Model Aviators Association

Code of Practice

By John Bicknell

GENERAL

a)     This Code of Practice is a general document and where the situation demands, a "Site Specific" code should be drawn up in conjunction with all interested parties and should be regularly reviewed.

b)    Local Authorities should be encouraged to display prominently details of any local Bye Laws which govern model flying on public open spaces.

c)     Prominent notices should be erected at access points to sites accessible to the public warning them of the presence of model flying.

d)    A Safety Marshall should be appointed at all flying sessions whose duties should include warning both public and flyers of flight pattern, takeoff areas and safety procedures and advising spectators of the safest area from which to watch.

e)     All Club Committees should include the post of Safety Officers.  His duties are to ensure that both the Association and the club safety codes are followed.

f)      All Club members must be issued with a copy of the Club Safety Policy document and made aware that infringements of the code may affect Association Third Party insurance cover and will not be tolerated.

g)     All flyers must ensure that, the site they intend to use is entirely suitable for their types of models before attempting to use it.

h)     All flyers must ensure that the site is left free of all rubbish, which may cause damage to people, property or livestock.

i)       When using a towline, bungee or power winch, particular note should be taken of the siting of flight lines so that no danger or inconvenience shall be caused to spectator, livestock or property.

j)       If the site is used or over-flown by gliders or hang gliders, it is essential that a clear Code of Conduct exist that is fully understood by both model and full-size pilots.  In every instance of conflict of airspace, full-size aircraft have absolute right of way.

k)     At any site close to full-size aircraft operations it is imperative that the provisions of the Air Navigation Act are understood and complies with.  Liaison with full-size airfields is essential.

l)       Car parking should be at least 100 metres from the take-off/landing area.

m)  No cars are to be permitted to park in the pits area.

n)     The flying area should be planned in such a way as to allow for safe flying in differing wind directions.  A clearly defined model pound should be set up subject to wind directions on the day and direction of circuits will be dictated by the positioning of this.  The Safety Officer should advise all arrivals at the field of the direction of circuits and the locations of the day for the model pound and parking.

o)    It is strongly recommended that no individual should fly alone at any isolated site.

OPERATIONAL GUIDELINES

a)     All types of flying models should be built to a standard such that they will not fail under normal circumstance, paying particular attention to control surface hinges and connections and taking into account the type, size, weight and particular fling stresses that the model is expected to undergo.  It is recommended that every club institute a pre-flight check system for any model built by newcomers to the hobby and that such cheeks are carried out before the new model is brought to the flying site.

b)    Models should he thoroughly checked prior to each flying session and after any abnormally hard landing.  Checks should include: - Check airframe for any transit damage.  Check that ~servos and linkages are secure.  Cheek undercarriage for secure fixing and correct alignment.  Check propeller for damage and secure fixing.  Check condition of control-lines looking for kinks or fraying.  Cheek all control-line attachment points for integrity.

c)     The only permissible ballast that may be dropped from a model is water.

d)    Never fly if there is any doubt as to your ability to keep full visual contact with your model by virtue of the time of day or weather conditions.

e)     Never fly near any overhead cables.

f)      Do not leave any hazardous materials or equipment unattended where they may be accessible to spectators or livestock.

MODELS

a)     The R/C equipment in all models should be adequately protected against vibration in accordance with the manufacturer instructions.  All ancillary items should be adequately fixed and of sufficient strength for their purpose.  All control linkages should be rigid and slop free.

b)    It is recommended that you only use Ni-Cad rechargeable batteries in your radio control equipment of size and type recommended by the equipment manufacturer.  All batteries should be charged prior to every flying session in accordance with the manufacturer recommendations.

c)     With new or repaired equipment, a ground range check in accordance with the equipment manufacturers recommendations is essential, preferably in a model and with the model's engine running.

d)    Before every flight, check that transmitter trims, rate switches etc. are in their correct positions and that each control surface on the model moves freely and in the correct sense.

e)     Immediately before take-off, flight controls must be checked for full, free and correct movement under full power if applicable.  If there are any doubts as to their correct operation, do not fly.

ENGINE OPERATION

a)     When starting an engine always make sure that the model is restrained and cannot move forward and never put yourself in a position where your face is in line with or directly in front of a turning propeller.  Once an engine has been started, make all adjustments from the rear.

b)    Be aware of the dangers to bystanders in the event of propeller failure during start-up and ensure that the area to the front and side of the model care clear before start-up.

c)     Spinners, propeller nuts, etc. should he of the domed or rounded end safety type and spinners should be rounded not pointed.

d)    On internal combustion engines and electric motors damaged propellers or propellers manufactured from metal must not be used.

e)     Care should be taken by the operator that propellers are of suitable size and construction for their engine or motor's operating speed, the engine manufacturers instructions should be adhered to.

f)      After starting the engine and allowing it to warm up, cheek engine operation at full power in both level flight and steep climb attitude, in a safe area away from the pits.

PRE FLIGHT CHECKS

a)     After obtaining frequency clearance, switch transmitter ON then receiver ON.

b)    Check that all controls operate freely and in the correct sense.

c)     Check that all control surfaces are in their correct positions with the transmitter trims at neutral.

d)    Look for any minor radio malfunctions such as slow or 'jittery' servos, glitches etc. if in doubt, do not fly.

e)     With the aircraft held securely on the ground, open up again to full power and recheck all flying Controls again.

f)      Double check that all transmitter trims, rate Switches, mixers etc. are in their correct positions and that the transmitter battery state is satisfactory.

g)     If a Fail-safe system is fitted, cheek for correct operation.

POST FLIGHT CHECKS

a)     Receiver OFF then transmitter OFF.

b)    Clear the frequency controls system.

c)     Check propeller, airframe, undercarriage, wing fixing etc. for security of fastening and for possible Landing damage.

FLYING

a)     New flying sites should be carefully checked for interference particularly where they are in close proximity to industrial areas.

b)    All clubs should possess a frequency monitor or be able to borrow suitable equipment.

c)     It is recommended that all models be flown from the same point on the flying site.

d)    A frequency control systems, such as a peg-board and or a transmitter pound should be used in conjunction with transmitter frequency pennants to ensure adequate frequency control.

e)     Inexperienced R/C flyers should never fly without an experienced helper.

f)      Do not taxi an R/C model where loss of control could result in collision with persons or property.

g)     Before take-off, check the runway, approach path and be aware of models in the circuit before clearly announcing your intention to take off.  Never take off or land towards other pilots, spectators or the pits area.

h)     Position yourself so that you always have a clear view of the model and never fly directly towards spectators, car parking areas or model pound.

i)       Always make the initial turn after take-off away from spectators and parking areas.

j)       Do not over-fly houses, domestic gardens, car parks, traffic, railways, organised games, spectators or passers by.

k)     If any item becomes detached from the model during flight, land as soon as it is safe to do so.  If you have any suspicion that the R/C system is malfunctioning, land as soon as it is safe to do so.

l)       Do not distract pilots, particularly when they are controlling models taking off or landing.

m)  The Safety Officer should exercise strict control over the take off / landing area used.  Pilots landing should have priority but must call out their intentions clearly.  The Safety Officers should be continually aware of movements on the runway and be ready to police situations where required.

n)     Never assume that the landing area is clear even if your have called landing.  In emergency situations call for help from your fellow flyers and always be prepared to land in a safe place off the landing area if necessary.  In cases, the safety of people is paramount.

o)    Care must be taken at all times to avoid overlying operating transmitters.  The Safety Office should take action to prevent operating transmitters being taken out on to an active flying area when, for example, models are being retrieved.

p)    The staging of deliberate mid-air collisions is prohibited.

HELICOPTERS - ADDITIONAL CONSIDERATIONS

a)     It is VITAL that you never fly or run up your helicopter in or near the pits area or near spectators.  When starting the model in the pits, hold the rotor head firmly.  When the engine is running carry the model a sensible distance from other people before running up or flying.  DO not release the rotor of the model until you are sure that it is safe to do so and Never forget the amount of energy there is in a spinning rotor.  Never hold the model overhead to run up the engine.

b)         A model helicopter must on no account be run up:                             In or near the pits area or close to any spectators.                 Directly towards the pits area or any spectators.                      With metal rotor blades.                                                   With knife sharp leading edges on main or tail rotors.              With damaged or out of balance rotor blades.                       With any rotor blades other than those recommended by the               manufacturer.                                                                With radio equipment unprotected against shock and vibration.      In the presence of spectators or at a competition or until pre flight            checks are carried out.

PRE FLIGHT SESSION CHECKS

a)     Check all ball links for stop and change as necessary.

b)    Check that all rotor blades are in good condition with no damage apart from minor tip damage.

c)     Check for signs of loose or missing nuts and bolts.

d)    Check that there is not backlash in the drive system apart from gear backlash, which should not be Excessive.

e)     Check that servos are secure and free from oil.

f)      Cheek that fuel tank and all piping is secure.

g)     Check that the receiver aerial is secure and in good condition with no chafing or damage.

PRE FLIGHT CHECKS

a)     If, on a previous flight, the helicopter suffered damage or a heavy landing, recheck all of the above.

b)    Check ad controls before starting especially for binding links or slowing of servos.

c)     Recheck controls at high rotor rpm, just before lift-off.

d)    Check for vibration and eliminate before flight.

e)     Check main rotor blades for true tracking in hovering flight.

f)      Cheek that the receiver aerial cannot become entangled with any moving or rotating part.

g)     Double check that all switches on the transmitter are in their correct positions before every flight.

h)     If a Fail-safe system is fitted, check for correct operation.

SILENT FLIGHT - ADDITIONAL CONSIDERATIONS

FLAT FIELD SOARING

a)     The nose of an R/C glider should be well rounded and on no account sharply pointed.

b)    Lightweight models should be flown in a manner that takes into account the stress absorbing potential of the airframe.

c)     The use of a 'weak link' of known braking strain in launch lines is recommended.

d)    Bungee (Hi-Start) anchorages must be of the screw-in type of fixing.

e)     Particular care should be taken with electric power winches.  Operators should be familiar with emergency procedures and fully familiar with the particular winch before using it.  All electrical connections should be well secured and cables capable of handling high currents without overheating used.  Turn around pulleys must be firmly anchored using screw type ~fixings.

SLOPE SOARING

a)     If a frequency control system is operating on the site, you must use it.  If no control is operating you must not switch on your radio until you have checked that it is safe to do so.

b)    To avoid possible interference, pilots should attempt to keep reasonable close together.  If this is not possible (i.e. if a pilot does a cross-country flight) then everyone on the slope should he made aware of the fact.

ELECTRO-FLIGHT

a)     Pay particular attention to motor switching systems to ensure that an accident cannot occur when either the flight battery is plugged in or the R/C system switched on with the flight motor "armed".

b)    Only use commercially produced fast charge systems preferably of the Peak Detection type in accordance with manufacturer instructions.

c)     Always fit three suppression capacitors to the drive motor, one across the power connections and one from each power connection to the case of the motor.

d)    Always cheek that motor operation does not interfere with the R/C equipment in the model.  Range cheeks with the motor off and on are essential.

e)     High capacity Ni-Cad cells are capable of supplying very high currents particularly in the event of short circuits.  All connectors and cable should be robust enough to carry safely the current for the motor/s used.  Short circuits, faulty wire insulation or loose Contacts can result in considerable beat generation and can cause severe burns or fires.

CONTROL LINE

a)     Always use steel lines of sufficient strength for the type of model you are flying, where possible stranded lines should be used when flying over grass or when aerobatics are performed.

b)    If swivels are used between the control handle and the lines they must be of substantial construction.  The thin bent wire type must not he used.

c)     Before each flying session and after any heavy landings, the model should be subjected to a pull test of at least 10 x the model's weight.

d)    Before every flight check the fines and linkages thoroughly. If any damage is found do not fly until it has been rectified and retested to your satisfaction.

e)     Ensure that there are not spectators near to the circle before you release the model.

f)      Do not fly near ANY overhead cables.  At least 30 metres separation is recommended.

g)     Do not fly during electrical storms.

h)     Whenever high pulls are expected, use a safety strap connecting the handle to your wrist.

i)       Never release the control handle when the model is flying.

j)       Encourage spectators to stand upwind of the circle.

k)     Always mark a centre spot for your circle, ensuring that adjacent circles are not too close to each other.

l)       Always stay on the centre spot when flying.

m)  If someone strays into the circle whilst you are flying, warn him or her of the danger and stay high until the circle has been cleared.

n)     Always 'ditch' your model rather than hitting someone.

FREE FLIGHT

a)     Models should not be launched from any position whereby prevailing wind conditions and the models expected flight pattern would cause it to over-fly building, roads or railways.

b)    Launch models well away from and downwind of any spectators or vehicles.

c)     When a fuse type dethermaliser is used, always use a snuffer tube.

d)    Check the alignment of any detachable surfaces and the correct functioning of all automatic devices before every launch.

e)     Hand towlines must be removed from the storage/retrieval system (winch) before the tow is commenced.

LARGE MODELS

The Civil Aviation Authority definition of a "large model' is one that exceeds 7kg (15.432lbs) in weight without fuel or, according to the Federation Aeronautigue Internationale, one that has total surface area of wing and tail plane exceeding 150sq.dm(I6.14sq.ft) and include all forms of model aircraft both powered and non-powered and rotary wing types.

a)     When constructing the model ensure that all parts have adequate strength for the task they perform.  Pay particular attention to the flying surface fixings and bracing.

b)    Use only control clevises and horns specifically designed for heavy-duty applications.  Whenever possible each aileron should have its own servo and the elevator should preferably have two independent servos with either mechanical interconnection so that either can drive the control surface (with reduced movement should the other fall) or each servo should drive one half of the elevator through separate push rods.  Where required by the Civil Aviation Authority, an R/C rail-safe devise must be fitted and operational.

c)     Pay particular attention to the state of the battery and the switch harness.  Ensure that the batteries in both the model and the transmitter have adequate capacity for the flight to be undertaken and are fully charged for each flying session.

d)    Do not operate large models at a site that allows public access to the take-off or landing area unless that access can be marshalled during the duration of the flight.

FIXED WING

a)     The fail-safe device fitted must, as a minimum, bring the engine to idle speed.

b)    Pay particular attention to vibration proofing the airframe.  Larger engines may produce higher amplitude, lower frequency vibration than that produced by smaller capacity, higher revving motors.

HELICOPTERS

a)     The greatest attention must be paid to the effect of vibration on the airframe and radio installation.  Linkages must be regularly checked and any that are suspect must be renewed.

GLIDERS - SLOPE AND THERMAL

a)     The fail-safe device fitted must, as a minimum, operate on both the elevator and rudder, driving the elevator to full up and the rudder to full left (or right).

b)    Always turn away from the hill at the end of each pass.

c)       Always perform aerobatics well away (not less then 60 metres) from people or property and never, under any circumstances, overhead.

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