series, which was published last month, I
wrote about the risks of model flight
operations in terms of where we fly and
what we fly. In this article—the conclusion
of this portion of “From the Ground Up”—
I will cover how we fly safely.
This installment will include flight
instruction for the novice pilot and safety
standards I derived from my experience as
a flight instructor and club safety officer
and from the AMA Safety Code. This
discussion will include techniques and
practices to make our model flying safe
and injury free.
I will approach this discussion for the
benefit of the novice pilot. Even if you are
an experienced model flier, please consider
the five safety standards for your flying.
In the last article we left off with your
aircraft idling on the taxiway. Now I’ll
take you, the novice pilot, out to the
runway and we will fly your airplane and
discuss safety concerns as we do so. I will
perform the takeoff. You will control the
model aircraft via the remote buddy box—
your transmitter tied to mine—when I hold
the switch in your direction.
Flight Instruction: If you are an
inexperienced model-aircraft pilot, your
first consideration should be finding and
joining a flying club that provides flight
instruction. I have often told the story of
the 12-second flight. The story rattles
around in the unofficial annals of model
aviation history.
There have been many short-lived
models, and among them may have been a
1/4-scale Piper J-3 Cub, a beautiful Pitts
biplane, a sport aerobatic model, or a
simple four-channel trainer. The proud
owner and prospective aviator took no
action to gain access to a model flight
instructor.
How hard could it be? He knew how
full-scale aircraft flew. He believed he
could just go out to the open field and fly
his model, so he decided to go it alone.
He took off with the aircraft and
climbed it to an altitude he thought was
comfortable and safe before making the
first turn. Then he carefully gave the signal
for a 180° turn. The aircraft was headed
toward him and a gust of wind disturbed its
heading.
He moved the stick to correct and the
model suddenly entered a spiral dive. In
the roughly 12 seconds since leaving the
ground, the airplane hit it with a
resounding smack and shattering of balsa
and covering.
The new pilot then realized that the
perspective was not the same as that from
the cockpit of a full-scale aircraft. He
wished he had found an instructor to give
his aircraft a longer life.
Does this sound familiar? Most flying
clubs have qualified instructors who can
help you through the hard spots of learning
to fly radio control. Join one and get help.
Since you are reading this magazine I
will assume that you are an AMA member.
This membership provides you with
essential insurance coverage that you need
for launching anything more than a rubberpowered
aircraft.
Section 3 of the AMA Safety Code for
radio-controlled flight reads “I will not fly
my model aircraft in the presence of
spectators until I become a proficient flier,
unless I am assisted by an experienced
pilot.”
This specific Safety Code item is
intended to prevent undue risk to spectators
from a loss of model control caused by an
unqualified pilot. Engaging a flight
instructor will accelerate your learning
process and you can concentrate on flying
practice rather than building practice.
How We Fly—Flight-Operations Safety
Standards: I have organized this discussion
around five flight-safety standards—A to
E—derived from my experience as a
flying-club safety officer and instructor. I
will talk you through an imaginary training
flight along the way. These standards
include references to provisions of the
AMA Safety Code specific to RC flying
that I have not discussed or that need further
discussion.
CL flying and FF operations have a few
additional particular safety requirements
related to clearing the overflight area and
preflight testing of the equipment, but I
will not discuss those here.
If you don’t know what the specific
requirements for RC models are, find the
2006 AMA Safety Code in this issue and
read them now. Come back when you
finish and we will continue.
We do not intend to hurt others or
ourselves. That’s a good thing. As fliers
who comply with the AMA Safety Code,
we intend to actively prevent accidents.
We can do that by applying the five levels
of safety defense appropriate for the risk:
the right attitude, prechecks, backups,
isolation, and barriers.
We use the first three to prevent an
accident from occurring. If an accident
occurs that is beyond our control, we plan
ahead and use the last two to minimize the
risk of anyone being hurt or any property
being damaged.
The flight-safety standards are as
follows.
A) Use positive frequency control.
Sections 5 and 6 of the AMA Radio
Control Safety Code involve frequency
control.
Section 5 reads “I will operate my
model aircraft using only radio-control
frequencies currently allowed by the
Federal Communications Commission
(FCC).” This reminds us that radio
amateurs are the only ones who can use the
ham frequencies.
Section 6 discusses the possible
interference of radio transmitters operatedThe FCC40 MODEL AVIATION
Steve Henderson performed a thorough and detailed preflight check of his Super Buccaneer before taxiing out to the runway. The
engine had to run perfectly before he would commit to flight.
The Buccaneer lifts off from the active runway. The house in the distance is more
than a quarter mile away and well outside the overflight area.
transmitter impound. I have already
discussed the use of the frequency control
board. Transmitter impound is usually
reserved for use during contests.
The transmitter impound works like
gun control in the Old West. “Want to
come into town, stranger? Check your gun
right here and you can pick it up on your
way out of town.”
With the transmitter impound, you turn
in your transmitter when you arrive at the
field. You check it out when it is needed
for a flight. The person who issues it to
you from the control station verifies that
no one else is using your frequency before
he or she gives you the transmitter.
If you are flying in a park or ball
ground with one of the lightweight park
flyers, you can perform the following
check on frequency usage before turning
on your transmitter. Hold onto your model
and turn on your receiver without turning
on your transmitter. If the control surfaces
move in a controlled manner, there is
someone on your frequency and you need
to find the individual and coordinate use of
the frequency.
If the control surfaces do nothing or
deflect to full travel and stay there, it
shows that no one is controlling on this
frequency. It should be safe to turn on your
transmitter.
Do not leave the receiver on for an
extended period without the transmitter’s
being turned on. To do so could damage
your servos by causing them to lock up at
their extreme travel. If you cause a loss of
control by turning on an unauthorized
transmitter, you place others at serious risk
of being hurt by an out-of-control model.
B) Use the pilots’ stations. It is not
stipulated in the Safety Code, but the use
and location of four pilots’ stations at a
flying field are recommended in the AMAmember
handbook. At each flying site you
will probably see four marked flying
positions.
However, there is an exception to this
paddle for your channel.
In addition to the requirement that our
transmitters operate on allocated
frequencies, we must prevent the
simultaneous use of two aircraft-control
transmitters on the same frequency from
the same location (or sometimes within
three miles of each other). This will cause
one or both aircraft to crash. Do not turn
on your transmitter within three miles of
the flying field without frequency
authorization.
Frequency use at a flying field, that
meets AMA standards, will be positively
and safely controlled by one of two
methods: a frequency control board or a
Radio broadcast bands are dedicated to
specific purposes. There are three radiofrequency
broadcast bands allocated for
use in controlling flying models: 27 MHz,
72 MHz, and 75 MHz. The band at 75
MHz can be used only by amateur radio
operators.
The majority of model-aircraft radios
used in the US are in the 72 MHz band.
Each broadcast frequency band has a set
of discrete frequencies within it that can
be used. The 72 MHz band has 50
frequencies that are sometimes referred
to as channels. Last month I covered
how, during your aircraft’s preflight
check, you would get the frequency
Photos by the author
May 2006 41
Steve Henderson is about to turn onto final approach. The Buccaneer is large and easy
to see, but he still keeps it in close where he can see it easily.
Landing into the wind, the Buccaneer settles majestically onto the landing strip. The
right attitude, a thorough precheck, and isolation—separation of the overflight area
from other areas—have resulted in another safe sortie.
rule. Air Combat matches permit as many
as eight fliers at one time with additional
barriers, safety gear, and greater separation
distances between the flight operations and
spectators.
The pilot positions may be marked
using circles on concrete, using yellow
concrete pads set in the grass, or using
some other means. Use them. The pilotposition
markings are meant to provide
physical separation between pilots and
radios. Their use also limits the number of
aircraft in flight at any time to four.
If there are already four fliers on
station, wait your turn. Limiting the
number of models that are airborne at one
time minimizes the chance of a midair
collision and resulting crash.
If you see that one of the pilots’ stations
is empty, carry your airplane out to the
runway. My club considers taxiing models
in the pit areas an unacceptable safety
hazard. Taxiing is permitted on the
taxiways.
As you approach the runway edge, set
the airplane on the grass. Being
considerate fliers, we do not carry the
noisy aircraft behind the fliers who are
already on station. The noise would be a
distraction and would prevent them from
noticing if their aircraft suddenly had an
engine out.
C) Establish and use the active runway
direction. The wind direction usually sets
the active runway since we always take off
into the wind. However, if you don’t know
for sure, ask one of the pilots on station.
Pilots should use the active runway
heading for takeoffs and for low and high
passes that are directly over the runway.
Midair collisions are less likely and
accidental contact between models
produces less severe damage if the models
are flying in the same direction.
For calm winds, pilots may decide to
set the active runway as that from which
the wind blows most often. Find out what
the convention is, if any, at your flying
site. Any direction of flight would be
expected in areas away from the runway.
The active runway heading for our
flight is toward the southwest. I will get
the airplane airborne and trimmed out.
Then I will have you set your trim switches
in the same position as mine and let you
try some easy turns.
As the airplane lifts off, it tends to turn
to the left. I compensate with right rudder
to maintain a straight heading. We want to
fly a straight line along the extension of
the runway centerline to keep our aircraft
from wandering over the pit and spectator
areas. The airplane should never be flown
behind us. Remember that isolation of the
overflight area and the spectator areas is
one of our levels of safety.
D) Fly inside the box. In some
workplace environments people are
encouraged to think “outside the box.”
This is good practice for innovative
thought, developing new processes, and
for think tanks.
However, “inside the box” is good for
model-aircraft flying; it is covered in
AMA Radio Control Safety Code sections
1, 4, 7, and 8. These items discuss the
physical separation of model-aircraft
operation and nonflying activities
including spectating.
Restricting flight operations to inside
the flight-operations box prevents pilots
from flying over other pilots’ heads or
over the pit-preparation area where other
pilots and spectators may be working or
observing.
E) Keep the model in sight. This may
sound too simple to even discuss, but it
can be a problem for novice fliers.
Beginners tend to delay making turns with
the aircraft, which can result in getting the
model out on the fringe of visibility. (It
happens quickly!)
Flying within the defined flightoperations
box, you will be able to clearly
see the model and its orientation. If the
airplane is farther away than 1,000 feet,
thus outside the box, it becomes more
difficult to determine orientation and
flight direction.
To enjoy the flight visually and to
safely control the model, you must be able
to see it. So keep your model in close
during flight operations.
There are three mistakes the novice can
easily make that cause the aircraft to be
difficult or impossible to see.
1) The pilot lets the model fly too far
away. At that point, when the novice pilot
turns the model around he or she loses
perspective and can’t tell if it is flying
toward or away from his or her position.
2) The pilot is flying the model far out
and wants to turn the airplane and fly in
the opposite direction. There is a choice to
make; he or she can turn the model toward
the runway or away from it. The pilot
chooses to turn away from the runway to
make a 180° change in heading, taking the
model farther away and making it even
more difficult to see.
3) The pilot flies into the sun, is
temporarily blinded by the intense light,
and loses track of the model.
Each of these errors could result in a
model’s crash. The correction for each of
these is easy to instruct but perhaps more
difficult for you—the novice—to apply. So
practice.
Keep your aircraft in close to maintain
a good perspective of its orientation. If
you happen to fly farther out than you
planned, turn back toward the flying
field. Don’t fly close to or in the
direction of the sun.
When flying a model aircraft, you must
comply with the AMA General and
specific Safety Codes to be covered by
AMA insurance. Applying the Safety
Codes goes a long way toward reducing
the risk that is inherent in flying models.
At the same time, adhering to the
Safety Codes maximizes the pleasure
everyone gets from the model-flying
experience. Use the flight-safety practices
and the specific Safety Codes as five
flight-safety standards I have given you to
your advantage.
Now you take control of the aircraft. As
you move the sticks, make small control
inputs. The most frequent problem novice
fliers have is overcontrolling the aircraft.
Before radio control was developed,
these models used to be built to fly all by
themselves. Slight directional control can
steer the airplane. After you give a control
input, release the stick, let the control stick
return to the neutral position, and watch
what happens with the airplane. If trimmed
properly, a trainer will practically fly by
itself.
Well, the gas is almost gone. You did
well. You flew the airplane and kept it
inside the flight-operations box. You
didn’t let it fly behind us. You didn’t fly
it into the sun. And you kept it close
enough that we could easily see its
orientation.
Now we need to let the other pilots know
we are going to land the aircraft. We loudly
announce “Landing!” We wait for
acknowledgement to ensure that all on-station
pilots got the message. Now we can land.
Normally we would taxi back over to
the taxiway. However, our engine dies and
the model is still on the runway. We will
have to go get it.
Before we go out onto the runway to
pick up the airplane, we need to announce
loudly “On the runway!” Again, we will
wait for acknowledgement because we
don’t want another pilot landing his
airplane while we are retrieving ours.
Remove any remaining fuel before
cleaning the aircraft and stowing it in your
car. Leaking fuel in your car can be a fire
hazard.
I hope you have learned something from
these safety discussions that will help
make your flying safer and more
enjoyable. Keep the right attitude; don’t be
hurried, tired, stressed out, distracted, or
overconfident in approaching your shop
work or your model preparation or flying.
Apply the five levels of safety—attitude,
prechecks, backups, isolation, and
barriers—when each or more than one is
appropriate to the safety risk.
Be safe and good flying! MA
Donald Brooks
[email protected]
Edition: Model Aviation - 2006/05
Page Numbers: 39,40,41,42
Edition: Model Aviation - 2006/05
Page Numbers: 39,40,41,42
series, which was published last month, I
wrote about the risks of model flight
operations in terms of where we fly and
what we fly. In this article—the conclusion
of this portion of “From the Ground Up”—
I will cover how we fly safely.
This installment will include flight
instruction for the novice pilot and safety
standards I derived from my experience as
a flight instructor and club safety officer
and from the AMA Safety Code. This
discussion will include techniques and
practices to make our model flying safe
and injury free.
I will approach this discussion for the
benefit of the novice pilot. Even if you are
an experienced model flier, please consider
the five safety standards for your flying.
In the last article we left off with your
aircraft idling on the taxiway. Now I’ll
take you, the novice pilot, out to the
runway and we will fly your airplane and
discuss safety concerns as we do so. I will
perform the takeoff. You will control the
model aircraft via the remote buddy box—
your transmitter tied to mine—when I hold
the switch in your direction.
Flight Instruction: If you are an
inexperienced model-aircraft pilot, your
first consideration should be finding and
joining a flying club that provides flight
instruction. I have often told the story of
the 12-second flight. The story rattles
around in the unofficial annals of model
aviation history.
There have been many short-lived
models, and among them may have been a
1/4-scale Piper J-3 Cub, a beautiful Pitts
biplane, a sport aerobatic model, or a
simple four-channel trainer. The proud
owner and prospective aviator took no
action to gain access to a model flight
instructor.
How hard could it be? He knew how
full-scale aircraft flew. He believed he
could just go out to the open field and fly
his model, so he decided to go it alone.
He took off with the aircraft and
climbed it to an altitude he thought was
comfortable and safe before making the
first turn. Then he carefully gave the signal
for a 180° turn. The aircraft was headed
toward him and a gust of wind disturbed its
heading.
He moved the stick to correct and the
model suddenly entered a spiral dive. In
the roughly 12 seconds since leaving the
ground, the airplane hit it with a
resounding smack and shattering of balsa
and covering.
The new pilot then realized that the
perspective was not the same as that from
the cockpit of a full-scale aircraft. He
wished he had found an instructor to give
his aircraft a longer life.
Does this sound familiar? Most flying
clubs have qualified instructors who can
help you through the hard spots of learning
to fly radio control. Join one and get help.
Since you are reading this magazine I
will assume that you are an AMA member.
This membership provides you with
essential insurance coverage that you need
for launching anything more than a rubberpowered
aircraft.
Section 3 of the AMA Safety Code for
radio-controlled flight reads “I will not fly
my model aircraft in the presence of
spectators until I become a proficient flier,
unless I am assisted by an experienced
pilot.”
This specific Safety Code item is
intended to prevent undue risk to spectators
from a loss of model control caused by an
unqualified pilot. Engaging a flight
instructor will accelerate your learning
process and you can concentrate on flying
practice rather than building practice.
How We Fly—Flight-Operations Safety
Standards: I have organized this discussion
around five flight-safety standards—A to
E—derived from my experience as a
flying-club safety officer and instructor. I
will talk you through an imaginary training
flight along the way. These standards
include references to provisions of the
AMA Safety Code specific to RC flying
that I have not discussed or that need further
discussion.
CL flying and FF operations have a few
additional particular safety requirements
related to clearing the overflight area and
preflight testing of the equipment, but I
will not discuss those here.
If you don’t know what the specific
requirements for RC models are, find the
2006 AMA Safety Code in this issue and
read them now. Come back when you
finish and we will continue.
We do not intend to hurt others or
ourselves. That’s a good thing. As fliers
who comply with the AMA Safety Code,
we intend to actively prevent accidents.
We can do that by applying the five levels
of safety defense appropriate for the risk:
the right attitude, prechecks, backups,
isolation, and barriers.
We use the first three to prevent an
accident from occurring. If an accident
occurs that is beyond our control, we plan
ahead and use the last two to minimize the
risk of anyone being hurt or any property
being damaged.
The flight-safety standards are as
follows.
A) Use positive frequency control.
Sections 5 and 6 of the AMA Radio
Control Safety Code involve frequency
control.
Section 5 reads “I will operate my
model aircraft using only radio-control
frequencies currently allowed by the
Federal Communications Commission
(FCC).” This reminds us that radio
amateurs are the only ones who can use the
ham frequencies.
Section 6 discusses the possible
interference of radio transmitters operatedThe FCC40 MODEL AVIATION
Steve Henderson performed a thorough and detailed preflight check of his Super Buccaneer before taxiing out to the runway. The
engine had to run perfectly before he would commit to flight.
The Buccaneer lifts off from the active runway. The house in the distance is more
than a quarter mile away and well outside the overflight area.
transmitter impound. I have already
discussed the use of the frequency control
board. Transmitter impound is usually
reserved for use during contests.
The transmitter impound works like
gun control in the Old West. “Want to
come into town, stranger? Check your gun
right here and you can pick it up on your
way out of town.”
With the transmitter impound, you turn
in your transmitter when you arrive at the
field. You check it out when it is needed
for a flight. The person who issues it to
you from the control station verifies that
no one else is using your frequency before
he or she gives you the transmitter.
If you are flying in a park or ball
ground with one of the lightweight park
flyers, you can perform the following
check on frequency usage before turning
on your transmitter. Hold onto your model
and turn on your receiver without turning
on your transmitter. If the control surfaces
move in a controlled manner, there is
someone on your frequency and you need
to find the individual and coordinate use of
the frequency.
If the control surfaces do nothing or
deflect to full travel and stay there, it
shows that no one is controlling on this
frequency. It should be safe to turn on your
transmitter.
Do not leave the receiver on for an
extended period without the transmitter’s
being turned on. To do so could damage
your servos by causing them to lock up at
their extreme travel. If you cause a loss of
control by turning on an unauthorized
transmitter, you place others at serious risk
of being hurt by an out-of-control model.
B) Use the pilots’ stations. It is not
stipulated in the Safety Code, but the use
and location of four pilots’ stations at a
flying field are recommended in the AMAmember
handbook. At each flying site you
will probably see four marked flying
positions.
However, there is an exception to this
paddle for your channel.
In addition to the requirement that our
transmitters operate on allocated
frequencies, we must prevent the
simultaneous use of two aircraft-control
transmitters on the same frequency from
the same location (or sometimes within
three miles of each other). This will cause
one or both aircraft to crash. Do not turn
on your transmitter within three miles of
the flying field without frequency
authorization.
Frequency use at a flying field, that
meets AMA standards, will be positively
and safely controlled by one of two
methods: a frequency control board or a
Radio broadcast bands are dedicated to
specific purposes. There are three radiofrequency
broadcast bands allocated for
use in controlling flying models: 27 MHz,
72 MHz, and 75 MHz. The band at 75
MHz can be used only by amateur radio
operators.
The majority of model-aircraft radios
used in the US are in the 72 MHz band.
Each broadcast frequency band has a set
of discrete frequencies within it that can
be used. The 72 MHz band has 50
frequencies that are sometimes referred
to as channels. Last month I covered
how, during your aircraft’s preflight
check, you would get the frequency
Photos by the author
May 2006 41
Steve Henderson is about to turn onto final approach. The Buccaneer is large and easy
to see, but he still keeps it in close where he can see it easily.
Landing into the wind, the Buccaneer settles majestically onto the landing strip. The
right attitude, a thorough precheck, and isolation—separation of the overflight area
from other areas—have resulted in another safe sortie.
rule. Air Combat matches permit as many
as eight fliers at one time with additional
barriers, safety gear, and greater separation
distances between the flight operations and
spectators.
The pilot positions may be marked
using circles on concrete, using yellow
concrete pads set in the grass, or using
some other means. Use them. The pilotposition
markings are meant to provide
physical separation between pilots and
radios. Their use also limits the number of
aircraft in flight at any time to four.
If there are already four fliers on
station, wait your turn. Limiting the
number of models that are airborne at one
time minimizes the chance of a midair
collision and resulting crash.
If you see that one of the pilots’ stations
is empty, carry your airplane out to the
runway. My club considers taxiing models
in the pit areas an unacceptable safety
hazard. Taxiing is permitted on the
taxiways.
As you approach the runway edge, set
the airplane on the grass. Being
considerate fliers, we do not carry the
noisy aircraft behind the fliers who are
already on station. The noise would be a
distraction and would prevent them from
noticing if their aircraft suddenly had an
engine out.
C) Establish and use the active runway
direction. The wind direction usually sets
the active runway since we always take off
into the wind. However, if you don’t know
for sure, ask one of the pilots on station.
Pilots should use the active runway
heading for takeoffs and for low and high
passes that are directly over the runway.
Midair collisions are less likely and
accidental contact between models
produces less severe damage if the models
are flying in the same direction.
For calm winds, pilots may decide to
set the active runway as that from which
the wind blows most often. Find out what
the convention is, if any, at your flying
site. Any direction of flight would be
expected in areas away from the runway.
The active runway heading for our
flight is toward the southwest. I will get
the airplane airborne and trimmed out.
Then I will have you set your trim switches
in the same position as mine and let you
try some easy turns.
As the airplane lifts off, it tends to turn
to the left. I compensate with right rudder
to maintain a straight heading. We want to
fly a straight line along the extension of
the runway centerline to keep our aircraft
from wandering over the pit and spectator
areas. The airplane should never be flown
behind us. Remember that isolation of the
overflight area and the spectator areas is
one of our levels of safety.
D) Fly inside the box. In some
workplace environments people are
encouraged to think “outside the box.”
This is good practice for innovative
thought, developing new processes, and
for think tanks.
However, “inside the box” is good for
model-aircraft flying; it is covered in
AMA Radio Control Safety Code sections
1, 4, 7, and 8. These items discuss the
physical separation of model-aircraft
operation and nonflying activities
including spectating.
Restricting flight operations to inside
the flight-operations box prevents pilots
from flying over other pilots’ heads or
over the pit-preparation area where other
pilots and spectators may be working or
observing.
E) Keep the model in sight. This may
sound too simple to even discuss, but it
can be a problem for novice fliers.
Beginners tend to delay making turns with
the aircraft, which can result in getting the
model out on the fringe of visibility. (It
happens quickly!)
Flying within the defined flightoperations
box, you will be able to clearly
see the model and its orientation. If the
airplane is farther away than 1,000 feet,
thus outside the box, it becomes more
difficult to determine orientation and
flight direction.
To enjoy the flight visually and to
safely control the model, you must be able
to see it. So keep your model in close
during flight operations.
There are three mistakes the novice can
easily make that cause the aircraft to be
difficult or impossible to see.
1) The pilot lets the model fly too far
away. At that point, when the novice pilot
turns the model around he or she loses
perspective and can’t tell if it is flying
toward or away from his or her position.
2) The pilot is flying the model far out
and wants to turn the airplane and fly in
the opposite direction. There is a choice to
make; he or she can turn the model toward
the runway or away from it. The pilot
chooses to turn away from the runway to
make a 180° change in heading, taking the
model farther away and making it even
more difficult to see.
3) The pilot flies into the sun, is
temporarily blinded by the intense light,
and loses track of the model.
Each of these errors could result in a
model’s crash. The correction for each of
these is easy to instruct but perhaps more
difficult for you—the novice—to apply. So
practice.
Keep your aircraft in close to maintain
a good perspective of its orientation. If
you happen to fly farther out than you
planned, turn back toward the flying
field. Don’t fly close to or in the
direction of the sun.
When flying a model aircraft, you must
comply with the AMA General and
specific Safety Codes to be covered by
AMA insurance. Applying the Safety
Codes goes a long way toward reducing
the risk that is inherent in flying models.
At the same time, adhering to the
Safety Codes maximizes the pleasure
everyone gets from the model-flying
experience. Use the flight-safety practices
and the specific Safety Codes as five
flight-safety standards I have given you to
your advantage.
Now you take control of the aircraft. As
you move the sticks, make small control
inputs. The most frequent problem novice
fliers have is overcontrolling the aircraft.
Before radio control was developed,
these models used to be built to fly all by
themselves. Slight directional control can
steer the airplane. After you give a control
input, release the stick, let the control stick
return to the neutral position, and watch
what happens with the airplane. If trimmed
properly, a trainer will practically fly by
itself.
Well, the gas is almost gone. You did
well. You flew the airplane and kept it
inside the flight-operations box. You
didn’t let it fly behind us. You didn’t fly
it into the sun. And you kept it close
enough that we could easily see its
orientation.
Now we need to let the other pilots know
we are going to land the aircraft. We loudly
announce “Landing!” We wait for
acknowledgement to ensure that all on-station
pilots got the message. Now we can land.
Normally we would taxi back over to
the taxiway. However, our engine dies and
the model is still on the runway. We will
have to go get it.
Before we go out onto the runway to
pick up the airplane, we need to announce
loudly “On the runway!” Again, we will
wait for acknowledgement because we
don’t want another pilot landing his
airplane while we are retrieving ours.
Remove any remaining fuel before
cleaning the aircraft and stowing it in your
car. Leaking fuel in your car can be a fire
hazard.
I hope you have learned something from
these safety discussions that will help
make your flying safer and more
enjoyable. Keep the right attitude; don’t be
hurried, tired, stressed out, distracted, or
overconfident in approaching your shop
work or your model preparation or flying.
Apply the five levels of safety—attitude,
prechecks, backups, isolation, and
barriers—when each or more than one is
appropriate to the safety risk.
Be safe and good flying! MA
Donald Brooks
[email protected]
Edition: Model Aviation - 2006/05
Page Numbers: 39,40,41,42
series, which was published last month, I
wrote about the risks of model flight
operations in terms of where we fly and
what we fly. In this article—the conclusion
of this portion of “From the Ground Up”—
I will cover how we fly safely.
This installment will include flight
instruction for the novice pilot and safety
standards I derived from my experience as
a flight instructor and club safety officer
and from the AMA Safety Code. This
discussion will include techniques and
practices to make our model flying safe
and injury free.
I will approach this discussion for the
benefit of the novice pilot. Even if you are
an experienced model flier, please consider
the five safety standards for your flying.
In the last article we left off with your
aircraft idling on the taxiway. Now I’ll
take you, the novice pilot, out to the
runway and we will fly your airplane and
discuss safety concerns as we do so. I will
perform the takeoff. You will control the
model aircraft via the remote buddy box—
your transmitter tied to mine—when I hold
the switch in your direction.
Flight Instruction: If you are an
inexperienced model-aircraft pilot, your
first consideration should be finding and
joining a flying club that provides flight
instruction. I have often told the story of
the 12-second flight. The story rattles
around in the unofficial annals of model
aviation history.
There have been many short-lived
models, and among them may have been a
1/4-scale Piper J-3 Cub, a beautiful Pitts
biplane, a sport aerobatic model, or a
simple four-channel trainer. The proud
owner and prospective aviator took no
action to gain access to a model flight
instructor.
How hard could it be? He knew how
full-scale aircraft flew. He believed he
could just go out to the open field and fly
his model, so he decided to go it alone.
He took off with the aircraft and
climbed it to an altitude he thought was
comfortable and safe before making the
first turn. Then he carefully gave the signal
for a 180° turn. The aircraft was headed
toward him and a gust of wind disturbed its
heading.
He moved the stick to correct and the
model suddenly entered a spiral dive. In
the roughly 12 seconds since leaving the
ground, the airplane hit it with a
resounding smack and shattering of balsa
and covering.
The new pilot then realized that the
perspective was not the same as that from
the cockpit of a full-scale aircraft. He
wished he had found an instructor to give
his aircraft a longer life.
Does this sound familiar? Most flying
clubs have qualified instructors who can
help you through the hard spots of learning
to fly radio control. Join one and get help.
Since you are reading this magazine I
will assume that you are an AMA member.
This membership provides you with
essential insurance coverage that you need
for launching anything more than a rubberpowered
aircraft.
Section 3 of the AMA Safety Code for
radio-controlled flight reads “I will not fly
my model aircraft in the presence of
spectators until I become a proficient flier,
unless I am assisted by an experienced
pilot.”
This specific Safety Code item is
intended to prevent undue risk to spectators
from a loss of model control caused by an
unqualified pilot. Engaging a flight
instructor will accelerate your learning
process and you can concentrate on flying
practice rather than building practice.
How We Fly—Flight-Operations Safety
Standards: I have organized this discussion
around five flight-safety standards—A to
E—derived from my experience as a
flying-club safety officer and instructor. I
will talk you through an imaginary training
flight along the way. These standards
include references to provisions of the
AMA Safety Code specific to RC flying
that I have not discussed or that need further
discussion.
CL flying and FF operations have a few
additional particular safety requirements
related to clearing the overflight area and
preflight testing of the equipment, but I
will not discuss those here.
If you don’t know what the specific
requirements for RC models are, find the
2006 AMA Safety Code in this issue and
read them now. Come back when you
finish and we will continue.
We do not intend to hurt others or
ourselves. That’s a good thing. As fliers
who comply with the AMA Safety Code,
we intend to actively prevent accidents.
We can do that by applying the five levels
of safety defense appropriate for the risk:
the right attitude, prechecks, backups,
isolation, and barriers.
We use the first three to prevent an
accident from occurring. If an accident
occurs that is beyond our control, we plan
ahead and use the last two to minimize the
risk of anyone being hurt or any property
being damaged.
The flight-safety standards are as
follows.
A) Use positive frequency control.
Sections 5 and 6 of the AMA Radio
Control Safety Code involve frequency
control.
Section 5 reads “I will operate my
model aircraft using only radio-control
frequencies currently allowed by the
Federal Communications Commission
(FCC).” This reminds us that radio
amateurs are the only ones who can use the
ham frequencies.
Section 6 discusses the possible
interference of radio transmitters operatedThe FCC40 MODEL AVIATION
Steve Henderson performed a thorough and detailed preflight check of his Super Buccaneer before taxiing out to the runway. The
engine had to run perfectly before he would commit to flight.
The Buccaneer lifts off from the active runway. The house in the distance is more
than a quarter mile away and well outside the overflight area.
transmitter impound. I have already
discussed the use of the frequency control
board. Transmitter impound is usually
reserved for use during contests.
The transmitter impound works like
gun control in the Old West. “Want to
come into town, stranger? Check your gun
right here and you can pick it up on your
way out of town.”
With the transmitter impound, you turn
in your transmitter when you arrive at the
field. You check it out when it is needed
for a flight. The person who issues it to
you from the control station verifies that
no one else is using your frequency before
he or she gives you the transmitter.
If you are flying in a park or ball
ground with one of the lightweight park
flyers, you can perform the following
check on frequency usage before turning
on your transmitter. Hold onto your model
and turn on your receiver without turning
on your transmitter. If the control surfaces
move in a controlled manner, there is
someone on your frequency and you need
to find the individual and coordinate use of
the frequency.
If the control surfaces do nothing or
deflect to full travel and stay there, it
shows that no one is controlling on this
frequency. It should be safe to turn on your
transmitter.
Do not leave the receiver on for an
extended period without the transmitter’s
being turned on. To do so could damage
your servos by causing them to lock up at
their extreme travel. If you cause a loss of
control by turning on an unauthorized
transmitter, you place others at serious risk
of being hurt by an out-of-control model.
B) Use the pilots’ stations. It is not
stipulated in the Safety Code, but the use
and location of four pilots’ stations at a
flying field are recommended in the AMAmember
handbook. At each flying site you
will probably see four marked flying
positions.
However, there is an exception to this
paddle for your channel.
In addition to the requirement that our
transmitters operate on allocated
frequencies, we must prevent the
simultaneous use of two aircraft-control
transmitters on the same frequency from
the same location (or sometimes within
three miles of each other). This will cause
one or both aircraft to crash. Do not turn
on your transmitter within three miles of
the flying field without frequency
authorization.
Frequency use at a flying field, that
meets AMA standards, will be positively
and safely controlled by one of two
methods: a frequency control board or a
Radio broadcast bands are dedicated to
specific purposes. There are three radiofrequency
broadcast bands allocated for
use in controlling flying models: 27 MHz,
72 MHz, and 75 MHz. The band at 75
MHz can be used only by amateur radio
operators.
The majority of model-aircraft radios
used in the US are in the 72 MHz band.
Each broadcast frequency band has a set
of discrete frequencies within it that can
be used. The 72 MHz band has 50
frequencies that are sometimes referred
to as channels. Last month I covered
how, during your aircraft’s preflight
check, you would get the frequency
Photos by the author
May 2006 41
Steve Henderson is about to turn onto final approach. The Buccaneer is large and easy
to see, but he still keeps it in close where he can see it easily.
Landing into the wind, the Buccaneer settles majestically onto the landing strip. The
right attitude, a thorough precheck, and isolation—separation of the overflight area
from other areas—have resulted in another safe sortie.
rule. Air Combat matches permit as many
as eight fliers at one time with additional
barriers, safety gear, and greater separation
distances between the flight operations and
spectators.
The pilot positions may be marked
using circles on concrete, using yellow
concrete pads set in the grass, or using
some other means. Use them. The pilotposition
markings are meant to provide
physical separation between pilots and
radios. Their use also limits the number of
aircraft in flight at any time to four.
If there are already four fliers on
station, wait your turn. Limiting the
number of models that are airborne at one
time minimizes the chance of a midair
collision and resulting crash.
If you see that one of the pilots’ stations
is empty, carry your airplane out to the
runway. My club considers taxiing models
in the pit areas an unacceptable safety
hazard. Taxiing is permitted on the
taxiways.
As you approach the runway edge, set
the airplane on the grass. Being
considerate fliers, we do not carry the
noisy aircraft behind the fliers who are
already on station. The noise would be a
distraction and would prevent them from
noticing if their aircraft suddenly had an
engine out.
C) Establish and use the active runway
direction. The wind direction usually sets
the active runway since we always take off
into the wind. However, if you don’t know
for sure, ask one of the pilots on station.
Pilots should use the active runway
heading for takeoffs and for low and high
passes that are directly over the runway.
Midair collisions are less likely and
accidental contact between models
produces less severe damage if the models
are flying in the same direction.
For calm winds, pilots may decide to
set the active runway as that from which
the wind blows most often. Find out what
the convention is, if any, at your flying
site. Any direction of flight would be
expected in areas away from the runway.
The active runway heading for our
flight is toward the southwest. I will get
the airplane airborne and trimmed out.
Then I will have you set your trim switches
in the same position as mine and let you
try some easy turns.
As the airplane lifts off, it tends to turn
to the left. I compensate with right rudder
to maintain a straight heading. We want to
fly a straight line along the extension of
the runway centerline to keep our aircraft
from wandering over the pit and spectator
areas. The airplane should never be flown
behind us. Remember that isolation of the
overflight area and the spectator areas is
one of our levels of safety.
D) Fly inside the box. In some
workplace environments people are
encouraged to think “outside the box.”
This is good practice for innovative
thought, developing new processes, and
for think tanks.
However, “inside the box” is good for
model-aircraft flying; it is covered in
AMA Radio Control Safety Code sections
1, 4, 7, and 8. These items discuss the
physical separation of model-aircraft
operation and nonflying activities
including spectating.
Restricting flight operations to inside
the flight-operations box prevents pilots
from flying over other pilots’ heads or
over the pit-preparation area where other
pilots and spectators may be working or
observing.
E) Keep the model in sight. This may
sound too simple to even discuss, but it
can be a problem for novice fliers.
Beginners tend to delay making turns with
the aircraft, which can result in getting the
model out on the fringe of visibility. (It
happens quickly!)
Flying within the defined flightoperations
box, you will be able to clearly
see the model and its orientation. If the
airplane is farther away than 1,000 feet,
thus outside the box, it becomes more
difficult to determine orientation and
flight direction.
To enjoy the flight visually and to
safely control the model, you must be able
to see it. So keep your model in close
during flight operations.
There are three mistakes the novice can
easily make that cause the aircraft to be
difficult or impossible to see.
1) The pilot lets the model fly too far
away. At that point, when the novice pilot
turns the model around he or she loses
perspective and can’t tell if it is flying
toward or away from his or her position.
2) The pilot is flying the model far out
and wants to turn the airplane and fly in
the opposite direction. There is a choice to
make; he or she can turn the model toward
the runway or away from it. The pilot
chooses to turn away from the runway to
make a 180° change in heading, taking the
model farther away and making it even
more difficult to see.
3) The pilot flies into the sun, is
temporarily blinded by the intense light,
and loses track of the model.
Each of these errors could result in a
model’s crash. The correction for each of
these is easy to instruct but perhaps more
difficult for you—the novice—to apply. So
practice.
Keep your aircraft in close to maintain
a good perspective of its orientation. If
you happen to fly farther out than you
planned, turn back toward the flying
field. Don’t fly close to or in the
direction of the sun.
When flying a model aircraft, you must
comply with the AMA General and
specific Safety Codes to be covered by
AMA insurance. Applying the Safety
Codes goes a long way toward reducing
the risk that is inherent in flying models.
At the same time, adhering to the
Safety Codes maximizes the pleasure
everyone gets from the model-flying
experience. Use the flight-safety practices
and the specific Safety Codes as five
flight-safety standards I have given you to
your advantage.
Now you take control of the aircraft. As
you move the sticks, make small control
inputs. The most frequent problem novice
fliers have is overcontrolling the aircraft.
Before radio control was developed,
these models used to be built to fly all by
themselves. Slight directional control can
steer the airplane. After you give a control
input, release the stick, let the control stick
return to the neutral position, and watch
what happens with the airplane. If trimmed
properly, a trainer will practically fly by
itself.
Well, the gas is almost gone. You did
well. You flew the airplane and kept it
inside the flight-operations box. You
didn’t let it fly behind us. You didn’t fly
it into the sun. And you kept it close
enough that we could easily see its
orientation.
Now we need to let the other pilots know
we are going to land the aircraft. We loudly
announce “Landing!” We wait for
acknowledgement to ensure that all on-station
pilots got the message. Now we can land.
Normally we would taxi back over to
the taxiway. However, our engine dies and
the model is still on the runway. We will
have to go get it.
Before we go out onto the runway to
pick up the airplane, we need to announce
loudly “On the runway!” Again, we will
wait for acknowledgement because we
don’t want another pilot landing his
airplane while we are retrieving ours.
Remove any remaining fuel before
cleaning the aircraft and stowing it in your
car. Leaking fuel in your car can be a fire
hazard.
I hope you have learned something from
these safety discussions that will help
make your flying safer and more
enjoyable. Keep the right attitude; don’t be
hurried, tired, stressed out, distracted, or
overconfident in approaching your shop
work or your model preparation or flying.
Apply the five levels of safety—attitude,
prechecks, backups, isolation, and
barriers—when each or more than one is
appropriate to the safety risk.
Be safe and good flying! MA
Donald Brooks
[email protected]
Edition: Model Aviation - 2006/05
Page Numbers: 39,40,41,42
series, which was published last month, I
wrote about the risks of model flight
operations in terms of where we fly and
what we fly. In this article—the conclusion
of this portion of “From the Ground Up”—
I will cover how we fly safely.
This installment will include flight
instruction for the novice pilot and safety
standards I derived from my experience as
a flight instructor and club safety officer
and from the AMA Safety Code. This
discussion will include techniques and
practices to make our model flying safe
and injury free.
I will approach this discussion for the
benefit of the novice pilot. Even if you are
an experienced model flier, please consider
the five safety standards for your flying.
In the last article we left off with your
aircraft idling on the taxiway. Now I’ll
take you, the novice pilot, out to the
runway and we will fly your airplane and
discuss safety concerns as we do so. I will
perform the takeoff. You will control the
model aircraft via the remote buddy box—
your transmitter tied to mine—when I hold
the switch in your direction.
Flight Instruction: If you are an
inexperienced model-aircraft pilot, your
first consideration should be finding and
joining a flying club that provides flight
instruction. I have often told the story of
the 12-second flight. The story rattles
around in the unofficial annals of model
aviation history.
There have been many short-lived
models, and among them may have been a
1/4-scale Piper J-3 Cub, a beautiful Pitts
biplane, a sport aerobatic model, or a
simple four-channel trainer. The proud
owner and prospective aviator took no
action to gain access to a model flight
instructor.
How hard could it be? He knew how
full-scale aircraft flew. He believed he
could just go out to the open field and fly
his model, so he decided to go it alone.
He took off with the aircraft and
climbed it to an altitude he thought was
comfortable and safe before making the
first turn. Then he carefully gave the signal
for a 180° turn. The aircraft was headed
toward him and a gust of wind disturbed its
heading.
He moved the stick to correct and the
model suddenly entered a spiral dive. In
the roughly 12 seconds since leaving the
ground, the airplane hit it with a
resounding smack and shattering of balsa
and covering.
The new pilot then realized that the
perspective was not the same as that from
the cockpit of a full-scale aircraft. He
wished he had found an instructor to give
his aircraft a longer life.
Does this sound familiar? Most flying
clubs have qualified instructors who can
help you through the hard spots of learning
to fly radio control. Join one and get help.
Since you are reading this magazine I
will assume that you are an AMA member.
This membership provides you with
essential insurance coverage that you need
for launching anything more than a rubberpowered
aircraft.
Section 3 of the AMA Safety Code for
radio-controlled flight reads “I will not fly
my model aircraft in the presence of
spectators until I become a proficient flier,
unless I am assisted by an experienced
pilot.”
This specific Safety Code item is
intended to prevent undue risk to spectators
from a loss of model control caused by an
unqualified pilot. Engaging a flight
instructor will accelerate your learning
process and you can concentrate on flying
practice rather than building practice.
How We Fly—Flight-Operations Safety
Standards: I have organized this discussion
around five flight-safety standards—A to
E—derived from my experience as a
flying-club safety officer and instructor. I
will talk you through an imaginary training
flight along the way. These standards
include references to provisions of the
AMA Safety Code specific to RC flying
that I have not discussed or that need further
discussion.
CL flying and FF operations have a few
additional particular safety requirements
related to clearing the overflight area and
preflight testing of the equipment, but I
will not discuss those here.
If you don’t know what the specific
requirements for RC models are, find the
2006 AMA Safety Code in this issue and
read them now. Come back when you
finish and we will continue.
We do not intend to hurt others or
ourselves. That’s a good thing. As fliers
who comply with the AMA Safety Code,
we intend to actively prevent accidents.
We can do that by applying the five levels
of safety defense appropriate for the risk:
the right attitude, prechecks, backups,
isolation, and barriers.
We use the first three to prevent an
accident from occurring. If an accident
occurs that is beyond our control, we plan
ahead and use the last two to minimize the
risk of anyone being hurt or any property
being damaged.
The flight-safety standards are as
follows.
A) Use positive frequency control.
Sections 5 and 6 of the AMA Radio
Control Safety Code involve frequency
control.
Section 5 reads “I will operate my
model aircraft using only radio-control
frequencies currently allowed by the
Federal Communications Commission
(FCC).” This reminds us that radio
amateurs are the only ones who can use the
ham frequencies.
Section 6 discusses the possible
interference of radio transmitters operatedThe FCC40 MODEL AVIATION
Steve Henderson performed a thorough and detailed preflight check of his Super Buccaneer before taxiing out to the runway. The
engine had to run perfectly before he would commit to flight.
The Buccaneer lifts off from the active runway. The house in the distance is more
than a quarter mile away and well outside the overflight area.
transmitter impound. I have already
discussed the use of the frequency control
board. Transmitter impound is usually
reserved for use during contests.
The transmitter impound works like
gun control in the Old West. “Want to
come into town, stranger? Check your gun
right here and you can pick it up on your
way out of town.”
With the transmitter impound, you turn
in your transmitter when you arrive at the
field. You check it out when it is needed
for a flight. The person who issues it to
you from the control station verifies that
no one else is using your frequency before
he or she gives you the transmitter.
If you are flying in a park or ball
ground with one of the lightweight park
flyers, you can perform the following
check on frequency usage before turning
on your transmitter. Hold onto your model
and turn on your receiver without turning
on your transmitter. If the control surfaces
move in a controlled manner, there is
someone on your frequency and you need
to find the individual and coordinate use of
the frequency.
If the control surfaces do nothing or
deflect to full travel and stay there, it
shows that no one is controlling on this
frequency. It should be safe to turn on your
transmitter.
Do not leave the receiver on for an
extended period without the transmitter’s
being turned on. To do so could damage
your servos by causing them to lock up at
their extreme travel. If you cause a loss of
control by turning on an unauthorized
transmitter, you place others at serious risk
of being hurt by an out-of-control model.
B) Use the pilots’ stations. It is not
stipulated in the Safety Code, but the use
and location of four pilots’ stations at a
flying field are recommended in the AMAmember
handbook. At each flying site you
will probably see four marked flying
positions.
However, there is an exception to this
paddle for your channel.
In addition to the requirement that our
transmitters operate on allocated
frequencies, we must prevent the
simultaneous use of two aircraft-control
transmitters on the same frequency from
the same location (or sometimes within
three miles of each other). This will cause
one or both aircraft to crash. Do not turn
on your transmitter within three miles of
the flying field without frequency
authorization.
Frequency use at a flying field, that
meets AMA standards, will be positively
and safely controlled by one of two
methods: a frequency control board or a
Radio broadcast bands are dedicated to
specific purposes. There are three radiofrequency
broadcast bands allocated for
use in controlling flying models: 27 MHz,
72 MHz, and 75 MHz. The band at 75
MHz can be used only by amateur radio
operators.
The majority of model-aircraft radios
used in the US are in the 72 MHz band.
Each broadcast frequency band has a set
of discrete frequencies within it that can
be used. The 72 MHz band has 50
frequencies that are sometimes referred
to as channels. Last month I covered
how, during your aircraft’s preflight
check, you would get the frequency
Photos by the author
May 2006 41
Steve Henderson is about to turn onto final approach. The Buccaneer is large and easy
to see, but he still keeps it in close where he can see it easily.
Landing into the wind, the Buccaneer settles majestically onto the landing strip. The
right attitude, a thorough precheck, and isolation—separation of the overflight area
from other areas—have resulted in another safe sortie.
rule. Air Combat matches permit as many
as eight fliers at one time with additional
barriers, safety gear, and greater separation
distances between the flight operations and
spectators.
The pilot positions may be marked
using circles on concrete, using yellow
concrete pads set in the grass, or using
some other means. Use them. The pilotposition
markings are meant to provide
physical separation between pilots and
radios. Their use also limits the number of
aircraft in flight at any time to four.
If there are already four fliers on
station, wait your turn. Limiting the
number of models that are airborne at one
time minimizes the chance of a midair
collision and resulting crash.
If you see that one of the pilots’ stations
is empty, carry your airplane out to the
runway. My club considers taxiing models
in the pit areas an unacceptable safety
hazard. Taxiing is permitted on the
taxiways.
As you approach the runway edge, set
the airplane on the grass. Being
considerate fliers, we do not carry the
noisy aircraft behind the fliers who are
already on station. The noise would be a
distraction and would prevent them from
noticing if their aircraft suddenly had an
engine out.
C) Establish and use the active runway
direction. The wind direction usually sets
the active runway since we always take off
into the wind. However, if you don’t know
for sure, ask one of the pilots on station.
Pilots should use the active runway
heading for takeoffs and for low and high
passes that are directly over the runway.
Midair collisions are less likely and
accidental contact between models
produces less severe damage if the models
are flying in the same direction.
For calm winds, pilots may decide to
set the active runway as that from which
the wind blows most often. Find out what
the convention is, if any, at your flying
site. Any direction of flight would be
expected in areas away from the runway.
The active runway heading for our
flight is toward the southwest. I will get
the airplane airborne and trimmed out.
Then I will have you set your trim switches
in the same position as mine and let you
try some easy turns.
As the airplane lifts off, it tends to turn
to the left. I compensate with right rudder
to maintain a straight heading. We want to
fly a straight line along the extension of
the runway centerline to keep our aircraft
from wandering over the pit and spectator
areas. The airplane should never be flown
behind us. Remember that isolation of the
overflight area and the spectator areas is
one of our levels of safety.
D) Fly inside the box. In some
workplace environments people are
encouraged to think “outside the box.”
This is good practice for innovative
thought, developing new processes, and
for think tanks.
However, “inside the box” is good for
model-aircraft flying; it is covered in
AMA Radio Control Safety Code sections
1, 4, 7, and 8. These items discuss the
physical separation of model-aircraft
operation and nonflying activities
including spectating.
Restricting flight operations to inside
the flight-operations box prevents pilots
from flying over other pilots’ heads or
over the pit-preparation area where other
pilots and spectators may be working or
observing.
E) Keep the model in sight. This may
sound too simple to even discuss, but it
can be a problem for novice fliers.
Beginners tend to delay making turns with
the aircraft, which can result in getting the
model out on the fringe of visibility. (It
happens quickly!)
Flying within the defined flightoperations
box, you will be able to clearly
see the model and its orientation. If the
airplane is farther away than 1,000 feet,
thus outside the box, it becomes more
difficult to determine orientation and
flight direction.
To enjoy the flight visually and to
safely control the model, you must be able
to see it. So keep your model in close
during flight operations.
There are three mistakes the novice can
easily make that cause the aircraft to be
difficult or impossible to see.
1) The pilot lets the model fly too far
away. At that point, when the novice pilot
turns the model around he or she loses
perspective and can’t tell if it is flying
toward or away from his or her position.
2) The pilot is flying the model far out
and wants to turn the airplane and fly in
the opposite direction. There is a choice to
make; he or she can turn the model toward
the runway or away from it. The pilot
chooses to turn away from the runway to
make a 180° change in heading, taking the
model farther away and making it even
more difficult to see.
3) The pilot flies into the sun, is
temporarily blinded by the intense light,
and loses track of the model.
Each of these errors could result in a
model’s crash. The correction for each of
these is easy to instruct but perhaps more
difficult for you—the novice—to apply. So
practice.
Keep your aircraft in close to maintain
a good perspective of its orientation. If
you happen to fly farther out than you
planned, turn back toward the flying
field. Don’t fly close to or in the
direction of the sun.
When flying a model aircraft, you must
comply with the AMA General and
specific Safety Codes to be covered by
AMA insurance. Applying the Safety
Codes goes a long way toward reducing
the risk that is inherent in flying models.
At the same time, adhering to the
Safety Codes maximizes the pleasure
everyone gets from the model-flying
experience. Use the flight-safety practices
and the specific Safety Codes as five
flight-safety standards I have given you to
your advantage.
Now you take control of the aircraft. As
you move the sticks, make small control
inputs. The most frequent problem novice
fliers have is overcontrolling the aircraft.
Before radio control was developed,
these models used to be built to fly all by
themselves. Slight directional control can
steer the airplane. After you give a control
input, release the stick, let the control stick
return to the neutral position, and watch
what happens with the airplane. If trimmed
properly, a trainer will practically fly by
itself.
Well, the gas is almost gone. You did
well. You flew the airplane and kept it
inside the flight-operations box. You
didn’t let it fly behind us. You didn’t fly
it into the sun. And you kept it close
enough that we could easily see its
orientation.
Now we need to let the other pilots know
we are going to land the aircraft. We loudly
announce “Landing!” We wait for
acknowledgement to ensure that all on-station
pilots got the message. Now we can land.
Normally we would taxi back over to
the taxiway. However, our engine dies and
the model is still on the runway. We will
have to go get it.
Before we go out onto the runway to
pick up the airplane, we need to announce
loudly “On the runway!” Again, we will
wait for acknowledgement because we
don’t want another pilot landing his
airplane while we are retrieving ours.
Remove any remaining fuel before
cleaning the aircraft and stowing it in your
car. Leaking fuel in your car can be a fire
hazard.
I hope you have learned something from
these safety discussions that will help
make your flying safer and more
enjoyable. Keep the right attitude; don’t be
hurried, tired, stressed out, distracted, or
overconfident in approaching your shop
work or your model preparation or flying.
Apply the five levels of safety—attitude,
prechecks, backups, isolation, and
barriers—when each or more than one is
appropriate to the safety risk.
Be safe and good flying! MA
Donald Brooks
[email protected]