Military UAV Certification – IMTAR 21, Version 2
Kanchan
Biswas
Former
Director (Aircraft), CEMILAC, DRDO
(+ 91
9448376835, kanchan.biswas@rediffmail.com)
Version 2
CEMILAC,
DRDO has revised and renamed DDPMAS 2021 to IMAP - 2023 (Indian Military
Airworthiness Procedure) in August 2023. IMAP 2023 supersedes DDPMAS 75 V1
dated 21 Feb 2021. IMTAR 21 Version 1 has also been upgraded to IMTAR 21
Version 2 in August 2023. Accordingly, it has been necessary to upgrade this
document to version 2 to incorporate the changes made in the above two documents
mentioned.
Abstract
Unmanned
Aerial Vehicles (UAVs) are fast becoming a major support for all three services
both in war as well as during peacetime. Military UAV finds extremely useful
applications in both intelligence gathering as well as arms dropping in hostile
areas where manned aircraft deployment is considered dangerous. Though military
UAVs are mainly flying in military airspace, looking at the risk of collateral
damages, military UAV flights are desirable to be regulated to maintain the safety
and security of flying. The regulation is through proper military-type certification
of the UAS (UAV along with its associated ground systems, communication links, and pilot operating stations) and proper flight authorizations. Section 21 B2 of the ‘Indian Military Technical
Airworthiness Requirement (IMTAR 21 Version2, Aug 2023)’ document of IMAP 2023 defines
the military type certification procedure for ab-initio design and developed
UASs for military applications.
Keywords: IMAP 23, Airworthiness, IMTAR, UAV, UAS,
Certification, and MTC.
1. Military Airworthiness in India
Aircraft
Design and Development (D&D) activities in India started with the HT-2 basic trainer aircraft project for the
Indian Air Force in 1953. In the absence of any military airworthiness agency,
certification, and quality assurance activities were entrusted to DGCA. With an increase
in design and modification activities taken up in the country, the Ministry of
Defence, Govt of India formed the ‘Directorate of Technical Development and
Production’ (DTD&P(Air)) in the year 1958 within the premises of HAL. The
DTD&P(Air) was structured similar to the British Airworthiness Groups to
look after the Military Aircraft Airworthiness & Certification aspects
including Overseeing inspection. Later in 1960, the Design and Inspection functions were separated and entrusted to the Chief Resident Engineer (CRE)
and Chief Resident Inspector(CRI) respectively. In the year 1968, the CREs
were brought under the functional and administrative control of DRDO reporting
to the Director of Aeronautics. In 1995, all the CREs were brought under one
umbrella CEMILAC (Center for Military Airworthiness and Certification) to
consolidate Military airworthiness and certification activities in India [1].
1.
Military Airworthiness in
India
Aircraft
Design and Development (D&D) activities in India started with the HT-2 basic trainer aircraft project for the
Indian Air Force in 1953. In the absence of any military airworthiness agency,
certification, and quality assurance activities were entrusted to DGCA. With the increase
in design and modification activities taken up in the country, the Ministry of
Defence, Govt of India formed the ‘Directorate of Technical Development and
Production’ (DTD&P(Air)) in the year 1958 within the premises of HAL. The
DTD&P(Air) was structured similar to the British Airworthiness Groups to
look after the Military Aircraft Airworthiness & Certification aspects
including Overseeing the inspection. Later in 1960, the Design and Inspection functions were separated and entrusted to the Chief Resident Engineer (CRE)
and Chief Resident Inspector(CRI) respectively. In the year 1968, the CREs
were brought under the functional and administrative control of DRDO reporting
to the Director of Aeronautics. In 1995, all the CREs were brought under one
umbrella CEMILAC (Center for Military Airworthiness and Certification) to
consolidate Military airworthiness and certification activities in India [1].
The experiences of CREs in certifying a
wide range of aircraft and equipment were consolidated into a document called
procedure for ‘Design Development and Production of Military Airborne Stores’.
The document (Shot titles: DDPMAS-75) was issued on 30th October
1975 [2] by the Ministry of Defence as a mandatory requirement to be followed by
the Certification authorities, Quality Assurance personnel, Users, Designers,
Production Agencies, and Private companies [1].
1.1 Revisions of DDPMAS Documents
DDPMAs – 75 released on 30 Oct 1975 was reviewed
and reissued on 17 May 2002 as DDPMAS-2002 superseding DDPMAS-75. DDPMAS 2002
had two volumes, wherein volume 2 was exclusively meant for Airborne
Software Certification [3]. The latest version DDPMAS 2021, Version 1.0, was
released on 03 Feb 2021 under the signatures of the Secretary, of Defence Production and
Secretary of Defence R&D, Ministry of Defence, Gov. of India. The document has
been renamed as Indian Military Airworthiness Procedure (IMAP 2023) in Aug
2023.
IMAP -2023 [4] is a three-tier document as
shown in Figure 1.
Figure 1. Hierarchy of IMAP 2023 Documents
The apex document is titled as IMAP 23 (Indian Military Airworthiness
Procedures). The working document is the ‘Indian Military Technical
Airworthiness Requirements’ Version 2 (IMTAR – 21, V 2). IMTAR-21 discusses the
detailed procedures to be followed in each individual case of development and
certification activities. The third document ‘IMTAR Forms’ is a Manual giving
all Forms, Formats/Templates checklists etc., to be used during various
activities of design, development, production, maintenance and
certification, etc.
2. Indian Military Technical Airworthiness Requirement (IMTAR - 21) [5]
IMTAR – 21, Version 2
dated Aug 2023 is primarily intended for airworthiness certification of Air Systems
and Airborne Stores in the Indian Military Technical Airworthiness Regulatory
Framework. The IMTAR is divided into Subparts. These Subparts contain the
technical requirements to be followed for Airworthiness Certification for the specific phase in the development life cycle of an air system /airborne store
in the Indian Military Aviation scenario. Subpart – A of IMTAR 21 deals with
the general procedure for Indian Military Airworthiness. Among other sub-parts,
subparts B (B1 to B4) discusses the procedure for the Ab-initio Development of Air
Systems (Aircraft, UAS, Air Launched Missiles, and Aero Engines) leading to
RMTC/MTC and Production.
2.1 Indian
Military Airworthiness Function
Indian Military Airworthiness Functions are divided
into two sets of activities [§ 2.6, Ch2, Pt
1, IMAP 2023] as indicated below.
a) Technical Airworthiness. The airworthiness regulations during design & development,
production, repair, and overhaul are dealt with under technical airworthiness. The
procedures to be followed are detailed in the IMTAR–21 documents.
IMTAR 21 is drafted by
Technical Airworthiness Authorities i.e. CEMILAC and DGAQA and reviewed by the Joint
Airworthiness Committee (JAC). IMTAR comprises of dedicated Subparts with regulation,
acceptable means of compliance, and necessary guidance material.
b) Operational Airworthiness. The operational airworthiness requirements are drafted and promulgated
by the respective ‘Service Headquarters’ (SHQs).
2.1.1 Technical
Airworthiness Authority
The Ministry
of Defence has established ‘Technical Airworthiness Authorities’ (TAA) comprising organizations that are independent of the User Services and Main Contractor. The
TAA is responsible for the regulation of the technical airworthiness aspects
of design & development, production and maintenance of Air Systems/Airborne
Stores, and the determination of the airworthiness acceptability of those
products before operational deployment. This includes the authority to
prescribe, interpret, and revise airworthiness requirements. In India, the role
of Technical Airworthiness Authorities is executed by CEMILAC and DGAQA [§ 2.3, Ch2,
pt. 1, IMAP 2023].
2.2
Indian Military Airworthiness Aviation-Stake Holders [4, 5]
Indian
Military Aviation stakeholders can broadly be divided into two groups namely as
a)
The Regulators - Indian Military
Airworthiness Authorities (IMAA); comprising of TAA and SHQ, who regulates the
airworthiness functions and procedures, and
b)
The Regulatees – those who are being
regulated. The regulatees include Design & Development Agencies, Production,
Repair, Maintenance, and Overhaul agencies.
DRDO
undertakes design & development of military aviation air systems and
Airborne stores. The SHQs (Services Headquarters) conduct continuing
airworthiness and operational airworthiness activities for military air systems
and airborne stores. Thus, DRDO and SHQs fall under both categories of
regulators and regulatees as they participate in both regulatory functions as
well as work as regulated organizations.
The roles and responsibilities of various
stakeholders are tabulated at § 2.2, Ch -2, Pt 1, IMAP 23. §3, Subpart ‘A’,
IMTAR 21 [5] also brings out the roles and responsibilities of all Indian
Military Airworthiness Authorities as shown below:
a)
CEMILAC
is the Airworthiness Assurance Authority (§ 3.0 Subpart ‘A’, IMTAR-21).
b)
DGAQA
is Quality Assurance Authority (§ 3.1. Subpart ‘A’, IMTAR-21).
c) ‘Main Contractor’ is a general term used for
the organization having total responsibilities for any or all activities of the
development/modification/production/delivery and follow-up support of the Air
System/Airborne Store. The responsibilities of the main contractor are shown in
(§ 3.2. Subpart ‘A’,
IMTAR-21).
d) A Design Agency (DA) or Design Organisation (DO)
is approved under regulation 21.G1 of IMTAR 21. The design & Development
of the Air System shall be taken up by an organization approved under the Design
Organisation Approval Scheme (DOAS) of CEMILAC. (§1.4.1 & 1.5.1, Ch 1, Pt 2, IMAP 2023 [4]).
e) The User Services are to provide user
requirements for the development of an Air System/Airborne Store. (§3.3
Subpart ‘A’ IMTAR-21).
f)
The
flight test department of the Main Contractor or any Services HQ authorized flight-testing
agency is responsible for the flight testing of Air Systems and Airborne
Stores (§ 5.2.3,
Ch 5, Pt, IMAP 2023 [4]). Responsibilities of the flight test agencies are indicated
in (§3.4 Subpart ‘A’ IMTAR-21).
The
details of Indian Military airworthiness stakeholders along with their
functions are shown in Figure 2.
3. Airworthiness of Unmanned Aerial System
(UAS)
Military UAVs
find extremely useful applications in both intelligence gathering as well as arms
dropping in hostile areas where a manned aircraft deployment is considered
dangerous. Though military UAVs mostly fly in military airspace, considering the
risk of collateral damages, military UAV flights are also desirable to be
regulated to maintain the safety and security of flying. The regulation is through
proper military-type certification of the UAV as well as appropriate flight
authorization and operational control.
DDPMAS-75 and
DDPMAS-2002 did not include military certification of Unmanned Aircraft as
airworthiness functioned to be performed by CMILAC/DGAQA. DDPMAS – 2002
categorically indicated in its preface that, “This document is not applicable
for unmanned aircraft and missiles unless such UAVs and missiles are carried
on any manned aircraft” [3]. This implied that these were not considered as Air
Systems and were treated as airborne stores only. For airworthiness assurance,
therefore, they were to be dealt with like any other airborne stores for the purpose
of military certification. Section 21 B2 of the IMTAR 21 [5], defines the
military-type certification procedure for ab initio development of “Unmanned
Aerial Systems” (UAS) for military applications.
Figure. 2 Indian Military Airworthiness Stake Holder [4,5]
The general procedure for military airworthiness is defined in Subpar A of the IMTAR–21. This Subpart introduces the General procedure followed in the Indian Military regulatory framework for Project Initiation, Ab-initio development process, Production, Continued & Continuing Airworthiness, Indigenous Substitution, and Organisational Approvals. The procedures to be followed during various phases in the life cycle of an Air System/Airborne Store are elaborated. In this document, we will be discussing only on ‘Ab-initio Development’ of Unmanned Aerial Systems.
3.2 Project Initiation and Feasibility
Study
Either the User Services or the design agency
(contractor) can initiate an ab-initio development project. The service
requirements in the form of draft qualitative staff requirements are prepared
by user service departments. These may be scrutinized by the Department of
Defence Production (DDP). DDP initiates a feasibility study through the
Development Agencies/ Contractors/DRDO.
Based on the feasibility study report, precise
staff requirements are made by the Services, and the project definition report
for the development contract is prepared by the prospective development agency
or agencies and put up to the MoD. The report is examined by the MoD, DRDO, DDP, and
the User. If satisfied, MoD may award the contract to the contractor for the development
of a new air system/aeronautical stores.
The design and development phase begins once the
contract is accepted by the development agency/Main Contractor. On completion
of the development, the Type documentation/record is submitted by the Main
Contractor. CEMILAC issues Type Certificate/Approval for the Air System/ Airborne
Stores after ensuring compliance with the airworthiness requirements. After the
issuance of the Type Certificate/Approval, the program enters the production phase.
The project initiation and progress phase as
indicated in Subpart A of IMTAR [5], is shown in Figure 3.
Figure. 3 Project Initiation and Development Procedure IMTAR – 21
3.3 Ab Initio Design and Development Phase (§2.2, Subpart A, IMTAR 21)
IMAP 2023 and IMTAR–21 allow any one of the
following two routes of certification,
a)
Concurrent
Design & Development and Certification, and
b)
Certification
process commencing after the completion of all design activities.
In case (b), CEMILAC may stipulate
additional tests or seek repetition of tests or analysis (duly justified) to
accord clearance/certification. In this paper, we will discuss the concurrent
certification route only.
A schematic of the Design and Development
phase is shown in Figure 4.
Figure. 4 Design and Development Phase [Subpart A, IMTAR-21].
The
detailed procedure is explained below.
1)
Generation
of Air System Requirements/Specification
Based on the QR released, the Main Contractor
prepares the Air System Requirement/ Technical Specifications which captures
the requirements at the Air System/airborne store and their system/subsystems
as well as the interface issues.
The Type Certification Basis (TCB) along with the Acceptable Means of
Compliance (AMC) and the Airworthiness
Certification Plan (ACP) is prepared by the Main Contractor in consultation
with CEMILAC.
2) Airworthiness Certification Criteria (§1.4.2, Ch-1, Part-2, IMAP 2023)
The main Contractor shall ensure that the Air System
is designed to an applicable Airworthiness Certification Criteria (ACC) like
Mil/FAR/Def Stan/NATO Stanag 4671 etc. The Airworthiness Certification Criteria
can either be specified by the User Services or mutually agreed amongst User
Services.
3)
Quality
Assurance Plan (QAP) (§ 1.4.7, Ch-1, Part-2 IMAP 2023)
The Main Contractor shall prepare a D&D
Quality Assurance Plan (QAP) bringing out the stages of development, QA roles, and delegation related to the development of the Air System along with the involvement
of TAA and other stakeholders at various stages. This plan shall be approved by
DGAQA. DGAQA may delegate QA activities for non-critical
systems/sub-systems/LRUs to the Quality Assurance department of the Main
Contractor.
4) Design & Development phase
Airworthiness certification during Design Development involves two phases viz., a) the Design analysis and Evaluation phase and b) the Testing phase, which includes Ground and Flight testing. Design Evaluation involves evaluating the adequacy of the design to meet the design intents, performance, and Safety requirements. These phases may include analysis and simulation. The testing validates the design for nominal and failure cases.
a) The design evaluation phase has three
major activities –
i) Project Definition Phase. The project definition phase identifies air
system configuration, major systems/equipment, and Weight.
ii) Preliminary Design Phase. In preliminary design, the trade-off in
design and design parameters for safety, functionality, and performance are
established based on preliminary testing and analysis. Mockup studies for
ergonomics and finalization of specifications of various systems/subsystems are
also completed.
iii)
Detail Design. In this phase, the detailed design of
components, subsystems, and systems based on FMECA, FTA, Hazard Analysis, CG
analysis, safety, and risk analysis is conducted.
b) Design
Reviews
During the development phase two technical
reviews, namely the Preliminary Design Review (PDR) and Critical Design Review
(CDR) are conducted. These reviews are conducted by Domain experts and with the
participation of CEMILAC and DGAQA. PDR is conducted to review the basic design
approach of each configuration item. CDR is conducted to ensure that for
each configuration item, the detailed design solution and the engineering
drawings satisfy the technical requirements and specifications. After CDR, the
design of each configuration item is frozen.
5)
Development of
Test Rigs
The Main Contractor establishes working rigs as per the rig specification
for all systems /subsystems to functionally evaluate and demonstrate compliance
with design requirements.
6)
Testing Phase
Testing
is conducted as per the ACP to validate the design or in some instances to
refine the design after it is baselined. Testing may reveal the need for
design changes. This is an iterative process until the design is proven
satisfactory.
7)
Finalisation of Design Standard of Preparation
(SOP)
After
successful integration testing, the design Standard of Preparation (SOP) is
finalized and baselined. The SOP accurately defines the product, the drawing
standard, various LRUs, and the equipment used.
8)
Preparation of Certificate of Design (COD)
The
‘Certificate of Design’ (COD) for each system and the Air System is prepared
by the Main Contractor. The COD summarizes the results of the Design, Analysis, and
Tests.
9)
Fabrication of Prototype
The
prototype is realized based on the baseline SOP and meets the quality
requirements as per QAP. Ground & flight testing has progressed. During
development, each prototype Air System and the Airborne Stores fitted on any
Air System must be individually identified to comply with configuration control
during ground & flight-testing requirements. The detailed requirements for
identification are given in Subpart ‘Q’ of IMTAR-21.
10)
The Flight Test Phase
Flight Clearance Certificate (FCC) issued by
CEMILAC, brings out the cleared build, system limitation, operating
limitations, cleared envelopes for flight testing, and conditions of release. FCC authorizes flight testing by the flight
test agency. The flight testing follows the requirements generated in the
Flight Test Specification approved by CEMILAC. The Flight test plan brings
out the planned set of activities and the flight test objectives are prepared
by the flight Test agency for important phases of tests. Flight clearance based
on the Airworthiness of the Air System is accorded by CEMILAC through the Flight
Program Clearance Memo (FPCM). Form 1090 or the ‘Certificate of Flight Safety’ for
each flight is issued by DGAQA. The detailed technical requirements for flight
testing are given in Subpart P, IMTAR-21.
11)
Maintenance of Prototype Aircraft
The Main Contractor prepares the prototype notes
for operating and maintaining the aircraft in airworthy condition during the development flight trial phase. Testing may reveal the need for design changes.
This is an iterative process until the design is proven to be satisfactory.
12)
Preparation of Type Record and Issue of
MTC/RMTC
After
meeting all the requirements and compliance with TCB, the Main Contractor
prepares and submits the Type Record of the Air System to CEMILAC. CEMILAC, on satisfactory
compliance to all user, design, safety, and documentation requirements, issues
the Military Type Certificate (MTC) for the Air System and approves the ‘Release
to Service Document’ (RSD) to the User Services for regular operations. A Type
Certificate Data Sheet (TCDS) capturing the basic information of the Air System
is also issued with the MTC. All Publications and Tools, Testers, and the Ground Equipment (TTGE) required for ensuring the Continuing Airworthiness of the Air System in Service must be also delivered to the User
Services along with the RSD. The detailed requirements of the TTGEs are brought
out in Subpart T, IMTAR-21.
In cases, where some user requirements have
not been complied with, and the non-complied portion has been assessed to have no
safety implication on the Air System. In such cases, CEMILAC issues a
Restricted Military Type Certificate (RMTC) with restrictions on the intended
use for a provisional period until the Type Design can be demonstrated to be
accurate and complete.
4.
Certification of Ab-initio
Developed UAS (Subpart 21. B2, IMTAR)
Military Certification of Ab-Initio
Designed & Developed Unmanned Aerial System is described in subpart 21. B2
of IMTAR 21. The regulation has clearly brought out that all UAS warrant
airworthiness certification. However, certification by TAA is limited to ab
initio development of Large UAS (Fixed wing and Rotary wing or any hybrid) being
developed by an Indian agency for military applications. All categories of
recoverable UAS that are weaponized will undergo additional certification for
integration of the munition as per Subpart C2 or Subpart B3 of IMTAR 21. The categorization of UAS is discussed in section 5.1 of this document.
UAS other than large category shall meet the airworthiness
certification criteria mentioned in Indian Drone Rules 2021 [6] of the Ministry of
Civil Aviation (MoCA), Government of India, and Certification Scheme for UAS of
Quality Council of India (QCI) may be tailored suitably to include Military/User
requirements. If required specifically by the User services, involvement of TAA
in some cases of small and medium UAS can also be provided if the requirement
for the same is identified during the initial stages of acquisition/procurement
& included in the RFP (Request for Proposal).
4.1 Categorization of UAV [Annexure 21. B2 A, IMTAR - 21
V2)
The regulatory requirement of the issue of MTC to the UAV
depends on the weight category, flight speed, range, and altitude. The
regulatory requirements are indicated in Annexure A of section IMTAR 21.B2: UAS
Categorization Process. The details are shown in Tables 1 and 2.
Table 1. Weight Categorization of UAV
|
|
UAS Category |
Max Take Off Weight |
|
1. |
Small |
Up to 25 kilograms |
|
2. |
Medium |
Between 25 Kilogram to 150 kilograms |
|
3. |
Large |
Greater than 150 Kilograms |
Table 2. Certification Mandate
for UAV
|
|
UAS Category |
Regulatory Mandate for
Certification |
|
1. |
Small UAS |
The design organization and the procurement agency should ensure that all criteria of certification as mentioned in the Certification Scheme for Unmanned Aircraft Systems published by MoCA (Ministry of Civil Aviation) are met. |
|
2. |
Medium UAS |
The design organization and the procurement agency should ensure that all criteria of certification as mentioned in the Certification Scheme for Unmanned Aircraft Systems published by MoCA are met. |
|
3. |
Large UAS |
Certification
by TAA is Mandatory. |
|
4. |
Weaponized UAS |
Certification
by TAA for Weapon Integration Mandatory. |
Note:
All categories of recoverable UAS that are weaponized will
undergo additional certification for integration of the munition.
4.2 Proportional Regulatory Regime of UAS (Annexure
21.B2 A IMTAR 21 V2)
The proportional
regulatory Regime of UAS is shown in Table 3.
Table 3. Proportional Regulatory Regime of UAS
|
|
IMTAR 21 V2 UAS Requirement |
Small |
Medium |
Large UAS |
Weaponised UAS |
|
1. |
Registration
on the Indian Military Aircraft Register |
No |
No |
Yes |
Yes |
|
2. |
MTOW (Kg) |
Less than 25 Kg |
25 Kg to 150 kg |
Greater than 150 kg |
Any Weight |
|
3. |
Categorisation Required |
Yes |
Yes |
Yes |
Yes |
|
4. |
Trained & Authorised
Personnel for Operation |
Yes |
Yes |
Yes |
Yes |
|
5. |
Flt Clearance
Certificate by CEMILAC |
No |
No |
Yes |
Yes |
|
6. |
MTC & Release to Service by CEMILAC |
N0 |
N0 |
Yes |
Yes |
|
7. |
Certificate of Airworthiness
by DGAQA |
No |
No |
Yes |
Yes |
|
8. |
Occurrence Reporting to TAA |
No |
No |
Yes |
Yes |
|
11. |
Occurrence Reporting |
No |
No |
Yes |
Yes |
4.3 Air System Design Organisation
IMTAR-21 V2 Regulation
21.B2.6 requires that the main Contractor responsible for the design of the UAS
shall hold an Air System Design Organisation (ASDO) Approval from CEMILAC based
on the Design Organisation Approval Scheme (DOAS) or in the process of applying
for such an approval. The design organization approval is accorded as per the provision of IMTAR section 21.G1.2. Once an organization is approved, it is
included in the ASDO-approved list. A list of organizations that have been
granted approval shall be published by CEMILAC on its website.
However, inclusion in
DOAS is normally not an essential pre-requisite for the award of design and
development contracts for Air Systems and Airborne Stores. In case the design
contract with a non-approved design organization is placed directly by the
Ministry of Defence, the procedure for checkpoints would be laid down by CEMILAC
in each individual case, defining the extent and scope of control to be maintained
by CEMILAC during the airworthiness certification process. Necessary organization
approval shall be obtained by the organization at the beginning of the airworthiness
certification process or at any other certification stage as agreed by CEMILAC
[IMTAR 21.G1.2]
4.4 Airworthiness Certification Criteria/Special Conditions
IMTAR Regulation
21.B2.8 requires that the main Contractor shall ensure that any large and all
weaponized UAS are designed & developed based on approved Airworthiness
Certification Criteria (ACC) and the special conditions identified and agreed upon. The
following apply:
a) ACC as per
the User Services requirement shall be used.
b) In cases
where the design is not to the standards specified by the User Services or the
User Services have not specified the standards, the same shall be arrived at in
consultation with the User Services and CEMILAC.
c) Formal
approval should be sought from the User Services and CEMILAC for the use of
alternative standards.
d) All
recoverable UAS that are weaponized will undergo additional certification for
integration of the munition as per Subpart C2 or Subpart B3.
5. Regulatory Requirements of IMTAR 21.B2
for Ab-Initio UAS Development
The regulation brought in this Subpart 21.
B2 IMTAR 21 applies to ab initio development of Light and Heavy Fixed
wing and Rotary wing UAS categorized & certification mandated as per 21. B2.1
by an Indian agency for military applications. Design Development and
certification proceed will be as indicated below, (the figure in the bracket
indicates the regulation number). The released Service Qualitative Requirements (viz. ASR/NSQR/GSQR/ICGSQR/JSQR/PSQR etc.)
shall form the basis for the preparation of UAS requirement specification.
a)
Certification of Ab-initio Developed Large UAS
/Weaponized UAS (21.B2.4)
Ab-initio designed and developed military large
category/Weaponized UAS by an Indian agency shall be Military Type Certified by
TAA.
b) Critically
Classification UAS (21.B2.7)
System Safety Assessment (SSA) shall be carried out at
the UAS level to identify the criticality level of various Airborne Stores and
sub-systems used in the UAS under development based on their functional
importance. The criticality level can be Safety Critical, Mission Critical, or Non-Critical.
The compliance with Mil-Std 882E [7] requirements is shown.
c)
Airworthiness Certification
Criteria/Special Conditions (21.B2.8)
Airworthiness Certification
Criteria (ACC) as per the User Services requirement shall be used. In cases
where the design is not to the standards specified by the User Services or the
User Services have not specified the standards, the same shall be arrived at in
consultation with the User Services and CEMILAC.
Formal approval should be
sought from the User Services and CEMILAC for the use of alternative standards.
d)
UAS Requirement Specifications
(21.B2.9)
A UAS Requirement
Specification document shall be made by the Main Contractor in consultation with
the User Services and approved by CEMILAC. The document shall take into account
the User requirements and shall address the system-level requirements and their
dependency on the other systems.
e)
Type Certification Basis. (21.B2.10)
The Main Contractor and CEMILAC
shall have a mutually agreed Type Certification Basis (TCB). Compliance with TCB
forms one of the bases for the issuance of MTC and RSD. TCB shall be prepared
by the Main Contractor and approved by CEMILAC. This is also applicable to the
amendments to the TCB, if any. The main Contractor shall also specify the means of compliance
with every requirement listed in the TCB.
f)
Airworthiness Certification
Plan (21.B2.11)
The main Contractor shall prepare an Airworthiness
Certification Plan (ACP) with the involvement of all stakeholders. ACP shall indicate the plan development
activities and engagement of TAA during all design and development activities to
achieve compliance to TCB. ACP shall be approved by CEMILAC.
g)
Quality Assurance Plan (21.B2.12)
In a similar manner to ACP, the main Contractor
shall also prepare a Quality Assurance Plan (QAP) with the involvement of all
stakeholders. QAP shall indicate the plan for
quality assurance activities and engagement of TAA during the development phase
to achieve compliance with TCB. QAP shall be approved by DGAQA. The QAP shall clearly state the roles of the Quality
Assurance department of the Main Contractor and those of DGAQA during the
development.
h)
Identification and Traceability
(21.B2.13)
Each prototype UAS and their components shall be uniquely
identified with specific information of the Manufacturer’s name, Type
No/Part No, and the Manufacturer’s Serial Number. UAS identification shall be
under Subpart Q of IMTAR 21.
i)
Design & Development
Process (21.B2.14)
The main Contractor shall have a design & development
process that results in UAS meeting the User requirements and the Type
Certification Basis.
The design and development activities should follow a
System Engineering Life Cycle Process. A System Engineering Plan document shall
be prepared which shall elaborate the design and development life cycle
activities, responsibilities, and milestones.
j)
Configuration Management (21.B2.15)
The main Contractor shall establish and implement a Configuration
Management Process to have the Change control and maintenance of traceability
of changes. Configuration Control Board to be chaired by experts from respective
domain with members from CEMILAC, DGAQA, and design and production engineering
of the main contractor.
k)
Test Rigs/Test Equipment Development (21.B2.16)
Development, Realization, and approval of all required
test rigs/test equipment including TTGEs shall be carried out as per the
regulations given in Subpart T, IMTAR 21. The test rigs are classified under 4
categories (T1 to T4). While T1 is used exclusively for developmental testing,
Test rig type T2 is used both during development and series production phase,
T3 is used only during production while T4 test rigs are deliverable rigs to
the user services for their use during repair and maintenance. Rig T1 is
approved by CEMILAC, and Rig T2 to T4 categories are approved by DGAQA based on the
technical specifications approved by CEMILAC. The test rig software, if any
shall be evaluated and approved as per the regulations given in Subpart C6,
IMTAR 21.
l)
Test and Evaluation (21.B2.17)
The main Contractor shall ensure that the ground testing of
the UAS is undertaken in such a manner that no feature or characteristics make
the UAS unsafe. TAA shall have the right of access to any report, any inspection or
to witness any test as necessary.
Test plan/Test schedule documents at the LRU level, system
level, and aircraft integration level are to be prepared by the Main
Contractor and approved by CEMILAC. Test schedule of systems/ system on
systems, shall capture both normal and failure modes of testing and presented
with the pass-fail criteria.
Test reports are to be prepared by the Main Contractor
duly signed by DGAQA and submitted to CEMILAC. A Certificate of Design (CoD) of
the Air System duly signed by the Chief of Design accompanied by all test reports
shall be provided to CEMILAC for issuing clearances for undertaking developmental
flight trials of prototype UAS.
m)
Deviations and Non-Conformance Review (21.B2.18)
All deviations arising during rig/ground/flight testing of
UAS shall be listed as design limitations and to be mitigated with design improvements
to the maximum extent possible. Any deviations resulting in unsafe operation of
UAS shall not be accepted and must be mitigated through design improvements.
The QA of the main contractor shall put up the deviations
to DGAQA for disposition. DGAQA may seek a design opinion from CEMILAC. The major
deviations may be put up to NCRB (Non-Conformance Review Board) comprising of TAA,
domain experts, design representatives, and co-opted members.
Based on the safety, criticality, and reparability, the
deviations may be disposed of as waiver, concession, or issuance of restricted
MTC. DGAQA is the final authority that gives disposition of the deviations.
n)
Flight Test (21.B2.19)
UAS shall be flight-tested to validate Design, airworthiness, and User requirements to facilitate compliance to the Type Certification Basis. Flight
testing shall be conducted as per Subpart P, IMTAR 21.
Maximum possible certification requirements shall be
attempted to validate at the dynamic rigs, simulators, test beds, etc. Flight
testing of UAS shall be conducted in a progressive manner giving due diligence to
flight safety, slowly expanding the flight envelope. Flight test points shall be
evolved by the flight-testing department of the Main Contractor in consultation
with various system designers.
o)
Compliance With Type
Certification Basis (21.B2.19)
The main Contractor shall prepare a Compliance statement to
the TCB as per the agreed plan. The main Contractor shall present the compliance of TCB
to CEMILAC for issuance of RMTC or MTC.
p)
Issue of RMTC/IOC (21.B2.21)
The main Contractor shall submit to CEMILAC compliance to TCB,
Air System build standard, and Type Record, meeting minimum operational
requirements acceptable to Users without affecting safety.
Based on the limitations of the UAS and the Concessions &
waivers as agreed with Users, CEMILAC shall issue a Restricted Military Type
Certificate/Initial Operational Clearance (RMTC)/IOC & TCDS (Type
Certification Data Sheet) for the UAS stating the limitations if any, to the
Main Contractor based on satisfactory compliance of TCB.
q)
Issue of Military Type
Certificate /Final Operational Clearance (21.B2.22)
The main Contractor shall submit a Compliance statement to the
TCB, Air System Build Standard, and the Type Record. CEMILAC, after verifying these
documents shall issue a Military Type Certificate /Final Operational Clearance
for the UAS stating limitations if any, to the Main Contractor.
r)
Issue of Release to Service
Document (RSD) and Manuals (21.B2.23)
UAS shall be issued with RSD by CEMILAC along with
manuals released by the Main Contractor to User Services after compliance with TCB
meeting User requirements.
Manuals shall be classified
into flight publications and technical publications. Flight publications shall be
prepared by the Main Contractor and approved by CEMILAC. Technical publications
shall be prepared by the Main Contractor in consultation with the maintenance
departments of User Services. Technical Publications shall be released by the
Main Contractor to User Services. CEMILAC shall not approve the technical
publications.
s)
Production (21. B2.24)
The MTC/RMTC holder or identified production agency shall
conduct production under the DGAQA-approved quality management process. The
production organization shall have ‘Production Organization Approval’ (POA)
from DGAQA as per Subpart G2, IMTAR 21.
MTC/RMTC is a design-cum-production certificate. Hence
MTC holders can take up production of aircraft after obtaining POA. In case the
MTC/RMTC holder wants to take up production through a production partner, then
the MTC/RMTC holder may enter into a licensed production agreement.
t) Changes Requiring SMTC/AMTC/New MTC
(21.B2.25)
Changes proposed to an already-type certified UAS shall
be analyzed and approved in the form of the issue of a Supplemental Military Type Certificate
(SMTC) or Amended Military Type Certificate (AMTC) to the existing MTC. Major
changes in the type of certified UAS shall require a recertification program with the
involvement of TAA.
Changes requiring the issue of a Supplemental Military Type
Certificate (SMTC) or Amended Military Type Certificate (AMTC) to the existing
MTC shall be handled as per the regulations given in IMTAR 21 Subpart D.
Major changes in a type-certified UAS shall require a recertification program as per the regulations given in Subpart B2.
u)
Responsibilities of MTC holder (21.B2.26)
The MTC holder shall adhere to all the clauses of the MTC
including conditions & limitations mentioned in the type certificate. Any
changes required in the UAS at any stage shall be carried out only after the
approval of CEMILAC. The MTC holder shall resolve all the design-related issues
of the UAS in service to the satisfaction of the User Services.
v)
Duration and Continued Validity (21. B2.28)
RMTC shall remain valid for a period not exceeding 5 years;
an MTC shall remain valid for a period not exceeding 10 Years; and RSD without limit,
provided the documents have not been suspended or revoked by CEMILAC. CEMILAC
shall indicate the duration of validity at the time of issue of the MTC. The
MTC holder shall apply to CEMILAC for the renewal of the MTC six months prior to
the expiry of the Certificate.
REFERENCES:
1.
Nagraj K, Kalyanam VK and Annamalai SP. ‘Reference Book on Airworthiness and Certification of Military Fixed
Wing Aircraft’. IDST-B REPORT No. IDST/CEMILAC/01 dated Mar 2005. CAPSI No.
and Date: IDST
/CEMILAC/02/CONT, Dated 23 July 03.
2. Procedure for Design,
Development, and Production of Military Aircraft and Airborne Stores DDPMAS-75. Ministry
of Defence Gov. of India. 30 October 1975.
3. Procedure for Design,
Development, and Production of Military Aircraft and Airborne Stores DDPMAS-2002
(Supersedes DDPMAS-75). Ministry of Defence Gov. of India. 17 May 2002.
4.
Indian Military Airworthiness Procedure. IMAP -
2023, Ministry of Defence, Gov. of India, August 2023.
5.
Indian Military
Technical Airworthiness Requirements, IMTAR – 21 Version 2.0; Design,
Development, Production and Certification of Military Air Systems and Airborne
Stores, Ministry of Defence, Government of India, August 2023.
6.
Certification Scheme for Unmanned Aircraft
Systems, Ministry of Civil Aviation Notification, The Gazette of India: Extra
Ordinary [Part II – Sec. 3(iii)], New Delhi, the 26 January 2022
7.
Mil
STD 882 E, 11 May 2012, ‘Department of Defense Standard Practices, System
Safety’.
