Certification Procedures

[josborne]

UofT is looking to do the full level 3 certification through NAPAS this year and is also trying to lobby with Waterloo to accommodate hybrid test launches. I wanted to get a conversation going regarding how to certify, what is the easiest way to do, where can we get clearance to launch to 10,000ft and higher, etc. Here is some of the basic information from what I have learned thus far for trying to do this within Ontario

- Need to initially join Tripoli
- Level 1 & 2 can be done on the same day, just need to bring rocket(s) that can use an H,I motor (level 1) and J, K, L motor (level 2). Also need to write a test which you can find study information here
- Contact Jim Smith if you are planning to go to a NAPAS event. He is the NAPAS prefect and can certify up to level 2. Also check the NAPAS launch schedule to see when the next event is

Getting to level 3 is a little tricky in Ontario because NAPAS only has clearance to 4400 ft, and you can't really strap on an M motor to anything of reasonable weight without going above 4400ft. I've been told the easiest way is to do it in NY or Michigan, although I'm still unclear on this. 

Would love to hear from the guys from Quebec about the procedure over there. 

[Bachar]

As far as I know, the certification process should be the same all over Canada.

But it seems like if the requirements have changed a bit since I got my level 1 and 2 from CAR-ACF. When I got certified, I had to go through 2 different exams; one from CAR-ACF and another one from Transport Canada.

That was the first step. After that I had to build a Level 1 rocket (in my case we decided to go for a rocket that would accomodate both a Level 1 motor and and a level 2, so we can get the L1 and L2 the same day, saving us time and money).

What has changed now is that it seems like if there is only one exam. Its called the "CAR Level 1 Knowledge Test". You still have to build and launch you own rocket. It has to be done in a controlled environment where there's a Range Safety Officer and CAR-ACF sponsored event. The RSO will inspect you rocket before flight and after safe recovery. Your L1 certification will be granted only after the rocket has been recovered.

When getting the L2 certification, no written exam is required, you just have to build and lauch your rocket with a L2 certified motor, again in a CAR-ACF event where a RSO can inspect your rocket and make sure it's safe before flight. Same for L3. I'm currently L3 certified.

For L4 its a bit different since you have to submit your rocket design for evaluation before you can start building it. It has to be a personnal design projet. The parachute deployment has to be electronic and therefore, you need to have your electronics certification which in turn requires two different successful rocket launches. But I heard that those rules might change for the L4.

I'll give you the link about the certification process from CAR-ACF.
And if you have guys any questions, do not hesitate.

www.canadianrocketry.org/files/CAR_hpr_cert_l1-3.pdf

Bachar Elzein
Technical Director, Aerodynamics and Structures.
ORONOS Polytechnique.

[josborne]

It seems that within Ontario the procedure is a little different as we follow the same rules as Tripoli Rocket Association (TRA) in the US. Levels 1 and 2 can be done on the same day, but I think they are slightly different than 1 and 2 certification through CAR-ACF. Level 1 through TRA allows for H and I motors, whereas level 2 allows for J,K,L motors. What are the motor levels within CAR-ACF?

Level 3 within TRA I believe is the equivalent to level 4 within CAR-ACF, in that you have to submit a design and there is a bunch of certification procedures that you need to go through. But as I said, you can't do this in Ontario because of the 4,400ft ceiling of NAPAS, which is the Ontario TRA branch. You have to go to the US to do it.

We are also looking into trying to find a way to fly our hybrid rockets. Within NAPAS, the two main limiters are that to fly with them we need to have the motor certified (I am still unclear about what this process is), or we need to launch at a TRA-sanctioned "experimental launch", again I don't know much about this yet, as I am still gather information. I am also looking into trying to find a way to launch hybrids in the US. Do any of our Quebec colleagues know anything about launching hybrids within Quebec?

[frederik]

I am L3 certified like Bachar. The difference between TRA and CAR-ACF are the first level. TRA L1 = CAR L1(H) + L2(I), then TRA L2 = CAR L3 and TRA L3 = CAR L4.

About the hybrids, we are far from launching a rocket with our homemade motor so I'm pretty sure we did not even start looking for a place to do this without a certified motor.

[josborne]

I've been recently going back and forth with some of the folks at both NAPAS and Tripoli regarding trying to fly hybrid motors and it does seem promising, but it is going to take a bit to get it there. To do so you would have to classify your launch as an experimental launch, so as to avoid having to certify your engine. Apparently they allow for them right now through Tripoli at their launch facility in Black Rock Dry Lack, Nevada. But those are a) in Nevada and b) are in September, which is not overly helpful for the IREC. Yiqing and I are trying to lobby to allow for launches within Canada or at least closer to Canada, and will update as we know more.

[GLJohnston]

Pierre Laurendeau, our adviser who is also high-ranked in the CAR, has always been friendly to testing hybrids on CAR-sanctioned launched. As was previously stated however, the ceiling is problematically low. At Montreal Polytechnique, we had explored the possibilities of launching at military bases. We had initially set up a test launch at the Gagetown military base in New-Brunswick 1 month before the 2013 IREC, but cancelled it due to bad weather. I understand driving to New Brunswick is not convenient at all for the Ontarian brothers.

This opens up another issue: testing our prototypes to actual altitude. With a 6000 ft ceiling (provided at a CAR-sanctioned launch), it was possible to weigh down the 10k rocket with ballast to keep it low - though this put almost critical stress on the air frame. Obviously, weighing down a 25k prototype so it stays under 6000 ft is not feasible.

Furthermore, testing at military bases had always irked me because it brought us closer to the whole military establishment. We had actually been offered by the Valcartier research base to cooperate with them on a project in exchange for access to their installations - an offer which we refused. Before I left, we were working on 2 avenues for testing prototypes. First off, hybrid static tests could possibly take place in Hydro-Quebec's testing facilities just outside Montreal, where the bunkers are blast proof and heated (convenient for winter...!). Secondly, we were approached by someone who apparently owned large amounts of land in northern Quebec and who was quite enthusiastically offering his area as a test range. The guys from Montreal will assuredly share all testing possibilities with other member teams of NERA.

[josborne]

I would love to connect with Pierre to discuss hybrid launches at CAR-sanctioned events. Gabrielle could you send me his contact info? The nice thing about hybrids is that, although the ceiling is a bit of a hassle, we don't need to weigh down the airframe with ballast we just simply put less fuel in the engine to reduce our thrust. So it's relatively easy to get around the ceiling limitation. Also if going to New Brunswick is how we have to test fly then that's something we are willing to do as well.

[Yiqing Wang]

I just want to point out that adding payload weight isn't as big an issue for hybrid rocket as it is for solids if you take that possibility into account during design process.

If you remember our 2013 rocket which has an all aluminum construction, that thing can absolutely take way more payload than 10 pounds as far as structural strength is concerned. Of course, I admit that the recovery and electronic section can and should be replace with composite to lighten the weight. Still, you could make the payload sit on top of the oxidizer tank.

The oxidizer tank and combustion chamber practically has to be metal unless you want to put some serious amount of work into developing composite tanks and combustion chambers. If you reinforce whatever you have between the tank and combustion chamber like we did. You rocket would be basically all metal from the tank down. Even if you decide to go with an external composite skin like UofT did. You can still add some internal bracing to let the tank and chamber take vertical load of the payload.

Of course, not having the payload at the top moves your center of gravity but that can be compensated.

[josborne]

I've received a reply from NAPAS regarding launching hybrid rockets in Ontario. I'm going to copy and paste what he wrote, but the tl;dr of it is that there is basically no way to test fly a hybrid rocket in Ontario. If there is anyone reading this that wants to test fly hybrids, I'm going to try and pursue others to see if I can find a location to test fly them.

Begin message:
_____________________
Dear Mr. Osborne

I regret to inform you that NAPAS will not be able to host a test launch of your rockets. There are several reasons, mostly related to the fact that your motors are non-commercial. Our board of directors has discussed this at length and although we would like to help you as much as we can, we cannot support a launch on our field at this time.

We are governed by the document "Requirements for Launching High Power Rockets in Canada". Section 9.1 states ”All persons launching high power rockets in Canada shall use only commercially manufactured high power rocket motors, motor reloading kits or components authorized by NRCan and/or CLSO, except by deviation approval”. I have spoken at length with our contact at Transport Canada (TC), Mr. Laird Gillespie, about your project and this is a summary of his comments. The problem is, CLSO (Canadian Launch Safety Office) has ceased to exist since this document was prepared. Anything in the document that refers to authorization by CLSO can no longer happen since CLSO doesn’t exist. Moreover, there is nothing to replace it. TC has no way to authorize anything the CLSO used to do because they have no documented procedure for doing so. Their position is that TC cannot approve rocket motors, only Natural Resources Canada (NRCan) can do that. TC can only approve the use of airspace.

Mr Gillespie spoke with a colleague, a TC inspector, who told him that some hybrid rocket motors that do not have "explosives" are not regulated by NRCan, but some hybrid motors are regulated by NRCan. As neither I nor Mr Gillespie have much knowledge of hybrid motors, and as I don't know any details of your motors, I have no idea whether your motors are regulated by NRCan or not. He told me that if your hybrid motor is regulated by NRCan then you would legally need a NRCan manufacturer's certificate to make the motor and then approval to transport it. Mr. Gillespie is trying to get more information from NRCan and if he sends me anything I will forward it to you.

Discussing your case specifically, he said to me that he would “never authorize an experimental rocket launch in one of the busiest air traffic areas in the country, southern Ontario”. Since TC regulates the use of airspace, I think that is a major stumbling block.

The second reason relates to Tripoli Rocketry Association (TRA). For a launch to occur on our field, we need to have TRA insurance in place. TRA has two kinds of launches, commercial and research. For a commercial launch, all motors must be of commercial manufacture. To launch your projects would require a research launch. NAPAS would need to apply to TRA for permission to do a research launch and our TRA prefect says that he does not think this will be approved and he will not ask for it.

Finally, I have to say that several of us are very apprehensive about the safety and liability of a launch by groups with little or no high power launch experience launching a project involving a (probably) L power hybrid motor of their own design. The TRA certification process is designed to guide fliers to learn the practical skills of rocketry in stages, not jumping in at a relatively high power level for their first flight.

Mr. Gillespie did tell me that your groups could apply to TC to hold a launch independent of any organization (Tripoli, CAR, NAPAS) but you would need to prove equivalent safety precautions to those of Tripoli or CAR and your motors, if regulated by NRCan, would need to be approved by NRCan. He then re-iterated that he would never authorize an experimental rocket launch in southern Ontario, so I don’t know if that is at all helpful for you.