Military UAV
Certification - IMTAR 21
Kanchan
Biswas
Former
Director (Aircraft), CEMILAC, DRDO
(+ 91
9448376835, kanchan.biswas@rediffmail.com)
Abstract
Unmanned
Aerial Vehicles (UAVs) are fast becoming a major support for all three services
both in war as well as during peace time. Military UAV finds extreme useful
application in both intelligence gathering as well as arms dropping in hostile
areas where manned aircraft deployment is considered dangerous. Though military
UAV are mainly flying in military airspace, looking at the risk of co lateral
damages, military UAV flights are desirable to be regulated to maintain 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)’ document of DDPMAS 2021 version 1.0 defines
the military type certification procedure for ab-initio design and developed
UASs for military applications.
Keywords: DDPMAS, 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 increase
in design and modification activities taken up in the country, Ministry of
Defence, Govt of India formed ‘Directorate of Technical Development and
Production’ (DTD&P(Air)) in the year 1958 within the premises of HAL,
structured similar to the British Airworthiness Groups to look after the
Military Aircraft Airworthiness & Certification aspects including Overseeing
of inspection. Later in 1960, the Design and Inspection related functions were
separated and entrusted to Chief Resident Engineer(CRE) and Chief Resident
Inspector(CRI) respectively. In the year 1968, the CRE`s were brought under the
functional and administrative control of DRDO reporting to 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 [1].
The experiences of CREs in certifying a
wide variety 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 signatures of Secretary Defence Production and secretary
Defence R&D, Ministry of Defence, Gov. of India. DDPMAS 2021 [4] is a three
tier document as shown in figure 1.
Figure.1
– Hierarchy of DDPMAS 2021 Documents
The apex document is titled as ‘Framework and Procedure for Design, Development
and Production of Military Airborne Systems and Airborne Stores’ (titled DDPMAS}.
The working document is the ‘Indian Military Technical Airworthiness
Requirements’ (IMTAR – 21). 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 Manuals giving all Forms,
Formats/Templates and checklists etc., to be used during various activities of
design, development, production, maintenance and certification, etc.
2. Indian Military
Airworthiness Requirement (IMTAR - 21) [5]
IMTAR – 21 is
primarily intended for airworthiness certification of air system 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 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 Ab-initio Development of Air System (Aircraft, UAS, Air Launched
Missiles and Aero Engines) Leading to RMTC/MTC and Production.
Indian Military Airworthiness Functions are divided
into two activities [§ 2.6, Pt 1, Ch2, DDPMAS] as
indicated below.
a) Technical Airworthiness. The airworthiness regulation during design & development,
production, repair and Overhaul are dealt under technical airworthiness. The
procedures to be followed are detailed in the IMTAR – 21 document.
IMTAR 21 is drafted by
Technical Airworthiness Authorities i.e. CEMILAC and DGAQA and reviewed by 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’ (SHQ).
Technical Airworthiness Authority - Ministry
of Defence has established ‘Technical Airworthiness Authorities’ (TAA) comprising
of organisations who are independent of the User Services and Main Contractor.
The TAA, are 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 prior to operational service. 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,
pt. 1, Ch2, DDPMAS [4]].
2.2
Indian Military Airworthiness Aviation-Stake Holders [4, 5]
Indian
Military Aviation stake holder can be broadly divided into two groups namely as
a) a) The Regulators - Indian Military
Airworthiness Authorities (IMAA); comprising of TAA and SHQ; and
b) b) The
Regulatees – those who are being regulated. The regulates 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) carries out 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 are involved in both regulatory functions as
well as work as regulated organizations.
The roles and responsibilities of various
stake holders are tabulated at § 2.2, Part 1, Ch -2, DDPMAS [4]. §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 of any or all activities of the
development/modification/production/delivery and follow on support of the Air
System/Airborne Store. The responsibilities of the main contractor are shown at
(§ 3.2. Subpart ‘A’,
IMTAR-21).
d) Design Agency (DA) or Design Organization (DO)
is the one who is approved under regulation 21.G1 of IMTAR 21. Design & Development of
Air System shall be taken up by an organization approved under Design
Organization Approval Scheme (DOAS) of CEMILAC. (§1.4.1 & 1.5.1, Part 2, Ch 1 DDPMAS [4]).
e) The User Services are to provide user
requirements for development of an Air System/Airborne Store. (§3.3
Subpar ‘A’ IMTAR-21).
f)
The
flight test department of the Main Contractor or any Services HQ authorized
flight testing agency are responsible for the flight testing of Air Systems and
Airborne Stores (§ 5.2.3 part 2, Ch 5, DDPMAS [4]). Responsibilities are indicated
at (§3.4 Subpar ‘A’ IMTAR-21).
The
details of Indian Military airworthiness stake holders along with their
functions are shown in figure 2.
Figure 2: Indian Military Airworthiness Stake Holder [4,5]
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 manned aircraft deployment is considered
dangerous. Though military UAVs are mainly flying in military airspace, considering
the risk of collateral damages, military UAV flights are also desirable to be
regulated to maintain 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. DDPMAS – 2002 categorically indicated in it
preface that, “This document is not applicable for unmanned aircraft and
missiles unless such UAVs and missiles are carried on manned aircraft” [4].
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], however, defines the military type
certification procedure for ab-initio development of “Unmanned Aerial Systems”
(UAS) for military applications.
Military Airworthiness is ensured by following
procedures and meeting technical requirements defined in IMTAR. The general
procedure for 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 Organisation Approvals. The procedures to be followed during various phases
in the life cycle of an Air System/Airborne Store are elaborated. In this paper, we will be discussing only on ‘Ab-initio Development’ of Unmanned Aerial System
3.2 Project Initiation and Feasibility
Study
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
Either the User Services or the design agency
(contractor) can initiate the ab-initio development project. The service
requirements in the form of draft qualitative staff requirements prepared are
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 development agency and put up
to MoD. The report is examined by the MoD, DRDO, DDP and the User. If
satisfied, MoD may award development contract for the 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 to the airworthiness requirements. After the
issuance of the Type Certificate/Approval, the program enters into the production
phase.
3.3
Ab Initio Design and Development Phase (§2.2, Subpart A, IMTAR 21[5])
DDPMAS & IMTAR allows any one of the following
two routes of certification
a)
Concurrent
design and certification or Certification, and
b)
Certification
process commencing after completion of all design activities.
In case (b), CEMILAC may stipulate additional
tests or seek repetition of tests or analyses (duly justified) to accord clearance/certification.
In this report, we will discuss the concurrent certification route only.
A schematic block diagram of the Design and Development
phase is shown in Figure 4 below.
Figure
4: Design and Development Phase [Subpart A, IMTAR-21].
The
detail procedure is explained below.
1)
Generation
of Air System Requirement/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) are prepared by the Main Contractor in consultation
with CEMILAC.
2) Airworthiness Certification Criteria (§1.4.2, Part-2, Ch-1, DDPMAS [4])
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 3671 etc. The Airworthiness Certification Criteria
can be either specified by the User Services or mutually agreed upon between the development agency and the User
Services.
3) Quality Assurance Plan (QAP) (§ 1.4.7, Part-2, Ch-1, DDPMAS [4])
The Main Contractor shall prepare a D&D
Quality Assurance Plan (QAP) bringing out the stage 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. This phase 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. Mock-up 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 carried out.
b) Design
Reviews
During the development phase two technical
reviews i.e., 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 test and demonstrate compliance to
design requirements.
6)
Testing Phase
Testing
is carried out 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)
Finalization 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 for each system and the Air System are prepared by the
Main Contractor. The COD summarizes the results of the Design, Analysis, and Testing
results.
9)
Fabrication of Prototype
The
prototype is realized based on the baseline SOP and meets the quality
requirements as per QAP. Ground & flight testing is 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 [5].
10)
The Flight Test Phase
Flight Clearance Certificate (FCC) approved 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 bringing
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’
is issued by DGAQA. The detailed technical requirements for flight testing are
given in Subpart P, IMTAR-21 [5].
11)
Maintenance of Prototype Aircraft
The Main Contractor prepares the prototype notes for operating and maintaining the aircraft in airworthy condition during development flight trials. 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.
5.
Certification of Ab-initio
Developed UAS (Subpart 21. B2, IMTAR)
Military Certification of Ab-Initio
Designed & Developed Unmanned Aerial System has been described in subpart
21. B2 of IMTAR 21 [5]. The rationale for this procedure as given in the IMTAR
document is: “The design and development of UAS leading to Military Type Certificate (MTC) must meet the appropriate safety requirements.
A systematic and independent certification process is required to ensure that the
UAS is safe for operation and that the design does not pose any hazard to other
users of the airspace or personnel in the vicinity. The award of MTC
demonstrates that the UAS has met the Type Design and safety requirements".
5.1 Categorization of UAV [Annexure 21. B2 A, IMTAR)
The regulatory requirement of the issue of MTC to the UAV
depends on the weight category and flight speed, range, and altitude. The
details are shown in Tables 1 and 2.
Table 1. Weight Categorization of UAV
|
|
UAS Category |
Max Take Off Weight |
|
1. |
Micro |
Less than 1 kilogram |
|
2. |
Mini |
Between 1 to 10 Kilogram |
|
3. |
Light |
Between 10 to 100 Kilogram |
|
4. |
Heavy |
Greater than 100 kilogram |
Table 2. Certification Mandate for UAV
|
|
UAS Category |
Regulatory Mandate for
Certification |
|
1. |
Micro & Mini
|
No Certification Required |
|
2. |
Light UAS |
Certification is NOT MANDATORY, if all the following conditions are met: a. The Operating speed at full power in level
flight is less than 130 Kmph IAS b. Impact Kinetic Energy is less than 95 KJ in the unpremeditated descent scenario and in the loss of control scenario c. The range of Operation is within 500 meters of
UAS pilot d. Flown at altitudes not exceeding 122 meters
(400 If any of the
above conditions are violated, then |
|
3. |
Heavy UASs |
Certification is MANDATORY |
Note:
1.
The Kinetic Energy at impact, is estimated as
KE =
2.
In an
unpremeditated descent scenario, V will be assumed as 1.3 times the stalling
velocity (fixed wing UAV) and the scalar value of the auto rotation velocity
vector for rotary wing UAV.
3.
In a loss of
control scenario, V = 1.4 times the
5.2 Proportional Regulatory Regime of UAS (Annexure
21.B2 IMTAR)
The proportional
regulatory Regime of UAS is shown in Table 3.
Table 3. Proportional Regulatory Regime of UAS
|
|
IMTAR UAS Requirement |
Micro |
Mini |
Light UAS |
Heavy UAS |
|
1. |
Registration on |
No |
No |
Yes |
Yes |
|
2. |
MTOW (Kg) |
1 |
10 |
Less than 100 |
More than 100 |
|
3. |
Categorisation Required |
Yes |
Yes |
Yes |
Yes |
|
4. |
Altitude of Operation |
NA |
NA |
Greater than 122m |
Greater than 122m |
|
5. |
Speed of Operation (Kmph) |
NA |
NA |
Greater than 130 |
Greater than 130 |
|
6. |
Range of Operation (m) |
NA |
NA |
Greater than 500 |
Greater than 500 |
|
7. |
Trained & Authorised
personnel for Operation |
No |
No |
Yes |
Yes |
|
8. |
FCN |
No |
No |
Yes |
Yes |
|
9. |
MTC & Release to Service |
No |
No |
Yes |
Yes |
|
10. |
Certificate of Usage |
No |
No |
Yes |
Yes |
|
11. |
Occurrence Reporting |
No |
No |
Yes |
Yes |
5.3 Air System Design Organization
IMTAR 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 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]
5.4 Airworthiness
Certification Criteria/Special Conditions
IMTAR Regulation
21.B2.7 requires that the main Contractor ensure that the UAS is 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.
5.5 Regulatory Requirements of IMTAR 21.B2
for Ab-Initio UAS Development
The regulations are brought out in Subpart 21. B2 IMTAR 21 which 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 as indicated below, (the figure in the bracket indicates
the regulation number).
The proposed UAS development program shall have specific
requirements for Indian military applications. A top-level UAS Requirement
Specification shall be prepared by the Main Contractor in consultation with
the User Services and approved by CEMILAC. The released Service Qualitative
Requirements (viz. ASR/NSQR/GSQR/ICGSQR/JSQR/PSQR etc.)
shall form the basis for the preparation of UAS requirement specification.
b)
Type Certification Basis. (21.B2.9)
A Type
Certification Basis (TCB) shall be arrived at based on the applicable User
Requirements, Airworthiness Certification Criteria/Special Conditions (21.B2.7)
and UAS Requirement Specification (21.B2.8). TCB forms one of the bases for the issue of MTC and RSD. The main Contractor shall also specify the means of
compliance with every requirement listed in the TCB.
c)
Airworthiness Certification
Plan (21.B2.10)
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 the design and development to achieve compliance to
TCB. ACP shall be approved by CEMILAC.
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.
e)
Identification and Traceability
(21.B2.12)
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. The guideline given in
Subpart Q of IMTAR 21 shall be followed.
f)
Design & Development
Process (21.B2.13)
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.
g)
Configuration Management (21.B2.14)
The main Contractor shall establish and implement a Configuration
Management Process to have the Change control and maintain traceability
of changes. Configuration Control Board is to be chaired by experts from respective
domains with members from CEMILAC, DGAQA, and the design and production engineering
of the main contractor.
h)
Test Rigs/Test Equipment Development (21.B2.15)
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 are test rig deliverable to the user
services. While rig T1 is approved by CEMILAC, 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.
i)
Test and Evaluation (21.B2.16)
Main Contractor shall ensure that the ground testing of
the UAS is undertaken in such a manner that no feature or characteristics makes
the UAS unsafe. TAA shall have right of access to any report, any inspection or
to witness any test as necessary.
Test plan/Test schedule document at LRU level, system
level and at aircraft integration level to be prepared by the Main Contractor
and approved by CEMILAC. Test schedule of systems/ system on systems, to
capture both normal and failure mode of testing and presented with the
pass-fail criteria.
Test reports to be prepared by the Main Contractor duly
signed by DGAQA and submitted to CEMILAC. Along with all the test reports, a
Certificate of Design (CoD) duly signed by the Chief of Design shall be
provided to CEMILAC for issuing clearances for undertaking developmental flight
trials of prototype UAS.
j)
Deviations and Non-Conformance Review (21.B2.17)
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 for disposition of the deviations.
k)
Flight Test (21.B2.18)
UAS shall be flight tested for validation of 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, testbeds, 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.
l)
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.
m)
Issue of RMTC/IOC (21.B2.20)
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.
n)
Issue of Military Type
Certificate /Final Operational Clearance (21.B2.21)
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.
o)
Issue of Release to Service
Document (RSD) and Manuals (21.B2.22)
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 publication and technical publication. Flight publications shall be prepared by the Main Contractor
and approved by CEMILAC. Technical publication 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.
p)
Production (21. B2.23)
The MTC/RMTC holder or identified production agency shall
carry out 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.
q)
Responsibilities of MTC holder (21.
B2.25)
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.
r)
Duration and Continued Validity (21. B2.27)
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 document has not been suspended or revoked by CEMILAC. CEMILAC
shall include 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 before the
expiry of the Certificate.
