Section_L_Atch_18-TACC_for_APT.xlsx

Cover Page (Cert Basis)

Tailored Airworthiness Certification Basis for Advanced Pilot Training Aircraft

Technical Airworthiness Authority-approved

Solicitation FA8617-17-R-6219 Section J – Attachment 17 Section L –Attachment 18 – Tailored Airworthiness Certification Basis (TACC) for APT Aircraft

Solicitation FA8617-17-R-6219 Section J – Attachment 17 Section L –Attachment 18 – Tailored Airworthiness Certification Basis (TACC) for APT Aircraft

System Information

The APT aircraft is classed as a land-based Class IV Trainer in accordance with (IAW) MIL-STD- 1797B, Flying Qualities of Piloted Aircraft, Paragraph 4.1.3, Table I, Air Vehicle Classes. As such, criteria that apply to Rotorcraft, Shipboard Operation, STOL, V/STOL, VTO, or Unmanned Aircraft Systems (UAS) have been marked not applicable. In addition, standards that contain requirements related to these systems or relate specifically to Navy or Army requirements have been lined out.

This certification basis is for an APT aircraft configuration without Aerial Refueling (AR) capability, which is the threshold requirement. Should the EMD configuration include the objective requirement of AR, the certification basis will be updated to address the AR systems and tanker interactions.

System Description:

Limitations:

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The APT Program plans to acquire 350 production aircraft and 1 test aircraft along with 46 aircrew training devices (ATD) as part of a comprehensive Ground-based Training System (GBTS) including simulators, trainers, classrooms, and courseware. In addition, the program also plans to require the related support equipment required to maintain both the aircraft and the GBTS. The APT Program will replace the T-38C and GBTS used in USAF’s Specialized Undergraduate Pilot Training (SUPT) program, which provide advanced training for pilots in AETC’s fighter and bomber track as well as its Introduction to Fighter Fundamentals (IFF) course. The T-38 currently used for advanced pilot training first entered service in 1961. The APT Aircraft will bring new capabilities, including enhanced high-G and a higher angle of attack. Together with updated avionics and an improved GBTS, the APT Program will provide training opportunities more closely aligned with today’s fourth and fifth-generation fighters.

The APT aircraft is an Air Force only aircraft and thus is not planned to be acquired by other services or sold to FMS customers at this time. The acquisition strategy is to acquire either a modified-existing or purpose-built aircraft design to meet APT requirements. The aircraft will certified to MIL-HDBK-516C airworthiness certification criteria in accordance with AFPD 62-6 and AFI 62-601.

The advanced jet trainer platform will be a two seat, highly maneuverable aircraft capable of performing aerobatic and combat-representative maneuvers consistent with the training profiles in AETC’s SUPT and IFF syllabi. It will be required to have a design service life of 22 years and 8,000 flight hours. The aircraft could be single or dual engine with or without an afterburner. Landing gear will be required to operate on hard-surface runways. There are no Chemical, Biological, Radiological or Nuclear (CBRN) defense requirements.

The aircraft will be operated in all phases of basic flight including the following: visual flight rules; instrument takeoff, departure, en route procedures, en route descents, area navigation and approach; as well as low-altitude navigation. APT aircraft will be flown in basic formations; formation flying includes rejoining to all positions in multi-aircraft formations. It will be capable of employment day or night, and in adverse weather. The aircraft service ceiling is between 45,000 and 55,000 feet; training profiles extend to only 21,000 ft pressure altitude.

The aircraft will be required to perform aerobatic and combat representative maneuvers consistent with AETC syllabi training profiles. Aircraft requirements, which are influenced by fifth-generation fighter performance, require the following agility: (1) sustained G capability of ≥ 6.5 Gs with an objective of 7.5 Gs; (2) instantaneous Gs of ≥ 8.0 Gs; 3) G-onset rate of ≥ 6.0 Gs/sec; 4) instantaneous turn rate of ≥ 18 deg/sec; and 5) sustained turn rate of ≥ 12.5 deg/sec. The aircraft will be capable of maneuvering at an angle of attack of at least 20 deg with a 25 deg objective. The aircraft will be capable of flying inverted under positive G for unlimited duration and unlimited occurrences without adverse effects to the aircraft and subsystems for all engine thrust levels.

The aircraft cockpit will be equipped with aircrew-configurable, large-area, head down displays (HDD). The front cockpit will also be equipped with a head-up type display (HTD) (e.g. conventional glass Head-up-Display and/or Helmet Mounted Display). The rear cockpit will be equipped with either a HTD or a high-definition display repeater that displays the content of the front HTD. The HDD, HTD, and display repeater, if provided, will be required to be endorsed by Air Force Flight Standards Agency as Primary Flight References. HDDs will have a selectable repeater mode in which the front cockpit displays are repeated in the aft cockpit. The jet must have the capability to be operationally flown from either cockpit, and all actions needed to safely recover the aircraft can be performed from the aft cockpit. Because the aircraft will be capable of day/night operations, displays and interior and exterior lighting are in accordance with MIL-STD-3009 Type I, Class B or C NVIS. The cockpit will accommodate JPATS anthropometric cases 1-7, and will be equipped with an ejection system.

The aircraft will incorporate Communications, Navigation and Surveillance/Air Traffic Management (CNS/ATM) systems that allow operations in the National Airspace System as well as Military Operating Areas/Ranges. CNS/ATM capabilities include the following: two-way simultaneous VHF/UHF/guard communications; RVSM; VOR/DME and TACAN departures, en-route navigation, and approaches; RNAV-2 / RNP-2 (en-route), RNAV-1 / RNP-1 (terminal), RNP-0.3, and RNP Approach (RNAV (GPS) procedures to LPV, LP, LNAV/VNAV and LNAV lines of minima; , ILS Cat 1 approaches; SIF/Mode S secondary surveillance radar transponder; ADS-B Out on 1090 MHz, ADS-B In traffic and flight information services; TCAS II; GPWS; and a tri-band ELT.

The aircraft will be equipped with embedded training functionality. Simulated radar, RWR/DMS and situational awareness displays; simulated chaff and flares; simulated air-to-air and air-to-ground weapons; and constructive airborne and ground entities may be displayed on the HDD and HTD cockpit displays. Embedded training capability also includes aircraft-to-aircraft datalink.

The APT Aircraft will be capable of carrying an external stowage, storage pod and a weapon systems support pod, with structural and mechanical interfaces IAW MIL-STD-8591, Airborne Stores, Suspension Equipment and Aircraft-Store Interface, and electrical interfaces IAW MIL-STD-1760, Aircraft/Store Electrical Interconnection System, at the store location(s). The aircraft has a threshold requirement to have a growth path for an in-flight refueling system. Integration of an actual in-flight aerial refueling capability is an objective requirement.

Compliance Summary

Listing of Noncompliant Criteria & SSRA Summary:

Non-Compliant Criteria System Safety Risk Assessment (SSRA) HRI #

USAF AIRWORTHINESS RISK ACCEPTANCE MATRIX

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Criteria Compliance Summary

Compliance Summary Compliant High Risk Serious Risk Medium Risk Low Risk Error 0 0 0 0 0 0

4 Systems Engineering

Quicklook Comments (Is the package complete, data available, non-compliances and risks ID'ed) EZ Quicklook Implications/Impact EZ SME Compliance Assessment (Y/N) EZ Issue With Compliance

EXAMPLES OF TYPICAL CERTIFICATION SOURCE DATA

1. Reliability, quality, and manufacturing program plans.

2. Contractor policies and procedures.

3. Durability and damage tolerance control plans.

4. Work instructions.

5. Process specifications.

6. Production/assembly progress reports.

7. Quality records.

8. Defect/failure data.

9. Failure modes, effects, and criticality analysis (FMECA) documentation.

10. Tech data package.

11. As-built list to include part numbers/serial numbers for all critical safety items/components.

12. List of deviations/waivers and unincorporated design changes.

13. List of approved class I engineering change proposals (ECPs).

14. DD Form 250, Material Inspection and Receiving Report.

15. Configuration management plans/process description documents.

16. Diminishing Manufacturing Sources Plan.

17. Obsolete Parts Plan.

18. Test reports.

19. Test plans.

20. FAA Airworthiness Directives and Advisory Circulars.

21. Manufacturer-issued service bulletins.

22. Civil aviation authority certification plan.

23. Civil aviation authority certification basis.

24. Civil aviation authority certification report.

25. System Safety Analysis Report.

26. Counterfeit Prevention Plan.

CERTIFICATION CRITERIA, STANDARDS AND METHODS OF COMPLIANCE

The following criteria, standards and methods of compliance apply to all air systems and represent the minimum requirements necessary to establish, verify, and maintain an airworthy design.

4.1 4.1 Design criteria.

4.1.1 4.1.1 Requirements allocation.

Criterion: Verify that the design criteria, including requirements and ground rules, adequately address airworthiness and safety for mission usage, full permissible flight envelope, duty cycle, interfaces, induced and natural environment, inspection capability, and maintenance philosophy.

Criterion: Verify that airworthiness and safety design criteria are adequately addressed at component, subsystem and system levels, including interfaces, latencies, software and information assurance.

Criterion: Verify that, for commercial derivative air vehicles, the air vehicle's certification basis addresses all design criteria appropriate for the planned military usage.

N N: If the proposed aircraft is not a Commercial Derivative Aircraft (CDA).

Y: If offeror is proposing a CDA.

Criterion: Verify that safety of flight related failure conditions have been adequately addressed in the design criteria.

Criterion: Verify that the air system is designed to operate in the natural and induced environments for which it is intended.

Criterion: Verify that the air systems design criteria identify flight and safety critical functions, and their degraded and failed modes and states. Verify that the air system and air vehicle detect and respond appropriately, predictably, safely and in a timely manner to flight and safety critical function degraded states or failures.

N APT is not a Unmanned Aircraft System. Standard: The design criteria identify flight and safety critical functions, modes and states for the air system, including the air vehicle. The air system design criteria identify flight and safety critical function degraded states and failures.

The air system detects and responds appropriately, predictably, safely and in a timely manner to flight or safety critical function degraded states or failures.

The air vehicle detects and responds appropriately, predictably, safely and in a timely manner to air vehicle flight or safety critical function degraded states or failures, with or without operator intervention.

The air vehicle detects and responds appropriately, predictably, safely and in a timely manner to loss of flight and safety critical command and control data link(s) between the operator and air vehicle.

The air vehicle response to loss of command and control data link is appropriate and safe for the airspace in which the air system will be operated.

The air system detects and responds appropriately, predictably, safely and in a timely manner to the sense and avoid function for the airspace in which the air system will be operated, with or without operator intervention.

The air system (including air vehicle) responses to flight and safety critical function normal and degraded states or failures, and loss of flight and safety critical command and control data link(s):

a. Activate appropriately and in a timely manner,

b. Activate only when needed,

c. Safely transition to pre-determined modes and states (see also 6.2.2.4 of this document),

d. Activate pre-determined procedure(s) for restoring functionality,

e. Alert airspace control or air traffic control, as necessary, and

f. Prevent entry into pre-defined keep-out airspace or over-flight of pre-defined surface regions (see also 11.1.1.5 of this document).

(For information, see also 6.2; 8.3.10; 11.1.1 and 11.2.3; Section 15; and 17.2.9 of this document.)

Method of Compliance: Verification methods include analysis, test, simulation, demonstration, and inspection of documentation.

Inspection of documentation verifies that design criteria and processes identify flight and safety critical functions, modes and states; flight and safety critical functions degraded states and failures; and loss of flight and safety critical command and control data link(s). Inspection of documentation verifies that design criteria and processes ensure air system responses are appropriate for the intended airspace.

Analysis verifies that flight and safety critical functions, modes and states for the air system, including the air vehicle, are identified.

Analysis verifies that flight and safety critical function degraded states and failures are identified.

A combination of ground testing and simulation verifies that the air system (including air vehicle) detects and responds appropriately, predictably, safely and in a timely manner to: (1) flight or safety critical function normal and degraded states or failures, with or without operator intervention, (2) loss of flight and safety critical command and control data link(s), and (3) sense and avoid function, with or without operator intervention. This testing and simulation verifies that the air system (including air vehicle) responses:

a. Activate appropriately and in a timely manner,

b. Activate only when needed,

c. Safely transition to pre-determined modes and states,

d. Activate pre-determined procedure(s) for restoring functionality,

e. Alert airspace control or air traffic control, as necessary, and

f. Prevent entry into pre-defined keep-out airspace or over-flight of pre-defined surface regions.

(For information, see also 6.2.2.4, 6.2.2.8, and 6.2.2.9 of this document.)

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4.1.7 4.1.7 Flight termination system.

Criterion: Verify that the flight termination function, if incorporated into the design, is safe, secure and reliable.

4.2.1 4.2.1 Tool and database processes.

Criterion: Verify that all tools, methods, and databases used in the requirements management, design, risk control and assessments of safety are applied appropriately and exhibit accuracy commensurate with their application.

Inspection of documentation verifies that the design analysis, modeling and simulation tools are substantiated by and based on actual test data (when available). Actual system verification results are compared with design analysis, modeling and simulation tool results and databases for validation purposes.

4.3.1 4.3.1 Selection of materials.

Criterion: For Army and Navy air systems, verify that the material selection process uses validated and consistent material properties data, including design mechanical and physical properties such as material defects, and corrosion and environmental protection requirements (see also Section 19, Materials; Section 5, Structures; and Section 7, Propulsion; Section 8, Air Vehicle Subsystems of this document).

a. An Aerospace Materials Specification (AMS) issued by the SAE Aerospace Materials Division,

b. An ASTM standard published by ASTM International (formerly the American Society for Testing and Materials),

c. A government (Military or Federal) specification, or

d. Other specifications as approved by the procuring agency.

If an approved specification for the product is not available, an acceptable draft specification has been prepared.

4.4.1 4.4.1 Key characteristics.

Criterion: Verify that key product characteristics (including critical characteristics) have been identified.

Criterion: Verify that all critical process capabilities exist to meet key product characteristic requirements (including critical characteristics).

Y Standard: All key characteristics (including critical characteristics) are mapped to corresponding critical processes. Critical process capabilities are characterized, process capability indices (Cpk) are calculated and acceptable limits established. Process control plans for critical processes are defined and implemented throughout the supply chain. For Army and Navy only, quality control procedures for critical processes are defined and implemented throughout the supply chain. Method of Compliance: Critical process capabilities and control plans are verified by inspection of design documentation and process control documentation and if applicable, on-site audit documentation, throughout the supply chain.

Criterion: Verify that all critical process controls exist to assure key product characteristic requirements (including critical characteristics) are met.

Criterion: Verify that the as-built configuration matches the as-designed configuration.

Criterion: Verify that nondestructive inspection (NDI) processes have been validated to assure conforming parts.

4.5.1 4.5.1 Procedures and limitations.

Criterion: Verify that processes are in place to identify and document normal and emergency procedures, limitations, restrictions, warnings, cautions and notes.

Criterion: Verify that processes are in place to identify and document the technical data, and that the technical data are consistent with the defined functional and product baseline.

Criterion: Verify that procedures are in place for establishing and maintaining air system flight safety, as affected by product design changes, safety issues, changes in operations, maintenance, transportation or storage.

Y Standard: Processes are defined, documented, and implemented to establish and accomplish timely updates to operator and maintenance manuals as made necessary by product design changes, identified safety issues (e.g., Category I Deficiency Reports), changes in operational concepts, usage, maintenance concepts, transportation, or storage. Current updated technical data are used to effect technical manual revisions. Maximum timelines to incorporate changes in manuals are based on the effect of the change and the severity of the identified hazard. Method of Compliance: The adequacy of establishment and change processes for operator and maintenance manuals is verified by inspection of process documentation. Inspection of examples of revised operator and maintenance manuals (i.e., change pages) verifies traceability to change events.

4.6.1 4.6.1 Functional baseline.

Criterion: Verify that the functional baseline is established and under configuration control to preclude unauthorized changes.

Criterion: Verify that the allocated baseline is established and under configuration control to preclude unauthorized changes.

Criterion: Verify that the product baseline is established and under configuration control to preclude unauthorized changes.

Criterion: Verify that all safety-critical items are tracked and under configuration control.

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5 Structures

Quicklook Comments (Is the package complete, data available, non-compliances and risks ID'ed) EZ Quicklook Implications/Impact EZ SME Compliance Assessment (Y/N) EZ Issue With Compliance

The air vehicle structure, herein referred to as the aircraft, includes the fuselage, cockpit, wing, main and tail rotor, proprotor, empennage, tail pylon, structural elements of landing gear, the control system, control surfaces, drive system, rotor control systems, radomes, antennas, engine mounts, nacelles, pylons, thrust reversers (if not part of the engine), inlets, aerial refueling mechanisms, shipboard related airborne apparatus/devices (fixed wing catapult and arresting components; rotary wing/tiltrotor recovery assist, securing probe/harpoon system components and backup structure), structural operating mechanisms, structural provisions for seats, equipment, medical evacuation equipment, storage and on-board facilities payload, cargo, personnel accommodations, etc.

EXAMPLES OF TYPICAL CERTIFICATION SOURCE DATA

1. Design criteria.

2. Loads analyses.

3. Internal load and stress analyses.

4. Materials, processes, corrosion prevention, nondestructive evaluation and repair data.

5. Results from any design development tests conducted.

6. Proof test results.

7. Flutter, mechanical stability and aeroservoelastic analyses.

8. Loads wind tunnel test data.

9. Flutter wind tunnel test data.

10. Ground vibration test results.

11. Damage tolerance and durability analyses.

12. Component/full-scale static and fatigue test results.

13. Live fire test results and ballistic analysis.

14. Bird strike test and analysis results.

15. Arresting wire strike test and analysis results.

16. User and maintainer manuals or equivalent.

17. Flight operating limits.

18. Strength summary and operating restrictions.

19. Damage tolerance and durability test results.

20. Full-scale durability test results.

21. Functional test results.

22. Flight loads test results.

23. Instrumentation and calibration test results.

24. Control surface, tabs and damper test results.

25. Thermoelastic test results.

26. Limit-load rigidity test results.

27. Flight flutter test results.

28. Mass properties control and management plan (interface).

29. Weight and balance reports (interface).

30. Inertia report.

31. Design trade studies and analyses.

32. Fuel system test results.

33. Results of actual weighing

34. Weight and balance handbook, or equivalent.

35. Hazard analysis.

36. Environmental criteria and test results.

37. Vibration and acoustic test results.

38. Aircraft tracking program.

39. Landing gear and airframe drop test plans and results.

40. Mechanical stability test plans and results.

41. Whirl test plans and results.

42. Tie-down test plans and results.

43. Structural description report.

44. Tipover and rollover stability analyses.

45. External store interface and release data.

46. Ground and/or air transport rigging procedures, interface loads, and associated inspections.

47. Failure modes, effects, and criticality analysis (FMECA) documentation.

48. Ground and rotor blade clearance dimensional data.

49. Loss of lubrication testing.

50. Heat generation/rejection analysis.

CERTIFICATION CRITERIA, STANDARDS AND METHODS OF COMPLIANCE

The following criteria, standards and methods of compliance apply to all air systems and represent the minimum requirements necessary to establish, verify, and maintain an airworthy design.

The documents referenced under any criterion, standard and/or method of compliance may provide other standards which are applicable. In addition to the specifically enumerated criteria, standards and methods of compliance, structures are checked for a variety of 14 CFR references and Airworthiness Circulars. Due to the complexity of different design configurations, each section in 14 CFR 23 and 25 should be consulted for applicability.

5.1 5.1 Loads.

5.1.1 5.1.1 Design flight and ground loads.

Criterion (Army, Navy and Air Force): Verify that the loads used in the design of the aircraft include the maximum, minimum and most critical combination of loads that can result from authorized ground and flight loading conditions for the air vehicle. These include loads during piloted or autonomous maneuvers, loss of control maneuvers, gusts, pressurization, turbulence, take-off, landing, catapult (if applicable), shipboard and land based arrestments (if applicable), ground operations, maintenance activity, systems failures from which recovery is expected (to include rapid depressurization) and loads expected to be seen throughout the specific lifetime of usage.

a. Load factor selection considers the following items:

(1) Mission and flying techniques employed to execute the required mission.

(2) Weapon types and possible delivery methods.

(3) Anticipated weight and power plant growth.

(4) Maximum speed and time spent at maximum speed.

(5) Utilization of external stores and external fuel tanks.

(6) Training.

(7) Past experience with similar types of aircraft, mission, etc..

b. Load factors are defined which include appropriate ranges for symmetrical, asymmetrical, directional maneuvers, and atmospheric turbulence for each configuration. Analysis verifies that the load factors are attainable by the air vehicle.

Method of Compliance (Army and Navy): Verification methods include analyses and inspection of documentation, wind tunnel tests, simulation, and flight testing. Compliance is shown for each combination of configurations at all critical altitudes, gross weights, centers-of-gravity, thrust, power, control input variation, and payload conditions.

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5.1.2 5.1.2 Use of probabilistic vs deterministic loads.

Criterion: Verify that the limit loads used in the design of dynamic components and elements of the airframe subject to deterministic design criteria are the maximum and most critical combination of loads that can result from authorized ground and flight use of the air vehicle. These include loads during maintenance activity, system failures from which recovery is expected, and loads experienced throughout the specific lifetime usage.

Y Standard (Navy and Air Force): Only where deterministic values have no precedence or basis, is a combined load-strength probability analysis to predict the risk of detrimental structural deformation and structural failure used. In those cases, the airframe may not experience detrimental structural deformations with a probability of occurrence equal to or greater than that specified in the AVPS Addendum for the respective air vehicle. The resulting limit design loads are the maximum loads anticipated on the aircraft during its lifetime of service (see 5.1.1).

Standard (Army): Limit design loads are the maximum loads anticipated on the aircraft during its lifetime of service. For rotorcraft, the air vehicle structure is designed for load factors and airspeeds such that the structural design envelope exceeds the aircraft aerodynamic capability or operational limits. Limit loads for certain dynamic components may also require consideration of altitudes between sea level and service ceiling.

Method of Compliance: Verification methods include analysis, test, demonstration and inspection of documentation.

a. Correlated ground and flight loads analyses are provided in which details of magnitudes and distribution of all applied external loads are identified for multiple air vehicle configurations, weights, center of gravity, and maneuvers covering all attainable altitudes, speeds and load factors. Service and maximum loads expected to be encountered are established for operation under all flight conditions. Wind tunnel tests are utilized for development of aerodynamic loads. Stiffness and ground vibration tests are utilized to update flexibility vs. rigid characteristics of loads analytical model. Flight controls and aerodynamic flight tests are utilized to update aircraft simulation models. Loads calibration tests are utilized to develop ground/flight load equations. 80% and 100% flight loads surveys/demonstrations are utilized to correlate analytical model and to substantiate the design loads.

b. For rotorcraft, loads analysis is performed for design load conditions specified in ADS-29 (cancelled). Structural demonstration flight testing is performed in accordance with ADS-24 (cancelled)) to demonstrate the safe operation of the aircraft to the maximum attainable operating limits consistent with the structural design and to verify that loads used in the structural analysis and static tests are not exceeded at the structural design limits of the airspeed and load factor envelope, or if analytical loads are exceeded during structural demonstration testing to establish the allowable flight envelope and the critical conditions for strength, rigidity, and operation.

c. For Navy rotorcraft, loads analyses are performed for conditions specified in sections 3 and 4 of the AVPS Addendum and/or AR-56. Ground and flight testing is performed in accordance with section 4 of the AVPS, AR-89 and MIL-D-23222 to demonstrate compliance with design requirements and to demonstrate safe operating limits.

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5.1.3 5.1.3 Foreign object damage (FOD).

Criterion: Verify that loads used in the design of the airframe include loads due to FOD from birds, hail, runway, taxiway, and ramp debris.

Criterion: Verify that the air vehicle structure is designed such that all sources of repeated loads are considered and included in the development of the service loads spectra and do not detract from the airframe service life or dynamic component retirement intervals.

Y Standard (Army and Air Force):

a. Maneuvers - Designed such that final spectra accounts for variables such as maneuver capability, tactics, and flight…