IMTAR-21: Military UAV Certification

Kanchan Biswas
Former Director (Aircraft), CEMILAC, DRDO
(+ 91 9448376835, [email protected])

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 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, Min of Civil
Aviation. 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 cases 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.

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2.1 Indian Military Airworthiness Function
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 documents.
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 organizations who are independent of the User
Services and the 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) The Regulators - Indian Military Airworthiness Authorities (IMAA); comprising of TAA
and SHQ. 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) 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]. The roles and responsibilities of responsibilities of all the Indian Military
Airworthiness Authorities are also brought out at §3, Subpart ‘A’, IMTAR 21 [5]. The details are
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).

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 c) ‘The 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 contractors 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. The Design & Development of the Air System shall be
taken up by an organization approved under the 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 other agency authorized by
the Services HQ 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
UAS Certification - DDPMAS 2021 Page 4
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 type certification of Unmanned
Aircraft. DDPMAS – 2002 categorically indicated in it preface that, “This document is not
applicable for un-manned aircraft and missiles unless such UAVs and missiles are carried on
manned aircraft” [4]. This implied that these were not considered as Air System for the
purpose of type certification and were treated as airborne stores only. For airworthiness
assurance, therefore they were dealt 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 the IMTAR - 21. The general procedure for airworthiness is defined in Subpar A of
the IMTAR – 21. This Subpart introduces the General procedure needs to be followed in the
Indian Military regulatory framework for Project Initiation, Ab-initio Development process,
Production, Continued & Continuing Airworthiness, Indigenous Substitution and Organizational
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 at Subpart A of IMTAR [5], is shown in
figure 3.
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/the 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 Type Certificate/Approval, the programme enters the production phase.

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 Figure 3. Project Initiation and Development Procedure IMTAR – 21

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 test or analysis (duly
justified) to accord clearance/certification. In this report we will discuss concurrent certification
route only.
A schematic of the Design and Development phase is shown in figure 4 below.
The detailed 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.

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 Figure 4: Design and Development Phase [Subpart A IMTAR-21].

2) Generation of Air System Requirement/Specification

Based on the QR released, the 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 The main
Contractor in consultation with CEMILAC.
3) 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 4671 or
4703 (for light UAV), etc. The Airworthiness Certification Criteria can be either specified
by the User Services or mutually agreed amongst User Services.
4) 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, delegation related to 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.
5) Design & Development phase.

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 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 as well as
failure cases.
a) 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 studies in design
is carried out, 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 detail-design of components, subsystems and
systems based on FMECA, FTA, Hazard Analysis, CG analysis, safety and risk
analyses are 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 the domain experts along with the participation of CEMILAC and DGAQA. PDR is
conducted to review the basic design approach of each of the 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.
6) 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.
7) 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.
8) 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 equipment used.
9) Preparation of Certificate of Design (COD)

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 The Certificate of design for each system and the Air System are prepared by the The
main Contractor. The COD summarizes the results of Design, Analysis and Testing
results.
10) Fabrication of Prototype
The prototype is realized based on the baseline SOP and meeting the quality
requirements as per QAP. Ground & flight testing are 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].
11) The Flight Test Phase
The Flight Clearance Certificate (FCC) approved by CEMILAC, brings out the cleared build
standard, 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 Airworthiness of the Air System is accorded by CEMILAC
through the Flight Program Clearance Memo (FPCM). The ‘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].
12) 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.
13) 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. It is imperative that all Publications and Tools, Testers, and the
Ground Equipment (TTGE) required for ensuring the Continuing Airworthiness of the Air
System in Service are 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 have been assessed to have no safety implication on the Air System.
In such cases, CEMILAC issues a Restricted Military Type Certificate (RMTC) with

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 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 have been
described at subpart 21. B2 of IMTAR 21 [5]. The rationale for this procedure as given in the IMTAR
document is “It is necessary that the design and development of UAS leading to Military Type
Certificate (MTC) shall 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 issue of MTC to the UAV depends on the weight category and flight
speed, range, and altitude. The details are shown in table 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 kilograms

Table 2. Certification Mandate for UAV

UAS Category Regulatory Mandate for Certification
1. Micro & Mini No Certification Required
2. Light UAS Certification 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
unpremeditated descent scenario and in loss of
control scenario.
c. Range of Operation is within 500 meters of UAS
pilot.
d. Flown at altitudes not exceeding 122 meters (400
feet) AGL (above ground level)
If any one of the above conditions are violated, then
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 Certification is MANDATORY.

3. Heavy UASs Certification is MANDATORY

Note:
1. The Kinetic Energy at impact, is estimated as KE = 12 m V 2 , where m and V are the mass in
Kg and velocity in meter per sec of the UAV respectively at the time of impact.
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 Vmo where Vmo = max operating speed
for a fixed wing UAVs. And for a rotary wing UAV, V = Terminal velocity with rotors
stationary.

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. Categorization Required Yes Yes Yes Yes
4. Altitude of Operation NA NA Greater than Greater than
122m 122m
5. Speed of Operation NA NA Greater than 130 Greater than
(Kmph) 130
6. Range of Operation (m) NA NA Greater than 500 Greater than
500
7. Trained & Authorized No No Yes Yes
personnel for Operation
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 is in the process of applying for such an
approval. The design organisation approval is accorded as per provision of IMTAR 21.G1.2. Once

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an organisation is approved, it is included in the ASDO approved list. A list of organisations 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 organisation is placed directly by the Ministry of Defence, the
procedure for check points would be laid down by CEMILAC in each individual case, defining
the extent and scope of control to be maintained by CEMILAC during airworthiness certification
process. Necessary organisation approval shall be obtained by the organisation 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 shall ensure that the UAS is
designed & developed based on approved Airworthiness Certification Criteria (ACC) and the
special conditions identified and agreed. 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 brought out in Subpart 21. B2 IMTAR-21 is applicable 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).

a) UAS Requirement Specification Document (21.B2.8)

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 issue of MTC
and RSD. The main Contractor shall also specify the means of compliance to every
requirement listed in the TCB.

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 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.

d) Quality Assurance Plan (21.B2.11)

In the similar manner of 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 to 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 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 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.
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 is a 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)
The 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 the 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
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 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 design opinion from CEMILAC. The major deviations may be put up to NCRB (Non-
Conformance Review Board) comprising of TAA, the domain experts, design
representatives and co-opted members.
Based on 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 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 designer.
l) Compliance With Type Certification Basis (21.B2.19)
The main Contractor shall prepare a Compliance statement with 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 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.
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 n) Issue of Military Type Certificate /Final Operational Clearance (21.B2.21)
The main Contractor shall submit a Compliance statement with the TCB, Air System Build
Standard and the Type Record. CEMILAC, after verifying these documents shall issue
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 to 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 production partner, then the MTC/RMTC holder may enter into
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; a 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 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.
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 3. Procedure for Design, Development and Production of Military Aircraft and Airborne
Stores
DDPMAS-2002 (Supersedes DDPMAS-75). Ministry of Defense Gov. of India. 17 May
2002.
4. Framework and Procedure for Design, Development and Production of Military Air
Systems and Airborne Stores. DDPMAS Version 1.0. Ministry of Defense, Gov. of India.
February 2021.
5. Indian Military Technical Airworthiness Requirements, IMTAR – 21 Version 1.0; Design,
Development, Production and Certification of Military Air Systems and Airborne Stores,
Min of Defense, Government of India, February 2021.

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