PGRPE

Civil Aircraft Flight Testing

Oct-Nov 2010 Golden Jubilee hangar, NAL

Vineet Kumar
Centre for Civil Aircraft Design and Development National Aerospace Laboratories, Bangalore Council of Scientific and Industrial Research
CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Need for development of small civilian aircraft in India Light Canard Research Aircraft Development of HANSA-3 aircraft Development of SARAS aircraft Development of NM5-100

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

NAL should initiate a major thrust in civil aviation by identifying areas where opportunities exist in India, develop and integrate civil aviation products including aircraft and chart a blue print and strategy for establishing a vibrant civil aviation industry
Market studies Continuous tracking of market, policies, regulatory issues, etc Design, development and manufacture of small aircraft

NM5-100
C

               
CI I I C I I C I

First effort was to WET hands in building and flying aircraft  LCRA built from plans and raw materials procured from USA  First flight : February 1987

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Set up Flight Experiments Division 11 June, 1988 to manage HANSA project  Participation of many scientific divisions of NAL First flight of HANSA-2 : November, 1993 First flight of HANSA-3 prototype-1 : November, 1996  Extensive redesign to reduce weight  New power plant : Rotax 914F3 Day-night flight capability Certified under JAR-VLA via FAR-23 category

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Innovative vacuum moulding technique process for fabrication of airframe Maintenance and repair of glass fiber composite structure Design of composite aircraft structures, integration of small aircraft Lightning protection scheme Type certification for civil use

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

14 seater commuter LTA - SARAS

Metallic & Composite materials for structure CFC flaps, control surfaces, fairings P&WC PT6A-67A / 66 turbo-prop engine  1200 / 850 SHP 2.65J (5 bladed) constant speed propeller Max. cruise speed Max. cruise altitude Max. R/C, ISA, SL Endurance T.O. distance, ISA, SL Landing distance, ISA, SL : : : : : : 550 km / h 9 km 700 m / min. ~ 5h 700 m 850 m

Design to meet FAR- 23 / 25 requirements FARC

& & !$!1$#  $)&!$ #$! $ !$!1$#  $)&!$ #$! $ ! !   0)!#"% ( ' &%  $  $ # " 0)!#"% ( ' &%  $  $ # "
CI I I C I I C I

Max AUW = 7100 kg. (max payload 1.2 tons over a distance of 500 km) Composite HT, VT, wing (VERITy), flaps, control surfaces Engine Indication and Crew Alert System (EICAS) indigenous development Autopilot indigenous development All glass cockpit

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FRONT TOP SKIN

Composite components in SARAS

HORIZONTAL STABILIZER

FLOOR BOARD

ELEVATOR

BELLY FAIRING

RUDDER

WING INBOARD FLAP OUTBOARD FLAP AILERON PRESSURE BULK HEAD

FIN

Percentage of composites by weight in PSA = 33.06

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

New initiative taken by NAL under the 10 FYP Network project First PPP for aircraft development in India (M/s. MAPL) Certification standards : FAR-23 PDR and CDR completed. Tooling and jig fabrication under progress DGCA has cleared fabrication of ground test article at CSIR-NAL (CAR-21)
CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Weights Max take-off weight = 1525 kg Useful load = 580 kg Performance (ISA sea-level except where noted) seaFlaps-up stall = 60 KIAS (110 kmph) Flaps-down stall = 52 KIAS (96 kmph) Range (with 320 kg payload) = 700 NM (1295 km)* Max. level speed = 160 KIAS (296 kmph) Max. rate of climb = 1300 fpm (396 m/min) Cruise altitude = 10000 ft (3050 m) Dimensions Length = 8.7 m Height = 2.2 m Wing span = 10.9 m Powerplant Lycoming IO-540 engine (Avgas) 3-blade constant-speed propeller Systems Day/night VFR/IFR capable (basic) Air-conditioning (option) 2-Axis Autopilot (option) All metal construction
* Range at 10000 with 45 minute reserves CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

FLIGHT TESTING       Why do the tests? Scope Aircraft level tests before commencing flight tests Flight test reviews Instrumentation and data Type of tests

    

Involvements Flight test plans A typical flight test Flight test results and design data Example

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Preliminaries
 Design
Computations CFD FEM Kinematics simulation.. Ground tests, Ground Vibration tests Rig tests Bench tests Wind Tunnel tests Empirical data

    

Models on bench/ in laboratory Analysis, Computer simulation Strength, Performance, Airworthiness Component fabrication, integration Sub-system / system level tests Sub-

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Empirical Engineering

Computations

Flight testing

Ground based testing

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Aircraft level tests before commencing flight tests


    Rigging of Controls, Engine Engine power-on, systems powered Flight safety reviews Engine ground runs Taxi trials  Low speed  High speed

Type of tests  Performance tests of the flying machine

 Stability and Control tests  Systems tests  Hydraulics  Electrical  Avionics  Display  Navigation  Environmental control
CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Real-time monitoring

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Higher and Faster !!

 Flight envelope expansion 

Altitude and Speed

Movers and Shakers !!

 

Stalls Flutter

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CONTINUING. 
     Preliminaries Aircraft level tests before commencing flight tests Flight test reviews Instrumentation and data Type of tests Why do the tests

    

Involvements  Flight test crew, Ground crew / supervisors / inspectors, Airworthiness, Designers Flight test plans  Major phases, group of flights for objectives, individual flight test card A typical flight test Flight test results and design data  Expected results, validity of results, improvements and curtailments Example

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Individual Flight Test - Sequence

 Requirements, test objectives, Design of tests  Restrictions, limitations and safety aspects  Briefing
Accomplishment of a total mission will normally require the following tasks: 1. Pre-flight ground operations 2. Take-off and climb. 3. Navigation to pre-determined points. 4. Maneuvering and testing. 5. Navigation to a landing point. 6. Approach and landing. 7. Post-flight ground operations.

 Hot debrief  Data debrief

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

A Typical Flight Test  Flight # 37 (Take-off weight 6250 kg, C.G. Location 34%c)
 Take-off with flaps 10 deg  Retract L/G at 300 ft AGL  Stabilize at 10,000ft  ECS test at speeds 125, 140 and 160 Kcas (Cooling Fan ON/OFF)  Phugoid characteristics at 130 Kcas  Elevator input to excite longitudinal model (3-2-1-1 input)  Rudder doublet followed by Aileron input  Initial exercise towards Vmca determination
Dynamic response of aircraft after one engine failure (simulated)

 Landing

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CONTENTS            Preliminaries Aircraft level tests before commencing flight tests Flight test reviews Instrumentation and data Type of tests Why do the tests Involvements Flight test plans A typical flight test Flight test results and design data Examples  Engine Torque For Zero Thrust

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Model mounted on a ventral strut; measurements with internal balance 1.2m trisonic wind tunnel, NAL
CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Engine torque resulting in zero thrust : Why

Low altitude operation Need to assess One Engine In-operative performance without engine switch-off Manufacturers Thrust data below 20% Torque not available

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Engine torque resulting in zero thrust : Flight results

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Engine torque resulting in zero thrust

Low altitude operation Need to assess OEI performance
Mfrs Thrust data below 20% Torque not available

Iterative procedure developed

Flight Data Partial climbs / Descents Different speeds, Torque (5% to 60%)

To start : D1=TEEPP at 20% Tq - (WF *RODF /VF) + A.F.

ROD2 = (-D1)VF/W F

Torque resulting in ROD2 from flight data

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Thank you

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Instrumentation and Data

 Necessary instrumentation  Flight test instrumentation   

Mandatory data recording Flight test data recording Real-time monitoring

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Why Performance Testing ?

The designer makes decisions regarding wing loading, power plant selection, airfoil selection, planform configuration, and other design considerations. Actual aircraft performance characteristics are not always the same as the design. Determining aircraft performance depends upon knowledge in several disciplines including: atmospheric science; fluid dynamics; thermodynamics; subsonic aerodynamics; and supersonic aerodynamics, propulsion system characteristics of the aircraft. Using appropriate test methods and techniques, the flight test team begins to answer questions about the aircraft's predicted or actual performance such as: How fast will the aircraft fly?, How high will the aircraft fly? , How far and/or how long will it fly on a load of fuel?, How much payload can the aircraft carry? , How long a runway is required for takeoff and landing? , How fast will the aircraft climb? , How expensive is the aircraft to operate? The results of performance flight testing are used for several purposes: 1. Determine if the aircraft meets specified performance requirements. 2. Provide data to construct aircraft flight manuals for use by operational aircrews. 3. Determine techniques, procedures for operational aircrews to attain optimum aircraft performance. 4. Obtain research information to advance aeronautical science or to develop new flight test techniques

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Why Flying Qualities Investigations ?

The prime reason for conducting flying qualities investigations is to determine if the pilot-airplane combination can safely and precisely perform the various tasks of the total mission of the airplane. This determination can generally be made by the pure qualitative approach to stability and control testing. However, this is only part of the complete test program. Quantitative testing must also be performed in order to: 1. Substantiate, if possible, the pilot's qualitative opinion. 2. Document those characteristics of the airplane which particularly enhance or derogate some flying quality. 3. Provide data for comparing airplane characteristics and for formulating future design changes. 4. Provide base data for determination of future expansion of flight and CG envelope or total mission. 5. Determine conformance or nonconformance with appropriate test specifications. A balance between qualitative and quantitative testing must be achieved in any stability and control test and evaluation program.

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Why Systems Flight testing ?

The designer makes decisions regarding system choices and design parameters. He must choose their operating modes, the resolutions required for each system, and the operator interface required to allow the aircrew to use the systems. There is a need for systems flight testing to determine the actual performance. Determining aircraft systems performance depends upon fundamental knowledge in several disciplines, including: radar, communications, electro-optics, Hydraulics, Pneumatic and navigation. Using appropriate test methods and techniques, the flight test team begins to answer questions about the system's predicted or actual performance such as: 1. How accurate is the navigation system? 2. To look for any masking of antenna, Landing gears, Brakes 3. Failure condition investigation and behaviour 4. Support systems requirements The results of systems flight testing are used for several purposes: 1. Determine if the aircraft meets specified systems performance requirements. 2. Provide data to construct aircraft flight manuals for use by operational aircrews. 3. Determine techniques, procedures for use by operational aircrews to attain optimum system performance. 4. Obtain research information to advance systems knowledge or to develop new flight test techniques.

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Responsibilities of Test Pilots and Engineers

Test pilots and engineers provide the necessary balance between qualitative testing (the pilot's opinion) and quantitative evaluation (the engineer's knowledge of theory, instrumentation, and specifications). This, however, does not imply that the test pilot should be only a driver . To perform the necessary tests and evaluations, the test pilot must also have more than conversational knowledge of all . The engineer must possess a thorough knowledge of the pilot tasks required in performing a total mission to participate fully in formulation and conduct of the test and evaluation program.

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

The Test Pilot

The test pilot must be highly proficient with the stick & throttle to obtain accurate data. He must be trained and have well-developed observation and perception powers to recognize problems. He must have a keen ability to professionally absorb results to understand, explain findings.

To fulfill these expectations, he must possess a superior knowledge of:

1. The airplane undergoing evaluation and airplanes in general. 2. The total mission of the airplane and the individual pilot tasks required to accomplish the mission. 3. Test techniques and associated theory required for qualitative testing and quantitative evaluation.

The test pilot's knowledge of the airplane must exceed the knowledge required just to mechanically operate the engine-airframe combination. The test pilot must also consider the effects of internal and external configuration on flying qualities.

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

The Project Engineer

He must possess a superior knowledge of:
1. Instrumentation requirements. 2. Formulation and co-ordination aspects of the test and evaluation programme. 3. Data acquisition, reduction and presentation. 4. Preparation of test cards, briefings. 5. Technical report writing. Additionally, The project engineer must have at least general knowledge of the items for which the test pilot is mainly responsible. A great deal of the engineer's time will be spent in working with flight and ground test data. He must review data from wind tunnel studies and flights. From this data, critical areas may be determined prior to actual flight tests. During the actual flight tests, the engineer may monitor and aid in the acquisition of data through telemetry facilities and radio, or by flying in the test airplane. Following completion of flight tests, the engineer coordinates data reduction, data analysis, and data presentation. The engineer will write many parts of the report which do not require information based on pilot opinion.
CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

Data Acquisition
Flight test Instrumentation : Data acquisition systems with all calibrated sensors KAM500 Master and slave unit configuration Master unit
KAM500 is used to generate PCM data stream to transmit and to store the data. Ruggedised PC - For Programming the KAM-500 and Quick look display Configured for multiple sampling rate Slave Unit - All sensor outputs from the engine, wing and other parts brought to the slave

Telemetry for transmitting RF signal Ground receiving station Tracking antennas system RF receiver Decommutation system

CENTRE FOR CIVIL AIRCRAFT DESIGN & DEVELOPMENT NATIONAL AEROSPACE LABORATORIES

CONFIDENCE LEVELS
The quality of a data point, whether it meets test requirements and test conditions, is determined by the test pilot/test team at the time the data are gathered. Confidence levels (CL) are a quantitative data rating scheme used to relate information about the quality of the data. The assignment of a CL to a data point is important to provide the test team and other future users of the data assistance in: 1. Determining how strong a conclusion can be based upon the data point. 2. Weighing of data when curve fitting. 3. Prioritizing further tests. Low Confidence Levels can result from several causes. The following are some of the primary factors: 1. Atmospheric conditions (turbulence, wind shear). 2. Aircraft condition (marginal or degraded engine performance). 3. Pilot technique.

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