April 2006 59
by Donald Brooks
Part 1
AT THE END of last month’s “From the
Ground Up” installment we had the model
at the taxiway with its engine at idle.
Leave it there for the time being; I’m
going to discuss model flight operations in
terms of where we fly and what we fly to
reduce the level of risk.
In the next article I’ll write about flightoperations
safety from the perspective of
how we fly, including methods,
techniques, and good flight-safety
practices.
Level of Risk: Everything we do in our
lives carries some risk. If you are a
newcomer to flying models or an
experienced old-timer, you should fully
appreciate the safety concerns involved
with piloting an RC aircraft. That
knowledge can assist you in preventing
injury to others and yourself during model
flight operations.
As the old saying goes, “Forewarned is
forearmed.” If you know about the
dangers, you have a better chance of
avoiding an accident and the potential
consequences.
The primary concern in model flight
operations is an out-of-control aircraft
striking someone. A secondary concern is
property damage caused by an errant
airplane. A third is that if you lose control
of the model, you destroy your beautiful
creation.
Loss of control and the subsequent
crash may occur for a variety of reasons.
The pilot could make a mistake and cause
the crash. A radio receiver battery could
fail. A control surface could detach. The
model may be flown out of radio range. A
servo could jam or fail to operate properly.
In the first two articles of this series I
described the levels of safety action we
apply to aeromodeling to minimize risks
and prevent injuries. As a basis for further
discussion, review the accompanying
Table 1: “Aeromodeling Safety Risks and
Defense.”
Reading from left to right takes us from
a low to high level of consequence—a
first-aid injury to major injury or death.
Reading from bottom to top we see that the
safety action levels increase as the
probability of an occurrence increases.
Where risk level is low and the likelihood
of an event happening is low, we may only
need to ensure that we have the right
attitude.
Let’s consider sawing a piece of thick
balsa with a razor saw. If we slipped, the
resulting injury would be a cut and would
be addressed by first aid. If we considered
an out-of-control, 6-pound aircraft moving
60 mph with a propeller spinning at 12,000
rpm on the front, we are looking at a safety
risk of major injury or death.
In the latter case we would apply all the
levels of safety we could muster. We
would ensure the right attitude, prechecks
in the preflight inspection, and backups
such as dual and independent servos for
ailerons or elevator to prevent the out-ofcontrol
situation.
We would also, by flying-field design,
use isolation by physical separation of the
overflight area and spectator and pit areas
to protect us from injury. In extreme
situations such as air combat, we would
increase the separation between the flight
operations and spectators and use
barriers—i.e., hard hats—to protect the
pilots.
Perhaps you are thinking, “No problem.
I fly park models; they only weigh 13-16
ounces.” A baseball weighs roughly that
much. Have you ever been hit by a
baseball that missed your mitt? It hurts,
doesn’t it?
A missed ball can make you appreciate
the combination of mass and speed as
momentum. Even a small object such as a
park flyer, traveling at a significant speed,
can hurt whomever it hits.
Several weeks ago I watched a pilot fly
a new F4U Corsair park flyer. It weighed
only 15 ounces, but at full throttle it flew
approximately 80 mph. If hit by such a
model gone out of control, you could
sustain a serious injury.
Fliers have lost control of and been
struck by their own models. I almost did
that once while I was learning to fly. Any
contact between flying models and pilots
or bystanders must be prevented.
So how do we reduce the safety risk of
an in-flight control failure? Or if the
failure is not prevented, how do we
prevent injury to a person? There are three
methods to reduce the risk to an acceptable
level:
1) Organize the flying activity in safety
zones for different phases or activities
(where we fly).
2) Place limitations on the model size,
weight, and equipment (mostly what we
fly).
3) Establish and apply appropriate
flight-operation safety standards (how we
fly).
This month I’ll address the first two
methods.
Where We Fly: The activities at a flying
field are separated into parking, spectator
area, pit area, taxiway, runway, and flightoperations
overflight area.
I attended a contest recently. During it
and demonstration flying, a large-scale C-
47 and an electric-powered helicopter went
out of control and were destroyed.
No one was hurt because the club
hosting the event enforced the use of the
AMA Safety Code. These aircraft crashed
in the flight-operations overflight area,
which was kept clear of personnel. If you
want to fly in a neighborhood park or
school ground, you must provide positive
crowd control on your own.
Sections 1, 3, 4, 7, and 8 of the 2006
AMA Safety Code for RC flight covers not
flying models in the vicinity of people.
Please review these sections now. The
Safety Code is important enough that it is
published elsewhere in this issue and in
every MA. Go to the table of contents to
find it.
Section 1 of the RC Safety Code gives
a prime directive: “All model flying shall
be conducted in a manner to avoid over
flight of unprotected people.” This applies
to indoor and outdoor RC flight. Other
Even the author’s 15-ounce GWS Zero (attended by his little helper
Elf) is cause for concern. It is not as fast as his F4U-F, but, as
withmany warbirds, it can snap to the left. Don has had to recover it
from resultant steep, high-speed dives with careful control inputs.
If you look closely you should be able to see some of the railroad
ties that separate the parking area from the spectator area at the
Desert Eagles field.
From the parking area you can see the spectator shelter and area and flight-preparation
area bounded by the fence on the far side. The taxiways and runway are on the far side of
the white three-wire fence.
From the north taxiway at the Desert Eagles field you can see the preparation area with
the Goldberg Tiger 60 in the foreground, the spectator area in the back, and parking
behind that. The fence section angling to the right outlines the south taxiway.
Photos by the author
elements of the section reinforce this basic
tenet or provide guidance for its
implementation.
Section 4 of the RC Safety Code
discusses maintaining an imaginary
straight or curved line on one side of where
flight operations are conducted. Spectators
must be on the opposite side of that
imaginary line so they are out of the
overflight area. Intentional flight on the
spectators’ side of that imaginary line is
prohibited. This tells the AMA member
how the rule should be implemented at an
AMA chartered-club flying field.
Section 7 of the RC Safety Code
discusses maintaining a minimum distance
of 25 feet between a powered model in
flight and any person, except during
takeoff and landing when the pilot and/or
pilot’s helper needs to access the aircraft.
Of course the model is not flying when the
pilot launches or retrieves it.
Following the AMA recommendation
for laying out a model flying field ensures
that this requirement is met. The minimum
distance between the pilots’-station line
and the runway edge is 25 feet.
Item 8 of the RC Safety Code states that
touching a model that is in flight is
prohibited. The reason is simple; affecting
an in-flight airplane by touching it may
cause it to go out of control and crash.
Such contact would cause an unacceptable
increase in the level of risk in flight
operations.
Specialized Supplemental Safety Codes
discuss the separation between RC
Combat, RC racing, Giant Scale RC
racing, and gas-turbine flight operations;
spectators; and other safety considerations.
You can obtain copies of these special
codes from the AMA Web site at
www.modelaircraft.org/acrobat.asp or by
contacting AMA Headquarters at (765)
287-1256.
In RC Combat, all pilots must wear a
helmet for protection. Spectators must be
far enough from the flightline to remove
them from the area where an errant craft
may stray after a midair collision. You
may not be engaged in Combat, but you
60 MODEL AVIATION
April 2006 61
This shows models staged behind the frequency control panel, the vertical signboard with
the covering flap turned back, the fence separating the preparation area, and the pilot area.
Shown are several pilots’ stations, the round concrete patio disks set into the ground, and
the beautiful grass runway beyond.
Consequence or
Level of Risk →
Probability
of
Occurrence
High Backup Isolation Barriers
Medium Prechecks Backup Isolation
Low Attitude Prechecks Backup
Minor
Injury
(First Aid)
Significant
Injury
(Stitches)
Major
Injury
or Death
→
Table 1
are obligated to maintain separation
between your flying aircraft and any
person.
If you are piloting a park flyer at a
local school ground or park, you need to
improvise some means of crowd control to
protect your runway and maintain
separation of your flight zone from
bystanders.
In my experience, flying a model in a
park is a magnet for kids. I have learned
to welcome them; you might as well. If
you fly there, they will show up.
I usually appoint the first kid who
arrives the “sheriff.” I ask if he or she
wants me to continue flying. If the answer
is yes, and it always is, I tell that kid I will
continue to fly only if he or she will be the
sheriff and keep everyone off my runway.
Most kids will accept the responsibility
willingly and are proud to do so.
Even if you are piloting a park flyer,
avoid flying over people!
What We Fly—AMA Safety Code
General Requirements: Given that flight
operations are implemented at a flying
field, the general provisions of the AMA
Safety Code describe the limitations on
model aircraft and the pilot for safe flight
operations in the overflight area. Fly in
accordance with the code, and the AMAsponsored
insurance will be there for your
protection if you need it.
Let’s examine the Safety Code’s 12
general requirements and their significance.
All of them apply to any flight operation,
whether it be RC, CL, or FF.
1) This point defines a model aircraft
as “ … a non-human-carrying device
capable of sustained flight in the
atmosphere. It shall not exceed limitations
established in this code and is intended to
be used exclusively for recreation or
competition activity.”
2) “The maximum takeoff weight of a
model aircraft, including fuel, is 55
pounds, except for those flown under
AMA Experimental Aircraft Rules.”
This weight limitation prevents
extremely large models from being flown
at flying fields without special
restrictions. Flying an aircraft weighing
more than 55 pounds without contacting
AMA for guidance voids your insurance
coverage under the AMA insurance
program.
3) “I will abide by this Safety Code and
all rules established for the flying site I use.
I will not willfully fly my model aircraft in
a reckless and/or dangerous manner.”
Any reckless or dangerous flying
should be stopped immediately by anyone
who observes it. If you were a passenger in
a car and the driver was speeding and
passing cars on curves and hills, you
would ask him or her to drive with more
reasonable care. This situation is no
different. A pilot who flies recklessly
places you and everyone else at the flying
field in jeopardy.
4) “I will not fly my model aircraft in
sanctioned events, air shows, or model
demonstrations until it has been proven
airworthy.”
Even if you have effectively implemented
the different zones at a flying field, you
should have reasonable confidence in a new
model’s flying ability before you pilot it in
the presence of a large crowd of spectators.
You minimize the risk of control loss by
having successfully flight-tested the airplane
without the crowd present.
5) “I will not fly my model aircraft higher
than approximately 400 feet above ground
level, when within three (3) miles of an
airport without notifying the airport operator.
I will yield the right-of-way and avoid flying
in the proximity of full-scale aircraft,
utilizing a spotter when appropriate.”
My club’s flying field is located out in the
country, and crop dusters often fly nearby.
We keep a close eye on these aircraft to avoid
conflicts. Several times recently we have shut
down flight operations at the field until the
crop duster finished dusting in adjacent
fields.
6) “I will not fly my model aircraft unless
it is identified with my name and address, or
AMA number, inside or affixed to the outside
of the model aircraft. This does not apply to
model aircraft flown indoors.”
This is a question of responsibility. If your
model flies away or is involved in a loss-ofcontrol
event, you have established that it
belongs to you. This can be an advantage
particularly if your aircraft flies away for
some reason and is lost; you have a chance of
someone finding it and notifying you of its
location.
7) “I will not operate model aircraft with
metal-blade propellers or with gaseous
boosts (other than air), nor will I operate
model aircraft with fuels containing
tetranitromethane or hydrazine.”
Using metal propellers or rocket
propulsion increases the risk of injury in a
loss-of-control event. Liquid rocket fuel
would also present the added explosive risk.
8) “I will not operate model aircraft
carrying pyrotechnic devices that explode
or burn, or any device that propels a
projectile of any kind.”
Exceptions are timing fuses for FF
models and special air shows conducted
according to AMA guidelines. These
shows, performed by Air Show Teams, will
probably have additional safety provisions
to compensate for the use of such devices.
9) “I will not operate my model aircraft
while under the influence of alcohol or
within eight (8) hours of having consumed
alcohol.” The loss or degradation of a
pilot’s reaction time and/or judgment
because of alcohol increases the risk of an
out-of-control event.
10) “I will not operate my model aircraft
while using any drug which could adversely
affect my ability to safely control my model
aircraft.” This falls in line with item 9.
11) “Children under six (6) years old are
only allowed on a flightline or in a flight
area as a pilot or while under flight
instruction.”
Youngsters have no place on the
flightline unless they are directly involved in
the flying. I have seen young people who
don’t realize the danger run out onto my
schoolyard runway to “catch” the 2-pound
glider that I had on final. That lack of crowd
control cost me a new glider wing because I
had to fly the model through the A-frame
section of a swing set to avoid a child.
That incident, which occurred
approximately 15 years ago, convinced me
that any model-aircraft flying needs crowd
control.
12) “When and where required by rule,
helmets must be worn and fastened. They
must be OSHA, DOT, ANSI, SNELL or
NOCSAE approved or comply with
comparable standards.”
Refer to the topic of RC Combat
requirements. Pilots must use the helmets—a
safety barrier—in some flight-operations
environments.
We can minimize the risk involved in
flying model aircraft by reasonable
restrictions on what we fly and the pilot’s
readiness to conduct flight operations. Next
month I’ll go into more about flightoperations
safety. Specifically I’ll cover how
we fly, to include methods, techniques, and
practices to keep our flying safe and injuryof control. For the conditions in the upper
right portion of the table we focus on
protection where we cannot always prevent
an accident.
Five levels of safety defense:
1. Prevent inappropriate attitudes for safe
work or play.
a. Hurried
b. Stressed
c. Tired
d. Distracted
e. Afflicted by Commodore Syndrome
(unjustified overconfidence)
2. Use prechecks.
a. Inspect equipment for satisfactory
condition
b. Check equipment for proper operation
3. Employ backups or redundancy.
a. Cyanoacrylate debonder
b. Model holder while starting aircraft
c. Spotter for flying (co-pilot, if you will)
d. Redundant controls (dual elevators
with independent servos)
4. Isolate the people from the hazard.
a. Area control by function
b. Distance separation
5. Use barriers (Protective equipment); e.g.:
a. Goggles
b. Dust masks
c. Fences MA
Donald Brooks
Edition: Model Aviation - 2006/04
Page Numbers: 59,60,61,62,64
Edition: Model Aviation - 2006/04
Page Numbers: 59,60,61,62,64
April 2006 59
by Donald Brooks
Part 1
AT THE END of last month’s “From the
Ground Up” installment we had the model
at the taxiway with its engine at idle.
Leave it there for the time being; I’m
going to discuss model flight operations in
terms of where we fly and what we fly to
reduce the level of risk.
In the next article I’ll write about flightoperations
safety from the perspective of
how we fly, including methods,
techniques, and good flight-safety
practices.
Level of Risk: Everything we do in our
lives carries some risk. If you are a
newcomer to flying models or an
experienced old-timer, you should fully
appreciate the safety concerns involved
with piloting an RC aircraft. That
knowledge can assist you in preventing
injury to others and yourself during model
flight operations.
As the old saying goes, “Forewarned is
forearmed.” If you know about the
dangers, you have a better chance of
avoiding an accident and the potential
consequences.
The primary concern in model flight
operations is an out-of-control aircraft
striking someone. A secondary concern is
property damage caused by an errant
airplane. A third is that if you lose control
of the model, you destroy your beautiful
creation.
Loss of control and the subsequent
crash may occur for a variety of reasons.
The pilot could make a mistake and cause
the crash. A radio receiver battery could
fail. A control surface could detach. The
model may be flown out of radio range. A
servo could jam or fail to operate properly.
In the first two articles of this series I
described the levels of safety action we
apply to aeromodeling to minimize risks
and prevent injuries. As a basis for further
discussion, review the accompanying
Table 1: “Aeromodeling Safety Risks and
Defense.”
Reading from left to right takes us from
a low to high level of consequence—a
first-aid injury to major injury or death.
Reading from bottom to top we see that the
safety action levels increase as the
probability of an occurrence increases.
Where risk level is low and the likelihood
of an event happening is low, we may only
need to ensure that we have the right
attitude.
Let’s consider sawing a piece of thick
balsa with a razor saw. If we slipped, the
resulting injury would be a cut and would
be addressed by first aid. If we considered
an out-of-control, 6-pound aircraft moving
60 mph with a propeller spinning at 12,000
rpm on the front, we are looking at a safety
risk of major injury or death.
In the latter case we would apply all the
levels of safety we could muster. We
would ensure the right attitude, prechecks
in the preflight inspection, and backups
such as dual and independent servos for
ailerons or elevator to prevent the out-ofcontrol
situation.
We would also, by flying-field design,
use isolation by physical separation of the
overflight area and spectator and pit areas
to protect us from injury. In extreme
situations such as air combat, we would
increase the separation between the flight
operations and spectators and use
barriers—i.e., hard hats—to protect the
pilots.
Perhaps you are thinking, “No problem.
I fly park models; they only weigh 13-16
ounces.” A baseball weighs roughly that
much. Have you ever been hit by a
baseball that missed your mitt? It hurts,
doesn’t it?
A missed ball can make you appreciate
the combination of mass and speed as
momentum. Even a small object such as a
park flyer, traveling at a significant speed,
can hurt whomever it hits.
Several weeks ago I watched a pilot fly
a new F4U Corsair park flyer. It weighed
only 15 ounces, but at full throttle it flew
approximately 80 mph. If hit by such a
model gone out of control, you could
sustain a serious injury.
Fliers have lost control of and been
struck by their own models. I almost did
that once while I was learning to fly. Any
contact between flying models and pilots
or bystanders must be prevented.
So how do we reduce the safety risk of
an in-flight control failure? Or if the
failure is not prevented, how do we
prevent injury to a person? There are three
methods to reduce the risk to an acceptable
level:
1) Organize the flying activity in safety
zones for different phases or activities
(where we fly).
2) Place limitations on the model size,
weight, and equipment (mostly what we
fly).
3) Establish and apply appropriate
flight-operation safety standards (how we
fly).
This month I’ll address the first two
methods.
Where We Fly: The activities at a flying
field are separated into parking, spectator
area, pit area, taxiway, runway, and flightoperations
overflight area.
I attended a contest recently. During it
and demonstration flying, a large-scale C-
47 and an electric-powered helicopter went
out of control and were destroyed.
No one was hurt because the club
hosting the event enforced the use of the
AMA Safety Code. These aircraft crashed
in the flight-operations overflight area,
which was kept clear of personnel. If you
want to fly in a neighborhood park or
school ground, you must provide positive
crowd control on your own.
Sections 1, 3, 4, 7, and 8 of the 2006
AMA Safety Code for RC flight covers not
flying models in the vicinity of people.
Please review these sections now. The
Safety Code is important enough that it is
published elsewhere in this issue and in
every MA. Go to the table of contents to
find it.
Section 1 of the RC Safety Code gives
a prime directive: “All model flying shall
be conducted in a manner to avoid over
flight of unprotected people.” This applies
to indoor and outdoor RC flight. Other
Even the author’s 15-ounce GWS Zero (attended by his little helper
Elf) is cause for concern. It is not as fast as his F4U-F, but, as
withmany warbirds, it can snap to the left. Don has had to recover it
from resultant steep, high-speed dives with careful control inputs.
If you look closely you should be able to see some of the railroad
ties that separate the parking area from the spectator area at the
Desert Eagles field.
From the parking area you can see the spectator shelter and area and flight-preparation
area bounded by the fence on the far side. The taxiways and runway are on the far side of
the white three-wire fence.
From the north taxiway at the Desert Eagles field you can see the preparation area with
the Goldberg Tiger 60 in the foreground, the spectator area in the back, and parking
behind that. The fence section angling to the right outlines the south taxiway.
Photos by the author
elements of the section reinforce this basic
tenet or provide guidance for its
implementation.
Section 4 of the RC Safety Code
discusses maintaining an imaginary
straight or curved line on one side of where
flight operations are conducted. Spectators
must be on the opposite side of that
imaginary line so they are out of the
overflight area. Intentional flight on the
spectators’ side of that imaginary line is
prohibited. This tells the AMA member
how the rule should be implemented at an
AMA chartered-club flying field.
Section 7 of the RC Safety Code
discusses maintaining a minimum distance
of 25 feet between a powered model in
flight and any person, except during
takeoff and landing when the pilot and/or
pilot’s helper needs to access the aircraft.
Of course the model is not flying when the
pilot launches or retrieves it.
Following the AMA recommendation
for laying out a model flying field ensures
that this requirement is met. The minimum
distance between the pilots’-station line
and the runway edge is 25 feet.
Item 8 of the RC Safety Code states that
touching a model that is in flight is
prohibited. The reason is simple; affecting
an in-flight airplane by touching it may
cause it to go out of control and crash.
Such contact would cause an unacceptable
increase in the level of risk in flight
operations.
Specialized Supplemental Safety Codes
discuss the separation between RC
Combat, RC racing, Giant Scale RC
racing, and gas-turbine flight operations;
spectators; and other safety considerations.
You can obtain copies of these special
codes from the AMA Web site at
www.modelaircraft.org/acrobat.asp or by
contacting AMA Headquarters at (765)
287-1256.
In RC Combat, all pilots must wear a
helmet for protection. Spectators must be
far enough from the flightline to remove
them from the area where an errant craft
may stray after a midair collision. You
may not be engaged in Combat, but you
60 MODEL AVIATION
April 2006 61
This shows models staged behind the frequency control panel, the vertical signboard with
the covering flap turned back, the fence separating the preparation area, and the pilot area.
Shown are several pilots’ stations, the round concrete patio disks set into the ground, and
the beautiful grass runway beyond.
Consequence or
Level of Risk →
Probability
of
Occurrence
High Backup Isolation Barriers
Medium Prechecks Backup Isolation
Low Attitude Prechecks Backup
Minor
Injury
(First Aid)
Significant
Injury
(Stitches)
Major
Injury
or Death
→
Table 1
are obligated to maintain separation
between your flying aircraft and any
person.
If you are piloting a park flyer at a
local school ground or park, you need to
improvise some means of crowd control to
protect your runway and maintain
separation of your flight zone from
bystanders.
In my experience, flying a model in a
park is a magnet for kids. I have learned
to welcome them; you might as well. If
you fly there, they will show up.
I usually appoint the first kid who
arrives the “sheriff.” I ask if he or she
wants me to continue flying. If the answer
is yes, and it always is, I tell that kid I will
continue to fly only if he or she will be the
sheriff and keep everyone off my runway.
Most kids will accept the responsibility
willingly and are proud to do so.
Even if you are piloting a park flyer,
avoid flying over people!
What We Fly—AMA Safety Code
General Requirements: Given that flight
operations are implemented at a flying
field, the general provisions of the AMA
Safety Code describe the limitations on
model aircraft and the pilot for safe flight
operations in the overflight area. Fly in
accordance with the code, and the AMAsponsored
insurance will be there for your
protection if you need it.
Let’s examine the Safety Code’s 12
general requirements and their significance.
All of them apply to any flight operation,
whether it be RC, CL, or FF.
1) This point defines a model aircraft
as “ … a non-human-carrying device
capable of sustained flight in the
atmosphere. It shall not exceed limitations
established in this code and is intended to
be used exclusively for recreation or
competition activity.”
2) “The maximum takeoff weight of a
model aircraft, including fuel, is 55
pounds, except for those flown under
AMA Experimental Aircraft Rules.”
This weight limitation prevents
extremely large models from being flown
at flying fields without special
restrictions. Flying an aircraft weighing
more than 55 pounds without contacting
AMA for guidance voids your insurance
coverage under the AMA insurance
program.
3) “I will abide by this Safety Code and
all rules established for the flying site I use.
I will not willfully fly my model aircraft in
a reckless and/or dangerous manner.”
Any reckless or dangerous flying
should be stopped immediately by anyone
who observes it. If you were a passenger in
a car and the driver was speeding and
passing cars on curves and hills, you
would ask him or her to drive with more
reasonable care. This situation is no
different. A pilot who flies recklessly
places you and everyone else at the flying
field in jeopardy.
4) “I will not fly my model aircraft in
sanctioned events, air shows, or model
demonstrations until it has been proven
airworthy.”
Even if you have effectively implemented
the different zones at a flying field, you
should have reasonable confidence in a new
model’s flying ability before you pilot it in
the presence of a large crowd of spectators.
You minimize the risk of control loss by
having successfully flight-tested the airplane
without the crowd present.
5) “I will not fly my model aircraft higher
than approximately 400 feet above ground
level, when within three (3) miles of an
airport without notifying the airport operator.
I will yield the right-of-way and avoid flying
in the proximity of full-scale aircraft,
utilizing a spotter when appropriate.”
My club’s flying field is located out in the
country, and crop dusters often fly nearby.
We keep a close eye on these aircraft to avoid
conflicts. Several times recently we have shut
down flight operations at the field until the
crop duster finished dusting in adjacent
fields.
6) “I will not fly my model aircraft unless
it is identified with my name and address, or
AMA number, inside or affixed to the outside
of the model aircraft. This does not apply to
model aircraft flown indoors.”
This is a question of responsibility. If your
model flies away or is involved in a loss-ofcontrol
event, you have established that it
belongs to you. This can be an advantage
particularly if your aircraft flies away for
some reason and is lost; you have a chance of
someone finding it and notifying you of its
location.
7) “I will not operate model aircraft with
metal-blade propellers or with gaseous
boosts (other than air), nor will I operate
model aircraft with fuels containing
tetranitromethane or hydrazine.”
Using metal propellers or rocket
propulsion increases the risk of injury in a
loss-of-control event. Liquid rocket fuel
would also present the added explosive risk.
8) “I will not operate model aircraft
carrying pyrotechnic devices that explode
or burn, or any device that propels a
projectile of any kind.”
Exceptions are timing fuses for FF
models and special air shows conducted
according to AMA guidelines. These
shows, performed by Air Show Teams, will
probably have additional safety provisions
to compensate for the use of such devices.
9) “I will not operate my model aircraft
while under the influence of alcohol or
within eight (8) hours of having consumed
alcohol.” The loss or degradation of a
pilot’s reaction time and/or judgment
because of alcohol increases the risk of an
out-of-control event.
10) “I will not operate my model aircraft
while using any drug which could adversely
affect my ability to safely control my model
aircraft.” This falls in line with item 9.
11) “Children under six (6) years old are
only allowed on a flightline or in a flight
area as a pilot or while under flight
instruction.”
Youngsters have no place on the
flightline unless they are directly involved in
the flying. I have seen young people who
don’t realize the danger run out onto my
schoolyard runway to “catch” the 2-pound
glider that I had on final. That lack of crowd
control cost me a new glider wing because I
had to fly the model through the A-frame
section of a swing set to avoid a child.
That incident, which occurred
approximately 15 years ago, convinced me
that any model-aircraft flying needs crowd
control.
12) “When and where required by rule,
helmets must be worn and fastened. They
must be OSHA, DOT, ANSI, SNELL or
NOCSAE approved or comply with
comparable standards.”
Refer to the topic of RC Combat
requirements. Pilots must use the helmets—a
safety barrier—in some flight-operations
environments.
We can minimize the risk involved in
flying model aircraft by reasonable
restrictions on what we fly and the pilot’s
readiness to conduct flight operations. Next
month I’ll go into more about flightoperations
safety. Specifically I’ll cover how
we fly, to include methods, techniques, and
practices to keep our flying safe and injuryof control. For the conditions in the upper
right portion of the table we focus on
protection where we cannot always prevent
an accident.
Five levels of safety defense:
1. Prevent inappropriate attitudes for safe
work or play.
a. Hurried
b. Stressed
c. Tired
d. Distracted
e. Afflicted by Commodore Syndrome
(unjustified overconfidence)
2. Use prechecks.
a. Inspect equipment for satisfactory
condition
b. Check equipment for proper operation
3. Employ backups or redundancy.
a. Cyanoacrylate debonder
b. Model holder while starting aircraft
c. Spotter for flying (co-pilot, if you will)
d. Redundant controls (dual elevators
with independent servos)
4. Isolate the people from the hazard.
a. Area control by function
b. Distance separation
5. Use barriers (Protective equipment); e.g.:
a. Goggles
b. Dust masks
c. Fences MA
Donald Brooks
Edition: Model Aviation - 2006/04
Page Numbers: 59,60,61,62,64
April 2006 59
by Donald Brooks
Part 1
AT THE END of last month’s “From the
Ground Up” installment we had the model
at the taxiway with its engine at idle.
Leave it there for the time being; I’m
going to discuss model flight operations in
terms of where we fly and what we fly to
reduce the level of risk.
In the next article I’ll write about flightoperations
safety from the perspective of
how we fly, including methods,
techniques, and good flight-safety
practices.
Level of Risk: Everything we do in our
lives carries some risk. If you are a
newcomer to flying models or an
experienced old-timer, you should fully
appreciate the safety concerns involved
with piloting an RC aircraft. That
knowledge can assist you in preventing
injury to others and yourself during model
flight operations.
As the old saying goes, “Forewarned is
forearmed.” If you know about the
dangers, you have a better chance of
avoiding an accident and the potential
consequences.
The primary concern in model flight
operations is an out-of-control aircraft
striking someone. A secondary concern is
property damage caused by an errant
airplane. A third is that if you lose control
of the model, you destroy your beautiful
creation.
Loss of control and the subsequent
crash may occur for a variety of reasons.
The pilot could make a mistake and cause
the crash. A radio receiver battery could
fail. A control surface could detach. The
model may be flown out of radio range. A
servo could jam or fail to operate properly.
In the first two articles of this series I
described the levels of safety action we
apply to aeromodeling to minimize risks
and prevent injuries. As a basis for further
discussion, review the accompanying
Table 1: “Aeromodeling Safety Risks and
Defense.”
Reading from left to right takes us from
a low to high level of consequence—a
first-aid injury to major injury or death.
Reading from bottom to top we see that the
safety action levels increase as the
probability of an occurrence increases.
Where risk level is low and the likelihood
of an event happening is low, we may only
need to ensure that we have the right
attitude.
Let’s consider sawing a piece of thick
balsa with a razor saw. If we slipped, the
resulting injury would be a cut and would
be addressed by first aid. If we considered
an out-of-control, 6-pound aircraft moving
60 mph with a propeller spinning at 12,000
rpm on the front, we are looking at a safety
risk of major injury or death.
In the latter case we would apply all the
levels of safety we could muster. We
would ensure the right attitude, prechecks
in the preflight inspection, and backups
such as dual and independent servos for
ailerons or elevator to prevent the out-ofcontrol
situation.
We would also, by flying-field design,
use isolation by physical separation of the
overflight area and spectator and pit areas
to protect us from injury. In extreme
situations such as air combat, we would
increase the separation between the flight
operations and spectators and use
barriers—i.e., hard hats—to protect the
pilots.
Perhaps you are thinking, “No problem.
I fly park models; they only weigh 13-16
ounces.” A baseball weighs roughly that
much. Have you ever been hit by a
baseball that missed your mitt? It hurts,
doesn’t it?
A missed ball can make you appreciate
the combination of mass and speed as
momentum. Even a small object such as a
park flyer, traveling at a significant speed,
can hurt whomever it hits.
Several weeks ago I watched a pilot fly
a new F4U Corsair park flyer. It weighed
only 15 ounces, but at full throttle it flew
approximately 80 mph. If hit by such a
model gone out of control, you could
sustain a serious injury.
Fliers have lost control of and been
struck by their own models. I almost did
that once while I was learning to fly. Any
contact between flying models and pilots
or bystanders must be prevented.
So how do we reduce the safety risk of
an in-flight control failure? Or if the
failure is not prevented, how do we
prevent injury to a person? There are three
methods to reduce the risk to an acceptable
level:
1) Organize the flying activity in safety
zones for different phases or activities
(where we fly).
2) Place limitations on the model size,
weight, and equipment (mostly what we
fly).
3) Establish and apply appropriate
flight-operation safety standards (how we
fly).
This month I’ll address the first two
methods.
Where We Fly: The activities at a flying
field are separated into parking, spectator
area, pit area, taxiway, runway, and flightoperations
overflight area.
I attended a contest recently. During it
and demonstration flying, a large-scale C-
47 and an electric-powered helicopter went
out of control and were destroyed.
No one was hurt because the club
hosting the event enforced the use of the
AMA Safety Code. These aircraft crashed
in the flight-operations overflight area,
which was kept clear of personnel. If you
want to fly in a neighborhood park or
school ground, you must provide positive
crowd control on your own.
Sections 1, 3, 4, 7, and 8 of the 2006
AMA Safety Code for RC flight covers not
flying models in the vicinity of people.
Please review these sections now. The
Safety Code is important enough that it is
published elsewhere in this issue and in
every MA. Go to the table of contents to
find it.
Section 1 of the RC Safety Code gives
a prime directive: “All model flying shall
be conducted in a manner to avoid over
flight of unprotected people.” This applies
to indoor and outdoor RC flight. Other
Even the author’s 15-ounce GWS Zero (attended by his little helper
Elf) is cause for concern. It is not as fast as his F4U-F, but, as
withmany warbirds, it can snap to the left. Don has had to recover it
from resultant steep, high-speed dives with careful control inputs.
If you look closely you should be able to see some of the railroad
ties that separate the parking area from the spectator area at the
Desert Eagles field.
From the parking area you can see the spectator shelter and area and flight-preparation
area bounded by the fence on the far side. The taxiways and runway are on the far side of
the white three-wire fence.
From the north taxiway at the Desert Eagles field you can see the preparation area with
the Goldberg Tiger 60 in the foreground, the spectator area in the back, and parking
behind that. The fence section angling to the right outlines the south taxiway.
Photos by the author
elements of the section reinforce this basic
tenet or provide guidance for its
implementation.
Section 4 of the RC Safety Code
discusses maintaining an imaginary
straight or curved line on one side of where
flight operations are conducted. Spectators
must be on the opposite side of that
imaginary line so they are out of the
overflight area. Intentional flight on the
spectators’ side of that imaginary line is
prohibited. This tells the AMA member
how the rule should be implemented at an
AMA chartered-club flying field.
Section 7 of the RC Safety Code
discusses maintaining a minimum distance
of 25 feet between a powered model in
flight and any person, except during
takeoff and landing when the pilot and/or
pilot’s helper needs to access the aircraft.
Of course the model is not flying when the
pilot launches or retrieves it.
Following the AMA recommendation
for laying out a model flying field ensures
that this requirement is met. The minimum
distance between the pilots’-station line
and the runway edge is 25 feet.
Item 8 of the RC Safety Code states that
touching a model that is in flight is
prohibited. The reason is simple; affecting
an in-flight airplane by touching it may
cause it to go out of control and crash.
Such contact would cause an unacceptable
increase in the level of risk in flight
operations.
Specialized Supplemental Safety Codes
discuss the separation between RC
Combat, RC racing, Giant Scale RC
racing, and gas-turbine flight operations;
spectators; and other safety considerations.
You can obtain copies of these special
codes from the AMA Web site at
www.modelaircraft.org/acrobat.asp or by
contacting AMA Headquarters at (765)
287-1256.
In RC Combat, all pilots must wear a
helmet for protection. Spectators must be
far enough from the flightline to remove
them from the area where an errant craft
may stray after a midair collision. You
may not be engaged in Combat, but you
60 MODEL AVIATION
April 2006 61
This shows models staged behind the frequency control panel, the vertical signboard with
the covering flap turned back, the fence separating the preparation area, and the pilot area.
Shown are several pilots’ stations, the round concrete patio disks set into the ground, and
the beautiful grass runway beyond.
Consequence or
Level of Risk →
Probability
of
Occurrence
High Backup Isolation Barriers
Medium Prechecks Backup Isolation
Low Attitude Prechecks Backup
Minor
Injury
(First Aid)
Significant
Injury
(Stitches)
Major
Injury
or Death
→
Table 1
are obligated to maintain separation
between your flying aircraft and any
person.
If you are piloting a park flyer at a
local school ground or park, you need to
improvise some means of crowd control to
protect your runway and maintain
separation of your flight zone from
bystanders.
In my experience, flying a model in a
park is a magnet for kids. I have learned
to welcome them; you might as well. If
you fly there, they will show up.
I usually appoint the first kid who
arrives the “sheriff.” I ask if he or she
wants me to continue flying. If the answer
is yes, and it always is, I tell that kid I will
continue to fly only if he or she will be the
sheriff and keep everyone off my runway.
Most kids will accept the responsibility
willingly and are proud to do so.
Even if you are piloting a park flyer,
avoid flying over people!
What We Fly—AMA Safety Code
General Requirements: Given that flight
operations are implemented at a flying
field, the general provisions of the AMA
Safety Code describe the limitations on
model aircraft and the pilot for safe flight
operations in the overflight area. Fly in
accordance with the code, and the AMAsponsored
insurance will be there for your
protection if you need it.
Let’s examine the Safety Code’s 12
general requirements and their significance.
All of them apply to any flight operation,
whether it be RC, CL, or FF.
1) This point defines a model aircraft
as “ … a non-human-carrying device
capable of sustained flight in the
atmosphere. It shall not exceed limitations
established in this code and is intended to
be used exclusively for recreation or
competition activity.”
2) “The maximum takeoff weight of a
model aircraft, including fuel, is 55
pounds, except for those flown under
AMA Experimental Aircraft Rules.”
This weight limitation prevents
extremely large models from being flown
at flying fields without special
restrictions. Flying an aircraft weighing
more than 55 pounds without contacting
AMA for guidance voids your insurance
coverage under the AMA insurance
program.
3) “I will abide by this Safety Code and
all rules established for the flying site I use.
I will not willfully fly my model aircraft in
a reckless and/or dangerous manner.”
Any reckless or dangerous flying
should be stopped immediately by anyone
who observes it. If you were a passenger in
a car and the driver was speeding and
passing cars on curves and hills, you
would ask him or her to drive with more
reasonable care. This situation is no
different. A pilot who flies recklessly
places you and everyone else at the flying
field in jeopardy.
4) “I will not fly my model aircraft in
sanctioned events, air shows, or model
demonstrations until it has been proven
airworthy.”
Even if you have effectively implemented
the different zones at a flying field, you
should have reasonable confidence in a new
model’s flying ability before you pilot it in
the presence of a large crowd of spectators.
You minimize the risk of control loss by
having successfully flight-tested the airplane
without the crowd present.
5) “I will not fly my model aircraft higher
than approximately 400 feet above ground
level, when within three (3) miles of an
airport without notifying the airport operator.
I will yield the right-of-way and avoid flying
in the proximity of full-scale aircraft,
utilizing a spotter when appropriate.”
My club’s flying field is located out in the
country, and crop dusters often fly nearby.
We keep a close eye on these aircraft to avoid
conflicts. Several times recently we have shut
down flight operations at the field until the
crop duster finished dusting in adjacent
fields.
6) “I will not fly my model aircraft unless
it is identified with my name and address, or
AMA number, inside or affixed to the outside
of the model aircraft. This does not apply to
model aircraft flown indoors.”
This is a question of responsibility. If your
model flies away or is involved in a loss-ofcontrol
event, you have established that it
belongs to you. This can be an advantage
particularly if your aircraft flies away for
some reason and is lost; you have a chance of
someone finding it and notifying you of its
location.
7) “I will not operate model aircraft with
metal-blade propellers or with gaseous
boosts (other than air), nor will I operate
model aircraft with fuels containing
tetranitromethane or hydrazine.”
Using metal propellers or rocket
propulsion increases the risk of injury in a
loss-of-control event. Liquid rocket fuel
would also present the added explosive risk.
8) “I will not operate model aircraft
carrying pyrotechnic devices that explode
or burn, or any device that propels a
projectile of any kind.”
Exceptions are timing fuses for FF
models and special air shows conducted
according to AMA guidelines. These
shows, performed by Air Show Teams, will
probably have additional safety provisions
to compensate for the use of such devices.
9) “I will not operate my model aircraft
while under the influence of alcohol or
within eight (8) hours of having consumed
alcohol.” The loss or degradation of a
pilot’s reaction time and/or judgment
because of alcohol increases the risk of an
out-of-control event.
10) “I will not operate my model aircraft
while using any drug which could adversely
affect my ability to safely control my model
aircraft.” This falls in line with item 9.
11) “Children under six (6) years old are
only allowed on a flightline or in a flight
area as a pilot or while under flight
instruction.”
Youngsters have no place on the
flightline unless they are directly involved in
the flying. I have seen young people who
don’t realize the danger run out onto my
schoolyard runway to “catch” the 2-pound
glider that I had on final. That lack of crowd
control cost me a new glider wing because I
had to fly the model through the A-frame
section of a swing set to avoid a child.
That incident, which occurred
approximately 15 years ago, convinced me
that any model-aircraft flying needs crowd
control.
12) “When and where required by rule,
helmets must be worn and fastened. They
must be OSHA, DOT, ANSI, SNELL or
NOCSAE approved or comply with
comparable standards.”
Refer to the topic of RC Combat
requirements. Pilots must use the helmets—a
safety barrier—in some flight-operations
environments.
We can minimize the risk involved in
flying model aircraft by reasonable
restrictions on what we fly and the pilot’s
readiness to conduct flight operations. Next
month I’ll go into more about flightoperations
safety. Specifically I’ll cover how
we fly, to include methods, techniques, and
practices to keep our flying safe and injuryof control. For the conditions in the upper
right portion of the table we focus on
protection where we cannot always prevent
an accident.
Five levels of safety defense:
1. Prevent inappropriate attitudes for safe
work or play.
a. Hurried
b. Stressed
c. Tired
d. Distracted
e. Afflicted by Commodore Syndrome
(unjustified overconfidence)
2. Use prechecks.
a. Inspect equipment for satisfactory
condition
b. Check equipment for proper operation
3. Employ backups or redundancy.
a. Cyanoacrylate debonder
b. Model holder while starting aircraft
c. Spotter for flying (co-pilot, if you will)
d. Redundant controls (dual elevators
with independent servos)
4. Isolate the people from the hazard.
a. Area control by function
b. Distance separation
5. Use barriers (Protective equipment); e.g.:
a. Goggles
b. Dust masks
c. Fences MA
Donald Brooks
Edition: Model Aviation - 2006/04
Page Numbers: 59,60,61,62,64
April 2006 59
by Donald Brooks
Part 1
AT THE END of last month’s “From the
Ground Up” installment we had the model
at the taxiway with its engine at idle.
Leave it there for the time being; I’m
going to discuss model flight operations in
terms of where we fly and what we fly to
reduce the level of risk.
In the next article I’ll write about flightoperations
safety from the perspective of
how we fly, including methods,
techniques, and good flight-safety
practices.
Level of Risk: Everything we do in our
lives carries some risk. If you are a
newcomer to flying models or an
experienced old-timer, you should fully
appreciate the safety concerns involved
with piloting an RC aircraft. That
knowledge can assist you in preventing
injury to others and yourself during model
flight operations.
As the old saying goes, “Forewarned is
forearmed.” If you know about the
dangers, you have a better chance of
avoiding an accident and the potential
consequences.
The primary concern in model flight
operations is an out-of-control aircraft
striking someone. A secondary concern is
property damage caused by an errant
airplane. A third is that if you lose control
of the model, you destroy your beautiful
creation.
Loss of control and the subsequent
crash may occur for a variety of reasons.
The pilot could make a mistake and cause
the crash. A radio receiver battery could
fail. A control surface could detach. The
model may be flown out of radio range. A
servo could jam or fail to operate properly.
In the first two articles of this series I
described the levels of safety action we
apply to aeromodeling to minimize risks
and prevent injuries. As a basis for further
discussion, review the accompanying
Table 1: “Aeromodeling Safety Risks and
Defense.”
Reading from left to right takes us from
a low to high level of consequence—a
first-aid injury to major injury or death.
Reading from bottom to top we see that the
safety action levels increase as the
probability of an occurrence increases.
Where risk level is low and the likelihood
of an event happening is low, we may only
need to ensure that we have the right
attitude.
Let’s consider sawing a piece of thick
balsa with a razor saw. If we slipped, the
resulting injury would be a cut and would
be addressed by first aid. If we considered
an out-of-control, 6-pound aircraft moving
60 mph with a propeller spinning at 12,000
rpm on the front, we are looking at a safety
risk of major injury or death.
In the latter case we would apply all the
levels of safety we could muster. We
would ensure the right attitude, prechecks
in the preflight inspection, and backups
such as dual and independent servos for
ailerons or elevator to prevent the out-ofcontrol
situation.
We would also, by flying-field design,
use isolation by physical separation of the
overflight area and spectator and pit areas
to protect us from injury. In extreme
situations such as air combat, we would
increase the separation between the flight
operations and spectators and use
barriers—i.e., hard hats—to protect the
pilots.
Perhaps you are thinking, “No problem.
I fly park models; they only weigh 13-16
ounces.” A baseball weighs roughly that
much. Have you ever been hit by a
baseball that missed your mitt? It hurts,
doesn’t it?
A missed ball can make you appreciate
the combination of mass and speed as
momentum. Even a small object such as a
park flyer, traveling at a significant speed,
can hurt whomever it hits.
Several weeks ago I watched a pilot fly
a new F4U Corsair park flyer. It weighed
only 15 ounces, but at full throttle it flew
approximately 80 mph. If hit by such a
model gone out of control, you could
sustain a serious injury.
Fliers have lost control of and been
struck by their own models. I almost did
that once while I was learning to fly. Any
contact between flying models and pilots
or bystanders must be prevented.
So how do we reduce the safety risk of
an in-flight control failure? Or if the
failure is not prevented, how do we
prevent injury to a person? There are three
methods to reduce the risk to an acceptable
level:
1) Organize the flying activity in safety
zones for different phases or activities
(where we fly).
2) Place limitations on the model size,
weight, and equipment (mostly what we
fly).
3) Establish and apply appropriate
flight-operation safety standards (how we
fly).
This month I’ll address the first two
methods.
Where We Fly: The activities at a flying
field are separated into parking, spectator
area, pit area, taxiway, runway, and flightoperations
overflight area.
I attended a contest recently. During it
and demonstration flying, a large-scale C-
47 and an electric-powered helicopter went
out of control and were destroyed.
No one was hurt because the club
hosting the event enforced the use of the
AMA Safety Code. These aircraft crashed
in the flight-operations overflight area,
which was kept clear of personnel. If you
want to fly in a neighborhood park or
school ground, you must provide positive
crowd control on your own.
Sections 1, 3, 4, 7, and 8 of the 2006
AMA Safety Code for RC flight covers not
flying models in the vicinity of people.
Please review these sections now. The
Safety Code is important enough that it is
published elsewhere in this issue and in
every MA. Go to the table of contents to
find it.
Section 1 of the RC Safety Code gives
a prime directive: “All model flying shall
be conducted in a manner to avoid over
flight of unprotected people.” This applies
to indoor and outdoor RC flight. Other
Even the author’s 15-ounce GWS Zero (attended by his little helper
Elf) is cause for concern. It is not as fast as his F4U-F, but, as
withmany warbirds, it can snap to the left. Don has had to recover it
from resultant steep, high-speed dives with careful control inputs.
If you look closely you should be able to see some of the railroad
ties that separate the parking area from the spectator area at the
Desert Eagles field.
From the parking area you can see the spectator shelter and area and flight-preparation
area bounded by the fence on the far side. The taxiways and runway are on the far side of
the white three-wire fence.
From the north taxiway at the Desert Eagles field you can see the preparation area with
the Goldberg Tiger 60 in the foreground, the spectator area in the back, and parking
behind that. The fence section angling to the right outlines the south taxiway.
Photos by the author
elements of the section reinforce this basic
tenet or provide guidance for its
implementation.
Section 4 of the RC Safety Code
discusses maintaining an imaginary
straight or curved line on one side of where
flight operations are conducted. Spectators
must be on the opposite side of that
imaginary line so they are out of the
overflight area. Intentional flight on the
spectators’ side of that imaginary line is
prohibited. This tells the AMA member
how the rule should be implemented at an
AMA chartered-club flying field.
Section 7 of the RC Safety Code
discusses maintaining a minimum distance
of 25 feet between a powered model in
flight and any person, except during
takeoff and landing when the pilot and/or
pilot’s helper needs to access the aircraft.
Of course the model is not flying when the
pilot launches or retrieves it.
Following the AMA recommendation
for laying out a model flying field ensures
that this requirement is met. The minimum
distance between the pilots’-station line
and the runway edge is 25 feet.
Item 8 of the RC Safety Code states that
touching a model that is in flight is
prohibited. The reason is simple; affecting
an in-flight airplane by touching it may
cause it to go out of control and crash.
Such contact would cause an unacceptable
increase in the level of risk in flight
operations.
Specialized Supplemental Safety Codes
discuss the separation between RC
Combat, RC racing, Giant Scale RC
racing, and gas-turbine flight operations;
spectators; and other safety considerations.
You can obtain copies of these special
codes from the AMA Web site at
www.modelaircraft.org/acrobat.asp or by
contacting AMA Headquarters at (765)
287-1256.
In RC Combat, all pilots must wear a
helmet for protection. Spectators must be
far enough from the flightline to remove
them from the area where an errant craft
may stray after a midair collision. You
may not be engaged in Combat, but you
60 MODEL AVIATION
April 2006 61
This shows models staged behind the frequency control panel, the vertical signboard with
the covering flap turned back, the fence separating the preparation area, and the pilot area.
Shown are several pilots’ stations, the round concrete patio disks set into the ground, and
the beautiful grass runway beyond.
Consequence or
Level of Risk →
Probability
of
Occurrence
High Backup Isolation Barriers
Medium Prechecks Backup Isolation
Low Attitude Prechecks Backup
Minor
Injury
(First Aid)
Significant
Injury
(Stitches)
Major
Injury
or Death
→
Table 1
are obligated to maintain separation
between your flying aircraft and any
person.
If you are piloting a park flyer at a
local school ground or park, you need to
improvise some means of crowd control to
protect your runway and maintain
separation of your flight zone from
bystanders.
In my experience, flying a model in a
park is a magnet for kids. I have learned
to welcome them; you might as well. If
you fly there, they will show up.
I usually appoint the first kid who
arrives the “sheriff.” I ask if he or she
wants me to continue flying. If the answer
is yes, and it always is, I tell that kid I will
continue to fly only if he or she will be the
sheriff and keep everyone off my runway.
Most kids will accept the responsibility
willingly and are proud to do so.
Even if you are piloting a park flyer,
avoid flying over people!
What We Fly—AMA Safety Code
General Requirements: Given that flight
operations are implemented at a flying
field, the general provisions of the AMA
Safety Code describe the limitations on
model aircraft and the pilot for safe flight
operations in the overflight area. Fly in
accordance with the code, and the AMAsponsored
insurance will be there for your
protection if you need it.
Let’s examine the Safety Code’s 12
general requirements and their significance.
All of them apply to any flight operation,
whether it be RC, CL, or FF.
1) This point defines a model aircraft
as “ … a non-human-carrying device
capable of sustained flight in the
atmosphere. It shall not exceed limitations
established in this code and is intended to
be used exclusively for recreation or
competition activity.”
2) “The maximum takeoff weight of a
model aircraft, including fuel, is 55
pounds, except for those flown under
AMA Experimental Aircraft Rules.”
This weight limitation prevents
extremely large models from being flown
at flying fields without special
restrictions. Flying an aircraft weighing
more than 55 pounds without contacting
AMA for guidance voids your insurance
coverage under the AMA insurance
program.
3) “I will abide by this Safety Code and
all rules established for the flying site I use.
I will not willfully fly my model aircraft in
a reckless and/or dangerous manner.”
Any reckless or dangerous flying
should be stopped immediately by anyone
who observes it. If you were a passenger in
a car and the driver was speeding and
passing cars on curves and hills, you
would ask him or her to drive with more
reasonable care. This situation is no
different. A pilot who flies recklessly
places you and everyone else at the flying
field in jeopardy.
4) “I will not fly my model aircraft in
sanctioned events, air shows, or model
demonstrations until it has been proven
airworthy.”
Even if you have effectively implemented
the different zones at a flying field, you
should have reasonable confidence in a new
model’s flying ability before you pilot it in
the presence of a large crowd of spectators.
You minimize the risk of control loss by
having successfully flight-tested the airplane
without the crowd present.
5) “I will not fly my model aircraft higher
than approximately 400 feet above ground
level, when within three (3) miles of an
airport without notifying the airport operator.
I will yield the right-of-way and avoid flying
in the proximity of full-scale aircraft,
utilizing a spotter when appropriate.”
My club’s flying field is located out in the
country, and crop dusters often fly nearby.
We keep a close eye on these aircraft to avoid
conflicts. Several times recently we have shut
down flight operations at the field until the
crop duster finished dusting in adjacent
fields.
6) “I will not fly my model aircraft unless
it is identified with my name and address, or
AMA number, inside or affixed to the outside
of the model aircraft. This does not apply to
model aircraft flown indoors.”
This is a question of responsibility. If your
model flies away or is involved in a loss-ofcontrol
event, you have established that it
belongs to you. This can be an advantage
particularly if your aircraft flies away for
some reason and is lost; you have a chance of
someone finding it and notifying you of its
location.
7) “I will not operate model aircraft with
metal-blade propellers or with gaseous
boosts (other than air), nor will I operate
model aircraft with fuels containing
tetranitromethane or hydrazine.”
Using metal propellers or rocket
propulsion increases the risk of injury in a
loss-of-control event. Liquid rocket fuel
would also present the added explosive risk.
8) “I will not operate model aircraft
carrying pyrotechnic devices that explode
or burn, or any device that propels a
projectile of any kind.”
Exceptions are timing fuses for FF
models and special air shows conducted
according to AMA guidelines. These
shows, performed by Air Show Teams, will
probably have additional safety provisions
to compensate for the use of such devices.
9) “I will not operate my model aircraft
while under the influence of alcohol or
within eight (8) hours of having consumed
alcohol.” The loss or degradation of a
pilot’s reaction time and/or judgment
because of alcohol increases the risk of an
out-of-control event.
10) “I will not operate my model aircraft
while using any drug which could adversely
affect my ability to safely control my model
aircraft.” This falls in line with item 9.
11) “Children under six (6) years old are
only allowed on a flightline or in a flight
area as a pilot or while under flight
instruction.”
Youngsters have no place on the
flightline unless they are directly involved in
the flying. I have seen young people who
don’t realize the danger run out onto my
schoolyard runway to “catch” the 2-pound
glider that I had on final. That lack of crowd
control cost me a new glider wing because I
had to fly the model through the A-frame
section of a swing set to avoid a child.
That incident, which occurred
approximately 15 years ago, convinced me
that any model-aircraft flying needs crowd
control.
12) “When and where required by rule,
helmets must be worn and fastened. They
must be OSHA, DOT, ANSI, SNELL or
NOCSAE approved or comply with
comparable standards.”
Refer to the topic of RC Combat
requirements. Pilots must use the helmets—a
safety barrier—in some flight-operations
environments.
We can minimize the risk involved in
flying model aircraft by reasonable
restrictions on what we fly and the pilot’s
readiness to conduct flight operations. Next
month I’ll go into more about flightoperations
safety. Specifically I’ll cover how
we fly, to include methods, techniques, and
practices to keep our flying safe and injuryof control. For the conditions in the upper
right portion of the table we focus on
protection where we cannot always prevent
an accident.
Five levels of safety defense:
1. Prevent inappropriate attitudes for safe
work or play.
a. Hurried
b. Stressed
c. Tired
d. Distracted
e. Afflicted by Commodore Syndrome
(unjustified overconfidence)
2. Use prechecks.
a. Inspect equipment for satisfactory
condition
b. Check equipment for proper operation
3. Employ backups or redundancy.
a. Cyanoacrylate debonder
b. Model holder while starting aircraft
c. Spotter for flying (co-pilot, if you will)
d. Redundant controls (dual elevators
with independent servos)
4. Isolate the people from the hazard.
a. Area control by function
b. Distance separation
5. Use barriers (Protective equipment); e.g.:
a. Goggles
b. Dust masks
c. Fences MA
Donald Brooks
Edition: Model Aviation - 2006/04
Page Numbers: 59,60,61,62,64
April 2006 59
by Donald Brooks
Part 1
AT THE END of last month’s “From the
Ground Up” installment we had the model
at the taxiway with its engine at idle.
Leave it there for the time being; I’m
going to discuss model flight operations in
terms of where we fly and what we fly to
reduce the level of risk.
In the next article I’ll write about flightoperations
safety from the perspective of
how we fly, including methods,
techniques, and good flight-safety
practices.
Level of Risk: Everything we do in our
lives carries some risk. If you are a
newcomer to flying models or an
experienced old-timer, you should fully
appreciate the safety concerns involved
with piloting an RC aircraft. That
knowledge can assist you in preventing
injury to others and yourself during model
flight operations.
As the old saying goes, “Forewarned is
forearmed.” If you know about the
dangers, you have a better chance of
avoiding an accident and the potential
consequences.
The primary concern in model flight
operations is an out-of-control aircraft
striking someone. A secondary concern is
property damage caused by an errant
airplane. A third is that if you lose control
of the model, you destroy your beautiful
creation.
Loss of control and the subsequent
crash may occur for a variety of reasons.
The pilot could make a mistake and cause
the crash. A radio receiver battery could
fail. A control surface could detach. The
model may be flown out of radio range. A
servo could jam or fail to operate properly.
In the first two articles of this series I
described the levels of safety action we
apply to aeromodeling to minimize risks
and prevent injuries. As a basis for further
discussion, review the accompanying
Table 1: “Aeromodeling Safety Risks and
Defense.”
Reading from left to right takes us from
a low to high level of consequence—a
first-aid injury to major injury or death.
Reading from bottom to top we see that the
safety action levels increase as the
probability of an occurrence increases.
Where risk level is low and the likelihood
of an event happening is low, we may only
need to ensure that we have the right
attitude.
Let’s consider sawing a piece of thick
balsa with a razor saw. If we slipped, the
resulting injury would be a cut and would
be addressed by first aid. If we considered
an out-of-control, 6-pound aircraft moving
60 mph with a propeller spinning at 12,000
rpm on the front, we are looking at a safety
risk of major injury or death.
In the latter case we would apply all the
levels of safety we could muster. We
would ensure the right attitude, prechecks
in the preflight inspection, and backups
such as dual and independent servos for
ailerons or elevator to prevent the out-ofcontrol
situation.
We would also, by flying-field design,
use isolation by physical separation of the
overflight area and spectator and pit areas
to protect us from injury. In extreme
situations such as air combat, we would
increase the separation between the flight
operations and spectators and use
barriers—i.e., hard hats—to protect the
pilots.
Perhaps you are thinking, “No problem.
I fly park models; they only weigh 13-16
ounces.” A baseball weighs roughly that
much. Have you ever been hit by a
baseball that missed your mitt? It hurts,
doesn’t it?
A missed ball can make you appreciate
the combination of mass and speed as
momentum. Even a small object such as a
park flyer, traveling at a significant speed,
can hurt whomever it hits.
Several weeks ago I watched a pilot fly
a new F4U Corsair park flyer. It weighed
only 15 ounces, but at full throttle it flew
approximately 80 mph. If hit by such a
model gone out of control, you could
sustain a serious injury.
Fliers have lost control of and been
struck by their own models. I almost did
that once while I was learning to fly. Any
contact between flying models and pilots
or bystanders must be prevented.
So how do we reduce the safety risk of
an in-flight control failure? Or if the
failure is not prevented, how do we
prevent injury to a person? There are three
methods to reduce the risk to an acceptable
level:
1) Organize the flying activity in safety
zones for different phases or activities
(where we fly).
2) Place limitations on the model size,
weight, and equipment (mostly what we
fly).
3) Establish and apply appropriate
flight-operation safety standards (how we
fly).
This month I’ll address the first two
methods.
Where We Fly: The activities at a flying
field are separated into parking, spectator
area, pit area, taxiway, runway, and flightoperations
overflight area.
I attended a contest recently. During it
and demonstration flying, a large-scale C-
47 and an electric-powered helicopter went
out of control and were destroyed.
No one was hurt because the club
hosting the event enforced the use of the
AMA Safety Code. These aircraft crashed
in the flight-operations overflight area,
which was kept clear of personnel. If you
want to fly in a neighborhood park or
school ground, you must provide positive
crowd control on your own.
Sections 1, 3, 4, 7, and 8 of the 2006
AMA Safety Code for RC flight covers not
flying models in the vicinity of people.
Please review these sections now. The
Safety Code is important enough that it is
published elsewhere in this issue and in
every MA. Go to the table of contents to
find it.
Section 1 of the RC Safety Code gives
a prime directive: “All model flying shall
be conducted in a manner to avoid over
flight of unprotected people.” This applies
to indoor and outdoor RC flight. Other
Even the author’s 15-ounce GWS Zero (attended by his little helper
Elf) is cause for concern. It is not as fast as his F4U-F, but, as
withmany warbirds, it can snap to the left. Don has had to recover it
from resultant steep, high-speed dives with careful control inputs.
If you look closely you should be able to see some of the railroad
ties that separate the parking area from the spectator area at the
Desert Eagles field.
From the parking area you can see the spectator shelter and area and flight-preparation
area bounded by the fence on the far side. The taxiways and runway are on the far side of
the white three-wire fence.
From the north taxiway at the Desert Eagles field you can see the preparation area with
the Goldberg Tiger 60 in the foreground, the spectator area in the back, and parking
behind that. The fence section angling to the right outlines the south taxiway.
Photos by the author
elements of the section reinforce this basic
tenet or provide guidance for its
implementation.
Section 4 of the RC Safety Code
discusses maintaining an imaginary
straight or curved line on one side of where
flight operations are conducted. Spectators
must be on the opposite side of that
imaginary line so they are out of the
overflight area. Intentional flight on the
spectators’ side of that imaginary line is
prohibited. This tells the AMA member
how the rule should be implemented at an
AMA chartered-club flying field.
Section 7 of the RC Safety Code
discusses maintaining a minimum distance
of 25 feet between a powered model in
flight and any person, except during
takeoff and landing when the pilot and/or
pilot’s helper needs to access the aircraft.
Of course the model is not flying when the
pilot launches or retrieves it.
Following the AMA recommendation
for laying out a model flying field ensures
that this requirement is met. The minimum
distance between the pilots’-station line
and the runway edge is 25 feet.
Item 8 of the RC Safety Code states that
touching a model that is in flight is
prohibited. The reason is simple; affecting
an in-flight airplane by touching it may
cause it to go out of control and crash.
Such contact would cause an unacceptable
increase in the level of risk in flight
operations.
Specialized Supplemental Safety Codes
discuss the separation between RC
Combat, RC racing, Giant Scale RC
racing, and gas-turbine flight operations;
spectators; and other safety considerations.
You can obtain copies of these special
codes from the AMA Web site at
www.modelaircraft.org/acrobat.asp or by
contacting AMA Headquarters at (765)
287-1256.
In RC Combat, all pilots must wear a
helmet for protection. Spectators must be
far enough from the flightline to remove
them from the area where an errant craft
may stray after a midair collision. You
may not be engaged in Combat, but you
60 MODEL AVIATION
April 2006 61
This shows models staged behind the frequency control panel, the vertical signboard with
the covering flap turned back, the fence separating the preparation area, and the pilot area.
Shown are several pilots’ stations, the round concrete patio disks set into the ground, and
the beautiful grass runway beyond.
Consequence or
Level of Risk →
Probability
of
Occurrence
High Backup Isolation Barriers
Medium Prechecks Backup Isolation
Low Attitude Prechecks Backup
Minor
Injury
(First Aid)
Significant
Injury
(Stitches)
Major
Injury
or Death
→
Table 1
are obligated to maintain separation
between your flying aircraft and any
person.
If you are piloting a park flyer at a
local school ground or park, you need to
improvise some means of crowd control to
protect your runway and maintain
separation of your flight zone from
bystanders.
In my experience, flying a model in a
park is a magnet for kids. I have learned
to welcome them; you might as well. If
you fly there, they will show up.
I usually appoint the first kid who
arrives the “sheriff.” I ask if he or she
wants me to continue flying. If the answer
is yes, and it always is, I tell that kid I will
continue to fly only if he or she will be the
sheriff and keep everyone off my runway.
Most kids will accept the responsibility
willingly and are proud to do so.
Even if you are piloting a park flyer,
avoid flying over people!
What We Fly—AMA Safety Code
General Requirements: Given that flight
operations are implemented at a flying
field, the general provisions of the AMA
Safety Code describe the limitations on
model aircraft and the pilot for safe flight
operations in the overflight area. Fly in
accordance with the code, and the AMAsponsored
insurance will be there for your
protection if you need it.
Let’s examine the Safety Code’s 12
general requirements and their significance.
All of them apply to any flight operation,
whether it be RC, CL, or FF.
1) This point defines a model aircraft
as “ … a non-human-carrying device
capable of sustained flight in the
atmosphere. It shall not exceed limitations
established in this code and is intended to
be used exclusively for recreation or
competition activity.”
2) “The maximum takeoff weight of a
model aircraft, including fuel, is 55
pounds, except for those flown under
AMA Experimental Aircraft Rules.”
This weight limitation prevents
extremely large models from being flown
at flying fields without special
restrictions. Flying an aircraft weighing
more than 55 pounds without contacting
AMA for guidance voids your insurance
coverage under the AMA insurance
program.
3) “I will abide by this Safety Code and
all rules established for the flying site I use.
I will not willfully fly my model aircraft in
a reckless and/or dangerous manner.”
Any reckless or dangerous flying
should be stopped immediately by anyone
who observes it. If you were a passenger in
a car and the driver was speeding and
passing cars on curves and hills, you
would ask him or her to drive with more
reasonable care. This situation is no
different. A pilot who flies recklessly
places you and everyone else at the flying
field in jeopardy.
4) “I will not fly my model aircraft in
sanctioned events, air shows, or model
demonstrations until it has been proven
airworthy.”
Even if you have effectively implemented
the different zones at a flying field, you
should have reasonable confidence in a new
model’s flying ability before you pilot it in
the presence of a large crowd of spectators.
You minimize the risk of control loss by
having successfully flight-tested the airplane
without the crowd present.
5) “I will not fly my model aircraft higher
than approximately 400 feet above ground
level, when within three (3) miles of an
airport without notifying the airport operator.
I will yield the right-of-way and avoid flying
in the proximity of full-scale aircraft,
utilizing a spotter when appropriate.”
My club’s flying field is located out in the
country, and crop dusters often fly nearby.
We keep a close eye on these aircraft to avoid
conflicts. Several times recently we have shut
down flight operations at the field until the
crop duster finished dusting in adjacent
fields.
6) “I will not fly my model aircraft unless
it is identified with my name and address, or
AMA number, inside or affixed to the outside
of the model aircraft. This does not apply to
model aircraft flown indoors.”
This is a question of responsibility. If your
model flies away or is involved in a loss-ofcontrol
event, you have established that it
belongs to you. This can be an advantage
particularly if your aircraft flies away for
some reason and is lost; you have a chance of
someone finding it and notifying you of its
location.
7) “I will not operate model aircraft with
metal-blade propellers or with gaseous
boosts (other than air), nor will I operate
model aircraft with fuels containing
tetranitromethane or hydrazine.”
Using metal propellers or rocket
propulsion increases the risk of injury in a
loss-of-control event. Liquid rocket fuel
would also present the added explosive risk.
8) “I will not operate model aircraft
carrying pyrotechnic devices that explode
or burn, or any device that propels a
projectile of any kind.”
Exceptions are timing fuses for FF
models and special air shows conducted
according to AMA guidelines. These
shows, performed by Air Show Teams, will
probably have additional safety provisions
to compensate for the use of such devices.
9) “I will not operate my model aircraft
while under the influence of alcohol or
within eight (8) hours of having consumed
alcohol.” The loss or degradation of a
pilot’s reaction time and/or judgment
because of alcohol increases the risk of an
out-of-control event.
10) “I will not operate my model aircraft
while using any drug which could adversely
affect my ability to safely control my model
aircraft.” This falls in line with item 9.
11) “Children under six (6) years old are
only allowed on a flightline or in a flight
area as a pilot or while under flight
instruction.”
Youngsters have no place on the
flightline unless they are directly involved in
the flying. I have seen young people who
don’t realize the danger run out onto my
schoolyard runway to “catch” the 2-pound
glider that I had on final. That lack of crowd
control cost me a new glider wing because I
had to fly the model through the A-frame
section of a swing set to avoid a child.
That incident, which occurred
approximately 15 years ago, convinced me
that any model-aircraft flying needs crowd
control.
12) “When and where required by rule,
helmets must be worn and fastened. They
must be OSHA, DOT, ANSI, SNELL or
NOCSAE approved or comply with
comparable standards.”
Refer to the topic of RC Combat
requirements. Pilots must use the helmets—a
safety barrier—in some flight-operations
environments.
We can minimize the risk involved in
flying model aircraft by reasonable
restrictions on what we fly and the pilot’s
readiness to conduct flight operations. Next
month I’ll go into more about flightoperations
safety. Specifically I’ll cover how
we fly, to include methods, techniques, and
practices to keep our flying safe and injuryof control. For the conditions in the upper
right portion of the table we focus on
protection where we cannot always prevent
an accident.
Five levels of safety defense:
1. Prevent inappropriate attitudes for safe
work or play.
a. Hurried
b. Stressed
c. Tired
d. Distracted
e. Afflicted by Commodore Syndrome
(unjustified overconfidence)
2. Use prechecks.
a. Inspect equipment for satisfactory
condition
b. Check equipment for proper operation
3. Employ backups or redundancy.
a. Cyanoacrylate debonder
b. Model holder while starting aircraft
c. Spotter for flying (co-pilot, if you will)
d. Redundant controls (dual elevators
with independent servos)
4. Isolate the people from the hazard.
a. Area control by function
b. Distance separation
5. Use barriers (Protective equipment); e.g.:
a. Goggles
b. Dust masks
c. Fences MA
Donald Brooks