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Flight Test Safety Guidelines. Troll this.

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These guidelines provide FTCA members easy-to-follow rules ensuring safety is at the top priority while allowing individuals to enjoy the full recreational, educational, and scientific benefits of model aviation.

SAFETY GUIDELINES

1. All safety guidelines must be followed while participating or identifying as an FTCA member.

   1. Members are required to follow all Federal, State and local laws.
      

2. All flying of members must be for recreational or educational purposes.

3. The presence of a knowledgeable pilot/trainer for Novice Pilots (recreational pilots with less than 5 hours flight time) is highly recommended.

   1. Education of the standard practices and guidelines are best communicated via a personal presence of an instructor.
      

4. Operation of recreational model aircraft (sUAS) must be done in compliance with 14 CFR Part 48.

   1. Any recreational operator of a model aircraft between .55 pounds (250 grams) and 55 pounds (25 kilograms) must be registered with the FAA per the FAA sUAS Registration, and the registration number must be present on the outside of your aircraft. Register at https://faadronezone.faa.gov/.
      
   2. Take TRUST (Pilot Institute TRUST Online or The Recreational UAS Safety Test (TRUST) |Federal Aviation Administration (faa.gov).
      

5. Never fly your model aircraft in a dangerous, careless, or reckless manner.

   1. Pilots and crew must not fly under the influence of alcohol or drugs.
      
   2. It is recommended that pilots utilize the IMSAFE checklist provided by the FAA

      1. Illness—Is the recreational flyer suffering from any illness or symptoms that might affect the operation of the UAS?

      2. Medication—Is the recreational flyer taking any drugs (prescription or otherwise) that might affect the operation of the UAS?

      3. Stress—Is the recreational flyer experiencing any psychological or emotional factors which might affect his or her performance?

      4. Alcohol—Has the recreational flyer been drinking within the last 8 hours? Depending on the amount of alcohol consumed, full metabolization can take up to 24 hours. Flyers should be aware that as little as one ounce of liquor, one bottle of beer, or four ounces of wine can impair flying skills.

      5. Fatigue—Has the recreational flyer received sufficient sleep and adequate rest in the recent past?

      6. Emotion—Is the recreational flyer emotionally upset?

6. Perform a thorough pre-flight of your aircraft (home-built or manufactured) before each flight, making sure it is in good operating condition.

   1. Pre-flight practices should take into consideration the standard operations of the flying site and class of airspace as described below in guidelines #8 & #9.
      
   2. Inspection of the following areas:
      1. Control surfaces are free of defect or deformity, and work properly.
         
      2. Hardware/fasteners are properly installed and working properly.
         
      3. Electronic components (to include FPV gear if applicable) are in proper working order.
         
      4. Fuel supply, whether battery or gas, in proper condition, not damaged, and not leaking.
         
      5. Propeller or rotors free of any defects or deformities and are properly installed.
         
      6. Transmitter has been ranged checked and is working properly.
         
   3. Assess the planned location and environmental surroundings for potential safety hazards.
      1. Weather, time of day, and presence of onlookers should be evaluated as part of pre-flight operation.
         
   4. The FAA also recommends the following guidance to ensure members are taking proper care of their UAS between flights:
      1. Maintenance of the UAS and its components should be conducted in accordance with the manufacturer’s instructions.
         
      2. Recreational flyers should routinely check for software updates and, if available, consider updating to the latest manufacturer upgrades prior to flight.
         
      3. Flight-critical systems (e.g., rotors, battery, controls) should be checked for damage prior to flight and repaired or replaced if any damage is found.
         
      4. Control links should be tested prior to flight and no flight should be attempted if command and control signal strength is anticipated to be inadequate for completion of the flight.
         
      5. Servos, rotors, and other moving parts should move freely or respond to controls as expected.
         
      6. All systems should have adequate energy supply to complete the planned flight safely.
         
      7. Guidance systems and instruments (e.g., Global Positioning System (GPS), compass, altimeter) should be accurate and performing as expected.
         
      8. Automated features (e.g., return to home, auto-land) should function correctly and as expected.
         
      9. All external loads (e.g., cameras, guidance system) should be attached securely to the UA without negatively affecting the weight and balance of the aircraft.
         
      10. The expected flight path should be free of other people, aircraft, and obstacles.
          

7. Never interfere with, and always give way to, any manned aircraft.

   1. The UA pilot should understand and be aware of manned aircraft operations in the area.
      1. The recreational pilot must understand that we share the National Airspace System (NAS) with man-carrying aircraft and other FAA-managed aeronautical operations. It is imperative that we yield the right of way and maintain a separation between our operations and theirs.
         
      2. Recreational pilots are responsible for staying away from manned aircraft, not the other way around!
         
   2. Know the normal operations of frequent aircraft in the flying area.
      

8. Pilots must operate within the proper flying site standards approved by the FTCA.

   1. Every flying site and aircraft will be different and will require the effort of the pilot to understand the limitations and restrictions that may apply to the area they are going to fly.
      1. The FTCA has adopted the AMA document on flying sites, “Suggested RC Flying SiteSpecifications”, as a standards guide for helping establish FTCA flying fields.
         
   2. FTCA approved Flying Fields meet or exceed the requirements for the aircraft allowed to operate on the site. (Due to the size of aircraft, and the availability of airspace, the size will be determined on a case-by-case basis. Guidance from the FTCA will be given to establish and maintain regulatory compliance for the location, as indicated above.)
      1. FTCA Flying Fields will also be aligned with the requirements set forth to be a future FAA Recognized Identification Area (FRIA) in order to be in compliance with Remote ID regulations as they come into effect.
         

9. Pilots must determine a proper flying location if not flying at an approved FTCA flying site.

   1. Recreational pilots must know where they are flying with respect to authorized airspace.
      
   2. Non-approved FTCA flying location parameters for safe operation will depend on the aircraft that is being flown and should take the following into consideration, along with the “SuggestedRC Flying Site Specifications” document mentioned above:
      1. Adequate take-off and landing areas must be present.
         
      2. Additionally, the proper airspace as identified above, and the appropriate airspace for operation of aircraft must be determined before flight during the pre-flight procedures.
         
      3. The size that is determined should allow for a margin of error that would provide ample space in case of an emergency or unexpected incident.
         
   3. Recreational pilots must understand the difference between Controlled and Uncontrolled Airspace, which can be found here.

      1. Uncontrolled Airspace Operations:

         1. Uncontrolled Airspace is where “air traffic controllers are not directing air traffic within its limits.”
            
         2. Keep your model aircraft below 400 feet above-ground-level (AGL) in Class Gairspace.

            1. Controlled Airspace Operations of Model Aircraft: When flying in controlled airspace (i.e. Classes B, C, D, and E), all model aircraft or UA operations must be authorized by the FAA, unless operating at an approved fixed flying site.

               1. It is highly recommended that the pilot uses the FAA smartphone app “B4 YouFly”to determine the airspace that will be utilized before you fly.

               2. Pilots should also refer to the FAA’s interactive map on the UAS Data Delivery System to access all notifications regarding airspace restrictions and prohibitions.
                  1. On the map, semi-transparent polygons depict airspace information. UAS flight restrictions are shown as red polygons.
                     
               3. The FAA publishes TFR are updated here, and Aeronautical Navigation Products (Charts) at here.
                  
               4. For pilots flying at an approved fixed flying site in controlled airspace, there must be a Letter of Agreement (LOA) established with FAA air traffic control (ATC) to serve as official authorization for operations.
                  
               5. When flying in controlled airspace outside of an approved fixed flying site, pilots/operators must obtain clearance through an authorized Low Altitude Authorization and Notification Capability (LAANC) provider.
                  1. LAANC is available to recreational UAS operators to quickly receive authorization to fly and can only be used for daylight operations at or below 400 feet.
                     1. More info on LAANC can be accessed here.
                        

10. Pilots must keep their model aircraft (sUAS) within your visual line of sight (VLOS).

    1. VLOS – Visual Line Of Sight: The ability of the operator, or a visual observer co-located and in direct contact with the pilot/operator, to see and maintain visual line of sight of the model aircraft unaided by any technology other than glasses or contact lenses and without creating a distraction to the recreational flyer.
       1. This means either the pilot or a visual observer/spotter (VO) must be able to see the sUAS (i.e. its location, altitude, attitude and flight path), with vision unaided by any device other than corrective lenses, throughout the entire flight to ensure it does not present a collision hazard to other manned or unmanned aircraft.
          1. VO – Visual Observer (Spotter): Person who assists the sUAS operator avoid conflicts with manned aircraft and other changes adversely affecting the aircraft’s
             
             operating area such as non-participating personnel entering the area, changing flight conditions, etc.
             
          2. Vision aids, such as binoculars, may be used only momentarily to enhance situational awareness.
             

11. Flying near or in proximity to other people and/or spectators must be done within set parameters.

    1. Do not fly your model aircraft closer than 25 feet laterally from other pilots on the designated flight line.
       
    2. Do not fly your model aircraft closer than 50 feet laterally from other people/spectators in the designated spectator area.
       
    3. Do not fly a model aircraft directly over people.
       1. The FTCA does not permit recreational flyers to fly over people or so close as to create a potential hazard should the aircraft, or pilot, not perform as intended.
          

12. First Person View (FPV) operation of recreational model aircraft must be done safely and in compliance with Congressional law §44809(3).

    1. When flying with First Person View goggles (or similar devices that block your view of the surrounding airspace), you must have an individual act as a spotter to monitor the airspace for any manned or unmanned air traffic.
       1. Long-range FPV is not permitted as it is considered Beyond Visual Line of Sight.
          
    2. FPV flyers should be proficient in flying their recreational model without an FPV device prior to starting FPV flights.
       
    3. FPV flyers should perform preflight inspections of the FPV device’s video, control, power source, and mechanical systems before each flight.
       1. When flying in a group, ensure that your group coordinates VTX channels and power settings.
          
       2. Always announce your intention to power up your FPV aircraft.
          
    4. FPV operations require someone to be watching the UA at all times to ensure safe operations. This requires the use of a visual observer.
       1. VO – Visual Observer (Spotter): Person who assists the sUAS operator avoid conflicts with manned aircraft and other changes adversely affecting the aircraft’s operating area such as non-participating personnel entering the area, changing flight conditions, etc.
          
    5. Visual observers must be co-located with the FPV flyer and maintain visual line of sight (VLOS) with the aircraft at all times.
       
    6. FPV flyers must have the capacity to see the aircraft at all times.
       1. Although a visual observer may be watching the UA, the FPV flyer must ensure that, throughout the operation of the UA, he or she would have the ability to immediately see the UA if the FPV device was removed.
          
    7. The FPV flyer and visual observers should have preplanned communications and procedures to ensure the UA remains under control and within VLOS during any event when the safe operation of the aircraft is in question.
       1. A predetermined communication of the need for VO assistance should be established during preflight procedures.
          
    8. An FPV system should not be used when the weight of the UA exceeds 55 pounds.
       

13. In the case of emergency, the immediate safe landing of an aircraft is the proper initial action to take.

    1. The recreational flyer is responsible for the safety of the flight during emergencies.
       
    2. If a safe landing is not possible, the pilot should make his/her best attempt to divert the aircraft away from any people, structures, or vehicles.
       
    3. Following are a few instances where the circumstances could result in an emergency:
       1. Sustained loss, weak, or intermittent radio signals or control signals experiencing interference.
          
       2. Flight instruments losing performance or displaying incorrect information.
          
       3. Unanticipated people or aircraft (manned or unmanned) entering the area of operation.
          
       4. A UA not responding predictably to control inputs.
          
       5. Parts or attachments on the UA becoming loose or breaking off.
          
       6. Electrical arcing or battery/component fires.
          
       7. Unexpected weather (e.g., high winds, sudden storms, fog).
          
    4. Actions to be taken by FTCA members and leadership in the case of an emergency of a model aircraft:
       1. Ensure everyone is safe.
          1. Deal with injuries and/or event
             1. Ensure a First Aid kit is available and known to event staff
                
             2. Ensure fire extinguishers are readily accessible and in known locations
                
       2. Note any damage to property beyond model aircraft damage and report it to the person/persons in charge of the location one is flying.
          
    5. All emergencies/incidents are to be reported to the local FTCA representative of the group or flying site in order to properly ensure the resulting course of actions.
       
    6. Consider as a best practice reporting the incident to sUAS ASRS, https://asrs.arc.nasa.gov/uassafety.html as a way to share the lessons learned from the incident.
       

14. Night operations should only be attempted when a clear understanding of the special requirements are met.

    1. Night flight presents visual perception challenges as a result of your vision and depth perception being altered in darkness.
       
    2. It is required that the aircraft be equipped with anti-collision lighting that can be seen from 3 statute miles, and additional lighting must be arranged in such a way that allows recreational flyers to determine the orientation of the aircraft.
       
    3. Flying at night without proper anti-collision lighting in areas that are sufficiently illuminated,
       
       e.g. large stadiums, so that members can maintain VLOS, is permitted.
       
    4. No lighting of the model aircraft (whether anti-collision, navigation or optional accessory) should produce a hazard or cause distraction to the pilot and must also be able to be turned down or turned off if necessary.
       1. Minimum required navigation and anti-collision lighting must still be visible in order to maintain VLOS.
          
    5. Prior to your flight at night, check for obstacles that may not be easily seen in the dark.
       
    6. Additional instruction for night flying:
       1. Pilots new to night flying should fly with an experienced pilot to become proficient to fly on their own.
          1. Learning the craft of night flying is best taught by one-on-one hands-on flight training with an experienced pilot.
             
       2. View night flying quick tips, (
          Flite Test Night Flying Tips).
          
    7. Visual perception challenges must be understood per FAA-H-8083- 3C, Airplane Flying Handbook, Chapter 11, Night Operations.
       

15. Assisted flight modes are allowed, and should only be used, provided the pilot remains in direct connection to the system and flies within visual line of sight; and must be able to override any automated and programmed features at all times.

    1. Pilot-assisted flight modes should only be engaged if there is an override ability which allows the remote pilot to take over full control of the aircraft.
       1. When using such modes in a location where there may be manned air traffic, you or an assistant must always maintain the ability to engage the override and resume direct control of the model aircraft.
          
       2. It is a best practice to also have an override capability for Failsafe modes that may provide a return-to-home or return-to-launch assist.
          

16. Compliance with these safety guidelines and Congressional law §44809, as reprinted below, are mandatory for FTCA members.

In addition to operating within the FTCA safety guidelines, FTCA members should comply with any and all applicable federal, state, and local laws and regulations.



On October 5, 2018, the U.S. President signed the FAA Reauthorization Act of 2018 into law. The Exception for Limited Recreational Operations of Unmanned Aircraft established by section 349 contains eight statutory requirements that recreational and educational fliers must adhere to operate recreational UAS (model aircraft).

1. The aircraft is flown strictly for recreational, or educational purposes.
   
2. The aircraft is operated in accordance with or within the programming of a community-based organization’s set of safety guidelines that are developed in coordination with the Federal Aviation Administration.
   
3. The aircraft is flown within the visual line of sight of the person operating the aircraft or a visual observer co-located and in direct communication with the operator.
   
4. The aircraft is operated in a manner that does not interfere with and gives way to any manned aircraft.
   
5. In Class B, Class C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport, the operator obtains prior authorization from the Administrator or designee before operating and complies with all airspace restrictions and prohibitions.
   
6. In Class G airspace, the aircraft is flown from the surface to not more than 400 feet above ground level and complies with all airspace restrictions and prohibitions.
   
7. The operator has passed an aeronautical knowledge and safety test described in subsection (g) and maintains proof of test passage to be made available to the Administrator or law enforcement upon request.
   
8. The aircraft is registered and marked in accordance with chapter 441 of this title and proof of registration is made available to the Administrator of designee or law enforcement upon request
   

Hydro Junkie

Troll what? It all sounds like common sense stuff to me

franklin_m

One thing I notice is that, unlike the AMA, the FTCA explicitly says to remain at or below 400 in class G.

(added):
Another cool thing is that the FAA allowed the FTCA to adopt a practice of another CBO, specifically the flying site specifications. That's good, because it demonstrates FAA's commitment to not allow any one CBO to monopolize. I'm sure AMA will try to sue over copyright, but it'll go nowhere, as FTCA is clearly indicating it's AMA's, and they're not portraying it as their own work.

combatpigg

My Feedback: (3)

If one was to delete all the COMMON SENSE SUGGESTIONS from the document....what would be left ...?
They forgot to mention that we should always check our bio-rythms and our chakras before flying....

aymodeler

My Feedback: (3)

First off, I am generally speaking supportive FT and overall think they are good for the hobby.

With that out of the way, the elephant under the rug is not their safety code, it is the videos they routinely post where they are severely bending if not out right breaking the code. Here is a video posted last summer of them intentionally flying an RC plane through open flames. They are making multiple low passes through a bonfire with both the pilot and spectators are standing close by. It seems to me that this is in violation of reckless behavior (which may be subjective) as well as the rule on flying near people (25' lateral separation from pilot, 50' lateral separation from spectators).


Even if they were technically in compliance, this and many of their other videos promotes a sense of carelessness that leads to degradation of any kind of safety culture.

ElectriMan

But it does mention that:

jcmors

Good points! I too am generally supportive of the FTCA. They have a fresh approach to the hobby and do a good job of generating interest by younger people.

There has been talk of competition between CBOs, I don't see there being a need to choose. I am an AMA member, I also paid for a membership in the FTCA because they are doing good things for the hobby, my hobby, regardless of which CBO or CBOs I may decide to support. Similarly to not feeling I have to choose, I don't believe that supporting an organization has to be an all or nothing commitment. By that I mean that I can see good things in the AMA (in my case being able to fly with a friendly group of folks at a relatively local flying field) and I can be critical of and point out negatives in other aspects.

So it can be with the FTCA as well. Supporting their general philosophy, being a member or not, doesn't mean you can't see and express your opinion on things that you feel aren't good about something that is being done.

Propworn

My Feedback: (3)

This is basically what is already started to take place in Canada. Other CBO's welcomed but for it to really work all recognized CBO's will need to co-operate and come to the table with a minimum like set of safety and field guidelines that satisfy Transport Canada/FAA. I doubt Transport Canada or the FAA would entertain several different proposals that at least did not meet some sort of minimum safety/field standard. This is a good thing as it puts all of them on a level playing field and gives the flyer a choice of product. If all things are equal you would be able to shop between the three to suit yourself. I see this as a good thing if it works/lasts. I still remember the Sport Flyers attempt, and they both refused to allow members to fly at each other's field or events. You do realize that each country is only allowed one organization to represent their country at FAI events and the AMA is the one at present. Also, any world records etc are recorded via the official organization which at present is the AMA. You could not compete at any World Championships or FAI event unless you were an AMA member as your licence can only be had through the FAI delegate organization. The new CBO might run afoul if labelling an event as a national or USA championship as I imagine the AMA by historical practice would feel they own that right. This happened recently in Canada and MAAC threatened to sue to retain that right. I would expect nothing less from the AMA and I fear the same fate that killed the Sport Flyers might happen to a new CBO.

I really hope this works out and all the CBO's can co-operate for a better future for our modeling members.

ECHO24

That's not the only difference between Flight Test and AMA. Flight Test leaves no ambiguity with illegal FPV. Goggles or any "devices that block your view of the surrounding airspace" you required to have spotter. As well as this on long-range FPV:

"Long-range FPV is not permitted as it is considered Beyond Visual Line of Sight."

The crooks running AMA have blatantly supported illegal FPV from day one. For years on AMA's website there were instructions for long-range FPV and links to suppliers. It wasn't until I brought it up here that BarracudaHockey said he started removing it. AMA's spotter rule is a known joke that is completely ignored. It was created to give legitimacy to illegal FPV and the droners they thought they convert into members, in addition to defying the FAA for 4 years until it was revised because of Part 107.

AMA has defied the FAA on the definition of line of sight from day one as well, i.e., the ability to see an aircraft with unaided vision and control it without GPS or a flight controller. There are several threads on RCGroups by AMA's mouthpieces arguing that LOS is not what it plainly says. One of those arguments is that "line of sight" is a "line" that if FPV goggles are removed that person could then see the aircraft. The whole bunch there are all as much crooks and frauds as the deadbeats running AMA.

aymodeler

My Feedback: (3)

I couldn't have said it any better myself. We are very much on the same page here!

ECHO24

AMA and Flight Test are two different things. Flight Test is basically a YouTube channel. Their market is RC flyers at large. They never have to have fixed fields. Flight test's so called "safety culture" is the way it was back when everyone once and a while would bring out their old unwanted gear for a destruction derby crashing into each other or into the ground until nothing was left flying.

AMA still falsely claims (as of last year) on their website that the average age of an AMA member is 37. Maybe 30 years ago. Not active club members anyway. It's probably closer to 60. AMA flying is a hobby for old men.

rgburrill

Another place they differ somewhat is monetization of YouTube vides. AMA looks the other way and doesn't address it. FliteTest, as pointed out above, is there for YouTube videos, and even monetizes their own. That makes them commercialized and not recreational flyers. You can make money building and selling planes, converting plans to digital, sizing and printing plans, etc but that is not directly related to recording your flights and posting them on YouTube in order to make a few extra bucks.

aymodeler

My Feedback: (3)

Flite Test is openly a for profit business and makes no effort to disguise that fact. In addition to monetizing YouTube, they have on-line sales of plans, kits, materials and other merchandise. Flite Test Community Association is a separate non-profit legal entity that was formed for the purposes of becoming a CBO.

combatpigg

My Feedback: (3)

The Safety Code failed to mention that using a RC Quad Copter to pass lit joints around the living room is a bad idea too.

AndyMcBride

Yes, let’s all be safe! Thanks everyone.