are a total of 33 software embedded system on LCA. Software is used in flight safety critical Flight Control System and mission critical Avionics system. A bug in the software could therefore infringe safety or a mission. Software was hence certified through stringent independent verification and validation through out its development life cycle, right from specification, design, implementation and testing at various levels. Flight control system safety is established through IV&V and testing. During evaluation utmost care has been taken to cater for the realization of safety critical functionality and hazards introduced through the software realization. The test schedule is verified for its adequacy, correctness of test scenario and method of testing. Safety critical parameters are monitored throughout testing to capture system level failure tendency and nuisance failures. A Strict configuration control management is ensured during test. The test results are analysed to the required accuracy. Software upgradation is undertaken through impact analysis and regression testing. It can be stated that Safety and Reliability of embedded airborne software are achieved through managed process, product development and systematic certification process. 3.2.4 Weapons and Store Configuration of LCA Being a fighter aircraft, LCA is ably equipped with weapons and stores to enhance its lethality. For IOC the agreed weapons include, R-73 Close Combat Missiles, 1000 lbs bombs , CBLS with 3kgs and 25lbs practice bombs. The stores for IOC include 1200ltr drop tank. 800ltr drop tank has also been integrated, though it is not part of IOC requirement. Integration of weapons and stores on LCA is a critical task. This had to be approached progressively and with extreme caution. The primary objective of integration is the safety to the parent aircraft during carriage and release. RCMA(A/C) played a pivotal role in ensuring that all the safety related aspects of integration have been satisfactorily met. During the integration of R-73 missile, extensive tests on avionics rig to verify the functioning of signal path from pilot press to weapon release point were carried out. It was mandatory to check the effect of exhaust plume on the structure as well as on the engine air intake with firing of static missiles on ground. Static firing of R-73 missile was done to verify thrust, plume geometry and temperature map. The results of this firing was useful in fine tuning of the missile motor and fine tuning of the CFD model to simulate the plume geometry for various altitude and mach number. The temperature mapping was essential to verify the structural integrity of the composite structure in the vicinity of the missile, especially the control surfaces and to assess the thermal shock compatibility of the engine blades. Hung firing study was important to establish the controllability of the aircraft. CFD separation studies and stress analysis for safe separation were also carried out during the process of clearance of R-73 CCM missile for carriage and release. During LDP integration, the effect of the store on the air intake was studied. The OAC software for weapon release in various modes was thoroughly verified in avionics rig. Pit drop test concept followed was followed for the integration of Drop tanks and 1000lbs bombs to verify the functioning of ERU and separation of the store. The missiles were successfully fired during the Goa trials, the bombs and the stores were successfully released during the Jamnagar trials, and the drop tanks were successfully jettisoned during the Chitradruga trials, where RCMA(A/C) played a vital role of releasing the FCN and scrutinizing the flight test schedule for safe carriage and release 3.3 Compliance of Military Standard /Specification

ASR calls for compliance to Military Standard. Also, following Military standard has a commercial viability that would enable world-wide operation of the aircraft and hence it is preferable to follow these requirements. While taking up the task of design and development of LCA, the designers have taken the

relevant Military standard into consideration vis- a- vis requirements specified in ASR. A total of 43 main Military stds/specs. associated with several other standards were considered for design of aircraft and its system. RCMA(A/C) has taken a lead role to understand the compliance of these standards with respect to design of LCA and performance expected by airforce during operation of aircraft by squadron pilots. Each paragraphs of these standards were meticulously studied and correctly interpreted, only then approved for their compliance. The compliance of the standard with short falls has been properly documented and have become part of system certification. Project Management team (PMT) of IAF have also helped the designers for correct interpretation of standards viv-a-vis the performance specified in ASR. The short falls have been scrutinized in depth. In some cases the shortfall has been considered as design limitation, which may not be feasible to comply, but can be addressed in the next variant. 3.4 Compliance of Air Staff Requirements

Air headquarters released the ASR of LCA on 1985. This broadly captures the qualitative requirements of LCA. During induction to Indian Airforce, it is the role of CEMILAC to declare whether all the paragraph of ASR has been met. In this respect, RCMA(A/C) examined all the ASR requirements and established its compliance through design, analysis and testing (ground and flight). 3.5 Weekly review of Certification Status

Merely releasing the route to certification document was not enough to propel the team towards achieving the IOC. In view of this, top management of ADA and HAL in consultation with CEMILAC decided to review the status of certification activities every week. Weekly review of certification has really accelerated the program, where every designer was to give the current status and pending task with PDCs. RCMA(A/C) team has defined a very elaborate checklist of activities to be completed in respect of LRUs certification for both BOI and Indigenous one. RCMA(A/C) has also made a detailed checklist for System Certification. There were 17 systems identified to cover complete aircraft. LRUs certification was one segment of system certification. ADA/ ARDC was to prepare detailed documents towards system certification and submit to RCMA(A/C) for scrutiny and approval. During system certification the RCMA(A/C) team has proactively contributed in preparation of the necessary documentation.

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Release to Service Document (RSD)

When any aircraft has completed its development flight trials, it needs to be released to services, where it will be operated by squadron pilots. Squadron pilots and maintenance crew would not be knowing the complete details about aircraft operational capabilities, maintenance issues, requirements of GSE/GHE/TTGE and publications required during exploitation of aircraft by the Defence services. To capture all above mentioned requirements during service operation, there was a need to prepare a comprehensive document which not only covers al the above aspects but also needs to specify the short falls, ESOP, cleared flight envelope, build standard, details of limited life LRUs, software build standard mass and c.g data etc. RCMA(A/C) team in association with ADA prepared a very elaborate RSD and circulated to all important agencies for their suggestions before its release to the services. Finally with collective effort of RCMA(A/C) the RSD has been prepared and released on 08th January 2011. The same was handed over

to The Chief of Air Staff along with the Certificate of IOC by the Honorable Defence Minister to the Govt of India.

5.0

Tasks for FOC

The clearance of LCA has been approached in two phases IOC and FOC. Most of the requirements for FOC have been met. While Safety and Performance is ensured for IOC, certain advance features like Autopilot, carefree maneuvering, all weather clearance which includes, lightning and wet runway test and elimination of toe strike during ejection are yet to be demonstrated. These will be addressed for FOC. CEMILAC would follow the incremental and progressive approach for the clearance of the same for FOC.

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Conclusion

A novel certification methodology has been evolved and adopted for the airworthiness certification of a complex fourth generation multirole fighter aircraft. CEMILAC had chalked out stringent airworthiness requirements for LCA and meticulously followed them throughout the program development. This has resulted in satisfactory evidence generation to aircrafts Safety, Reliability and Performance. CEMILAC has no doubt in declaring the aircraft Fit to Fly by the squadron pilots. Tejas LCA was a big challenge to CEMILAC, as for the first time in the country a project as complex as LCA, has been certified. Yet again, CEMILAC and its associated RCMAs have lived upto their potential and have performed admirably well to meet the demands of this project. The success of LCA IOC, bears testimony to the valuable contribution made by CEMILAC to the Aerospace development of our country. CEMILAC is thankful to DRDO for the constant encouragement and support received throughout the project. RCMA (A/C) is thankful to Dr K Tamilmani, Distinguished Scientist, Chief Executive (Airworthiness) for the constant guidance and driving the program. Thanks are due to Dr PS Subramaniam, Program Director , ADA and Director (D&D), HAL, for the support in preparation of necessary documentation for certification. On LCAs IOC, CEMILAC wishes to remember and thank all its Scientists, both serving and retired, for their untiring efforts and contributions towards realization of a Safe LCA.