Rocketry Planet

WORLD WIDE WEB — The TAP Chairman of the Tripoli Rocketry Association announced late last week the organizations new certification rules for Level 1-3 certification, posting them to the member forum.  The new rules have an effective date of 01/01/2009 and were posted to the organization's website today.

The body of the rules are listed below:

High Power Rocketry Certification

Level 1

Level 1 Certification allows flyers to fly High Power Rockets with a total installed impulse up to 640 n-sec.

Airframe – The rocket must be built by the flyer. The rocket shall have a display on the exterior identifying the calculated center of pressure. The rocket must be of “conventional rocket design”. “Odd Rockets” including flying pyramids, saucers and flying spools will not be allowed for any certification flight. The rocket may be either a kit or scratch built. Scratch built rockets may contain commercially built components.

Recovery - Standard parachute recovery is required. Non-parachute recovery methods (e.g. tumble, helicopter, gliding, etc) are not permitted for certification flights. If the rocket is using dual deployment, the first event recovery may be via drogue-less or streamer as long as the main or second event uses a standard parachute.

Motor – The certification flight must be with a single certified H or I motor (tested total impulse between 160.01 and 640.00 n-sec). Staged and/or Clustered rockets may not be used for certification flights. The flyer shall be observed by the certifying member or their designated representative during the assembly (if a reload or hybrid) and preparation of the motor.

Electronics – Electronics are not required for level 1 certification flights.

Certification Flight – Level 1 Certification flight may take place at any insured launch. The certifying member (i.e. Prefect, TRA Director, or TAP Member) must be present and witness the certification flight. The certifying member must witness the rocket ascend in a stable manner and descend in stabilized manner controlled by the recovery system.

Post-Flight Inspection – The rocket must be presented to the certifying member for inspection. If the rocket cannot be recovered, but can be inspected in place (power lines, tree, etc…) this is acceptable. The certifying member shall inspect the rocket for excessive damage. Excessive damage shall be considered damage to the point that if the flyer were handed another motor, the rocket could not be put on the pad and flown again safely. Damage caused by wind dragging will not cause a disqualification.

Non-certification – Any of the following will result in non-certification for a certification flight:

• Motor Cato
• Excessive Damage
• No recovery system deployment or tangled recovery system deployment
• Rocket drifting outside the specified launch range
• Components coming down not attached to the recovery system.
• Any other violation of TRA safety code associated with this particular flight.
• Any other legitimate reason the certifying member deems merits non-certification.

Level 2

Level 2 Certification allows flyers to fly High Power Rockets with a total installed impulse between 640.01 and 5120.00 n-sec.

Written Test – The written examination for level 2 shall be passed prior to a level 2 certification flight.

Airframe – The rocket must be built by the flyer. The rocket shall have a display on the exterior identifying the calculated center of pressure. The rocket must be of “conventional rocket design”. “Odd Rockets” including flying pyramids, saucers and flying spools will not be allowed for any certification flight. The rocket may be either a kit or scratch built. Scratch built rockets may contain commercially built components.

Recovery - Standard parachute recovery is required. Non-parachute recovery methods (e.g. tumble, helicopter, gliding, etc) are not permitted for certification flights. If the rocket is using dual deployment, the first event recovery may be via drogue-less or streamer as long as the main or second event uses a standard parachute.

Motor – The certification flight must be with a single certified J, K, or L motor (tested total impulse between 640.01 and 5120.00 n-secs). Staged and/or Clustered rockets may not be used for certification flights. The flyer shall be observed by the certifying member or their designated representative during the assembly (if a reload or hybrid) and preparation of the motor.

Electronics – Electronics are not required for level 2 certification flights. However, prior to attempting level 3 certification, the flyer shall successfully fly at least one rocket in the Level 2 impulse range using an electronic device as the primary means of recovery system deployment. This may be their level 2 certification flight or any subsequent flight.

Certification Flight – Level 2 Certification flight may take place at any insured launch. The certifying member (i.e. Prefect, TRA Director, or TAP Member) must be present and witness the certification flight. The certifying member must witness the rocket ascend in a stable manner and descend in stabilized manner controlled by the recovery system.

Post-Flight Inspection – The rocket must be presented to the certifying member for inspection. If the rocket cannot be recovered, but can be inspected in place (power lines, tree, etc…) this is acceptable. The certifying member shall inspect the rocket for excessive damage. Excessive damage shall be considered damage to the point that if the flyer were handed another motor, the rocket could not be put on the pad and flown again safely. Damage caused by wind dragging will not cause a disqualification.

Non-certification – Any of the following will result in non-certification for a certification flight:

• Motor Cato
• Excessive Damage
• No recovery system deployment or tangled recovery system deployment
• Rocket drifting outside the specified launch range
• Components coming down not attached to the recovery system.
• Any other violation of TRA safety code associated with this particular flight.
• Any other legitimate reason the certifying member deems merits non-certification.

Level 3

Level 3 Certification allows flyers to fly High Power Rockets with a total installed impulse greater than 5120 n-sec.

Airframe – The rocket must be built by the flyer. The rocket shall have a display on the exterior identifying the calculated center of pressure. The rocket must be of “conventional rocket design”. “Odd Rockets” including flying pyramids, saucers and flying spools will not be allowed for any certification flight. The rocket may be either a kit or scratch built. Scratch built rockets may contain commercially built components. Commercially available prefabricated fin cans, either as part of a kit or obtained separately, may not be used for level 3 certification flights.

Construction Inspections - TRA members designing or preparing to fly a level 3 project must present details of their design to 2 TAP members of their choice. BEFORE attempting a level 3 flight, 2 TAP members must have signed off on the member’s certification form. It is best if this TAP review is performed before the day of the launch to allow adjustments to the rocket design if deemed necessary by either of the 2 TAP reviewers. TAP members should be kept informed of any changes during construction. In general, the TAP member for objectively assessing the rocket will need the following information:

• A completely filled out Pre-Flight Data Capture form
• Drawings of the rocket showing airframe components, fins, bulkheads, recovery system components, payloads, etc…
• A parts listing that includes material descriptions, adhesive types, screw sizes gauges, thicknesses, etc…
• A simplified wiring diagram of the electronic recovery system that shows the major components
• Pre-flight checklist describing: field assembly of the rocket, motor installation, recovery system preparation, launcher installation, system arming, etc.

These items should be neatly drawn, and, if possible, lists typed. The primary preparation criteria are those drawings and lists are neat and legible. All items will be returned to the submitter if desired. A self-addressed envelope or supply postage funds to assist the TAP member with returns.

Recovery - Standard parachute recovery is required. Non-parachute recovery methods (e.g. tumble, helicopter, gliding, etc) are not permitted for certification flights. If the rocket is using dual deployment, the first event recovery may be via drogue-less or streamer as long as the main or second event uses a standard parachute.

Motor – The certification flight must be with a single certified M or larger motor (tested total impulse greater than 5120.01 n-secs). Staged and/or Clustered rockets may not be used for certification flights. The flyer shall be observed by the TAP member or their designated representative during the assembly (if a reload or hybrid) and preparation of the motor.

Electronics – Prior to a level 3 certification flight, the flyer shall successfully fly at least one rocket in the level 2 range using an electronic device as the primary means of recovery system deployment. Level 3 certification flights shall include at least two completely separate electronic devices, with independent power sources, wire harnesses, and ignition devices for the primary and back-up means of recovery system deployment.

Certification Flight – Level 3 Certification flight may take place at any insured launch. The TAP member must be present and witness the certification flight. The TAP member must witness the rocket ascend in a stable manner and descend in stabilized manner controlled by the recovery system.

Post-Flight Inspection – The rocket must be presented to the certifying member for inspection. If the rocket cannot be recovered, but can be inspected in place (power lines, tree, etc…) this is acceptable. The certifying member shall inspect the rocket for excessive damage. Excessive damage shall be considered damage to the point that if the flyer were handed another motor, the rocket could not be put on the pad and flown again safely. Damage caused by wind dragging will not cause a disqualification.

Non-certification – Any of the following will result in non-certification for a certification flight:

• Motor Cato
• Excessive Damage
• No recovery system deployment or tangled recovery system deployment
• Rocket drifting outside the specified launch range
• Components coming down not attached to the recovery system.
• Any other violation of TRA safety code associated with this particular flight.
• Any other legitimate reason the TAP member deems merits non-certification

Other publications to the Tripoli website included the organization's new Research Safety Code, which also took effect on January 1st.

Attachment: 2009 Tripoli Rocketry Association Certification Rules
Attachment: 2009 Tripoli Rocketry Association Research Safety Code

Reader comments

#1 Re: Article: Tripoli publishes their latest certification rules

Quote:

The certifying member (i.e. Prefect, TRA Director, or TAP Member) must be present and witness the certification flight.

This is the strictest and most choking rule on rocketry access ever published.

Tripoli is "designed to be exclusive".

Just Jerry

Just Jerry on 01-04-2009 11:19 PM

#2 Re: Article: Tripoli publishes their latest certification rules

Quote:

This is the strictest and most choking rule on rocketry access ever published.

Tripoli is "designed to be exclusive".

Just Jerry

Do you think the cert flight should not have to be witnessed? Or are you concerned about the limited number of people who can oversee a certification (TAP, Prefect, or BOD)

Steve_Shannon on 01-04-2009 11:30 PM

#3 Re: Article: Tripoli publishes their latest certification rules

Quote:

Do you think the cert flight should not have to be witnessed? Or are you concerned about the limited number of people who can oversee a certification (TAP, Prefect, or BOD)

The limited number of people. In NAR for example any MEMBER certified to a particular level can do the certification verification.

In an optimum world any citizen (or two) could do the certification with an affidavit.

Since the entire point of certification is a dummy test and not some perfection of skills test, any reasonable way to verify the flight actually occurred should be acceptable.

The recent FAA rule publication itself warned of rules specific to particular clubs or entities where some sort of unwelcome restriction is added.

This NEW rule publication goes AGAINST the Federal trend, and shows an ETHIC of Tripoli that is vastly MORE restrictive than even the most recent FAA regulation.

I told you so.

Just Jerry

Just Jerry on 01-05-2009 12:39 AM

#4 Re: Article: Tripoli publishes their latest certification rules

I'm happy to see rule that the rocket must be of “conventional rocket design” and “Odd Rockets” including flying pyramids, saucers and flying spools will not be allowed for any certification flight.

C.O.B.H.C. on 01-05-2009 01:20 AM

#5 Re: Article: Tripoli publishes their latest certification rules

Quote:

I'm happy to see rule that the rocket must be of “conventional rocket design” and “Odd Rockets” including flying pyramids, saucers and flying spools will not be allowed for any certification flight.

Agreed.

Also, noticed that L3 certs now REQUIRE use of two altimeters. Previously, it was up to the TAPS on # of altimeters, though I think most demanded two. Personally, on rockets of the L3 size using two alts is a "no brainer" so this newly stated requirement should not really affect anyone. And I can personally attest to the importance of two for certs. One of my alts failed to fire the apogee charge on my L3. Without the backup, the rocket would've come in ballistic!

I found the "requirement" that a flier have at least one altimeter-based flight on an L2 motor before attempting an L3 cert interesting and necessary. While it's rare these days for someone attempting an L3 to not have made at least one altimeter flight, it has happened that a flier's first altimeter flight is their L3 and several times the results were not pretty. I think this all goes to promoting more safety assurances. Yes, even altimeter experience does not mean something won't go wrong or flier error won't happen, but the new rule will lessen this (as best as it can be lessened).

MarkM on 01-05-2009 02:21 AM

#6 Re: Article: Tripoli publishes their latest certification rules

Quote:

This is the strictest and most choking rule on rocketry access ever published.

While it certainly is more restrictive than NAR, I don't see it as "choking", principally because at most TRA sanctioned launches the prefect is present. For those launches where this doesn't occur, maybe there should be a "line of succession" to the prefect. The next "in line" can act in the absence of the prefect.

For the clubs I fly with (which are both NAR & TRA) it is rare the prefect doesn't show....he's the one that stores all the launch equipment. Without him, there is no launch

MarkM on 01-05-2009 02:26 AM

#7 Re: Article: Tripoli publishes their latest certification rules

Quote:

This is the strictest and most choking rule on rocketry access ever published.

What is new about this? Nothing!
We had the discussion on the pro's and con's of different systems elsewhere: http://www.rocketryplanet....ms/showthread.php?t=2412

What TRA does is clarifying rules and it all makes sense.

Juerg

Juerg on 01-05-2009 04:18 AM

#8 Re: Article: Tripoli publishes their latest certification rules

Quote:

This NEW rule publication goes AGAINST the Federal trend, and shows an ETHIC of Tripoli that is vastly MORE restrictive than even the most recent FAA regulation.

WHY are you COMPLAINING about something you said YOURSELF that you would never JOIN? Didn't you SAY you were never joining the TRA? Isn't this like YELLING at the wind? Or shaking a STICK at the clouds? "YOU THERE! STOP BEING SO CLOUDY! RAWR"

And what's with the RANDOM word capitalization THING?

-DAllen

DAllen on 01-05-2009 06:46 AM

#9 Re: Article: Tripoli publishes their latest certification rules

"Motor – ... The flyer shall be observed by the TAP member or their designated representative during the assembly (if a reload or hybrid) and preparation of the motor."

I am not sure if this is a necessary step. I would hope long before this time the flyer knows how to assemble a motor. However, I don't see it or the other rules as a show stopper. I am pondering my L3 project now, and I see nothing to worry about, or any new twists.

Bruce

beharri on 01-05-2009 06:53 AM

#10 Re: Article: Tripoli publishes their latest certification rules

Quote:

Agreed.

Also, noticed that L3 certs now REQUIRE use of two altimeters. Previously, it was up to the TAPS on # of altimeters, though I think most demanded two. Personally, on rockets of the L3 size using two alts is a "no brainer" so this newly stated requirement should not really affect anyone.

I found the "requirement" that a flier have at least one altimeter-based flight on an L2 motor before attempting an L3 cert interesting and necessary.

The use of two sets of electronics (not just altimeters) has been utilized by pretty much everyone doing an L3 flight so I agree that isn't really a big deal.

As for the flyer having an L2 flight using electronics under their belt. I've wondered how that is going to be documented since I first heard about it.

As I recall, some years ago a few folks (always the same people wanting to make more rules just because they were dumbasses coming up and they figure everyone else must be just as dumb as they are...) wanted flyers to have "X" number of flights under their belt or a time period of about six months before attempting the next level cert flight but it quickly became too cumbersome to try to document and if it isn't documented then it didn't happen.

I understand the new rules but I think they are just put out there to make someone feel good and aren't based on fact. I know there was never a study done that had the results point to L3 cert flights tending to fail more often due to the lack of duplicated electronics which makes it an assumption and we don't need more rules to address assumptions or "What If" scenarios.

I just can't understand why it's so important for this one flight but not required for all those that will follow. Does anyone really think that someone that certifies at any particular level is really any more competent on their next 2, 3 or even 5 flights. I Doubt it.

Happy New Year!!!

Andrew

agrippo on 01-05-2009 07:44 AM

Comments 1-10 of 60 shown. Click here to read comments 11 through 60.

Registered users can add comments and discuss this article. To participate, please login or register.