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Dark Peak Model Aircraft Club
Safety Health and Environment
Rules and Regulations
Foreword
To ensure continued flying at St Magaret’s and Cemetry Road, the club has to ensure the safety of all persons and property associated with, and affected by the
club’s activities.
The aim of the safety rules and regulations is not to reduce the enjoyment of members pursuing our chosen hobby, but rather to ensure the safely of all.
Public and personal safety is paramount and must be considered above all else.
We are required by law to ensure the safety of the public, this may, in some circumstances, lead to the aircraft being stood down.
I’m sure that no one flies dangerously or in an inappropriate manner on purpose, it’s almost always the result of a mishap or not appreciating what they are doing that constitutes a risk. These rules and regulations are in place to ensure we all know what to do, and when to do it. They are made to protect members and, in the unfortunate event of an incident, will serve to assist.
NOTE
It is a condition of your membership to the DPMC that you agree to abide by the DPMC Safety Rules and Regulations at all times.
The committee reserve the right to cancel a membership in the event of flagrant disregard of these rules, the decision of the committee being final in this respect.
Safety Officers DPMAC
Index
1. BMFA rules and guidelines.
2. Club Officials.
1 BMFA rules and guidelines.
1.1 Overriding caveats.
All paid up members should have a BMFA booklet detailing general guidelines.
The DPMC safety rules and regulation are to support the BMFA guidelines, and will not contradict those guidelines.
The DPMC safety rules and regulations are set out to clarify how we comply with the BMFA and to ratify any ambiguities due to the location, layout and flying arena.
1.2 Frequencies.
All our flying sites are quite close together, especially St Margaret’s and Lower Coombes rocks. With this in mind and following BMFA guidelines our frequency allocations are split as follows:
• Slope sites - 35MHz EVEN frequencies only.
• Flat field/power sites - 35MHz ODD frequencies only.
35 MHz is the UK nationally recognised Band that is allocated for the flying of aircraft. With the exception of 2.4 GHz equipment and in some circumstances 27MHz, no other frequency band will be permitted or supported by DPMC for the flying of aircraft.
1.3 Grey imports.
Grey imports is radio equipment that has been bought outside the EC and does not conform to European standards as denoted by the “CE” mark.
The BMFA have posted their viewpoint in their BMFA Newsletter” dated December 2007 and in summary, they consider that Grey imports are not supported and should not be used as this may invalidate the insurance offered in their membership conditions. They do stipulate that the individual club is not a “policing force” as that is the duty of OFCOM, but DPMC will not endorse the use of such “grey import”. This may be subject to change in the near future and any further information from the BMFA will override the DPMC membership conditions.
2 Club Officials.
2.1 Safety Officers.
The DPMC membership elects a Safety Officer and an Assistant Safety officer each year at the AGM. They may be contacted via any member of the committee, or in person at the Flying Field.
It is the responsibility of the Safety officers to highlight any unsafe activity to members, where necessary and possible, directly enforcing the Rules and Regulations of the club. If unsafe activity continues they will raise this with the committee who will take the appropriate actions which, in extreme cases, may lead to loss of membership to the DPMC.
It is not however possible for, or required that, the Safety Officers be wholly responsible for safety, it is the responsibility of each individual member to ensure that they are carrying out their activity in a safe and proper manner and to promote safety within the club.
2.2 Chairman.
For most issues relating to safety, the Safety officers will discuss the issue in the appropriate level of detail with the member concerned, should dispute arise the club committee will have overriding authority. If there are no safety officers present any member of the club may raise the issue and report it to a safety officer or member of the committee as soon as possible.
3. Flying zones.
3.1. Flying Zones.
Both St Margaret’s and Cemetery road have restricted flying zones that have to be adhered to. Breaching these restrictions threaten the continued use of the locations for the DPMC.
These flying zones are detailed in the appendices please familiarise yourselves with them and adhere to them at all times.
3.2. Take off and landing approach.
The recognised Take off and landing approach routes are detailed in appendix and are there to ensure optimum safety for all on the ground, surrounding buildings and your aircraft. If you have doubts about the routes ask an experienced pilot, or members of the committee.
If you feel that the recognised route is outside your flying capability, ask an instructor for further tuition.
Remember a good landing begins with a good approach and that commences on the downwind leg of the approach. Due to the restriction of the flying fields it is important to be familiar with the correct take off procedure.
All too often the pilot is focused on getting the aircraft off the ground and neglects the recognised flying route; this can lead to the aircraft yawing into a route that flies over the pits, spectators, buildings or other pilots.
Appropriate positioning of the aircraft on take off and correct use of the rudder can prevent inappropriate flying patterns.
Hints and tips on take off and landings for differing wind directions can be found in the appendices.
3.3. Positioning of the pit.
General guidelines for the positioning of the pit are given in the BMFA member’s handbook.
Flying at St Margaret’s and Cemetery road create their own peculiarities and specific guidelines are detailed to embody the recommendations of the BMFA within the restrictions of St Margaret’s and Cemetery road.
St Magaret’s predominantly has 2 pit positions depending on the wind direction.
Southerly wind – The pits will be on the grassed area adjacent to the fencing on the Westerly edge of the field. This pit area should be positioned as near to the middle of the field as reasonably possible to ensure optimum safety for all in the pit area during take off. During take off the pilot should be positioned at the end of the pit and forward of the pit line. During flying it is recommended that the pilot moves to the lower Westerly corner of the field. It is important that all pilots group together to ensure good communication is maintained during flight.
Northerly wind – The pits should be on the grassed area to the fencing on the Westerly edge of the field, although in wet and muddy conditions it is permissible to pit at the Westerly edge of the tarmac area. This is probably the most difficult flying route to fly particularly on landing therefore extreme care is required to ensure that all pilots are grouped at the North-West corner of the tarmac area to allow maximum clearance for landing approach.
This approach is particularly demanding and novices are required to achieve a good level of proficiency on this approach before attempting a solo landing.
Under no circumstances should you need to fly over the pit area or other pilots or the road.
The above conditions describe the prevailing wind directions and during take off into a northerly wind the take off direction may deviate by up to 20 degrees either side of the centreline of the field. During take off into a southerly wind, due to the proximity of the school and the position of the pits, it is extremely important to point the aircraft at a take off angle of 10 degrees clockwise from the centreline of the field. This direction should be maintained during rotation to avoid being inadvertently wind-milled into the area above the school or the pits. Appropriate use of the rudder will assist in this take off pattern.
3.4. Inappropriate flying patterns.
Any continued inappropriate flying patterns will be reported to the committee who will have jurisdiction over the issue. The Safety Officers have no authority regarding the action taken against any member reported. The Safety Officers will only act in an advisory role in presenting the facts.
3.5. Taxiing to and from the pits.
It is not permissible to taxi directly to the pit area.
When taxiing out from the pit, you must position your aircraft safely on the ground at least 2 mtr beyond the forward line of the pit. You are then permitted to slowly taxi parallel to the pit forward line to the take off area.
When returning to the pit area, it is permissible to taxi along a parallel heading at least 5 mtr beyond the forward line of the pit.
It is not permissible to turn your aircraft into the direction of the pit area.
4. Ground safety.
4.1. Frequency control board.
DPMAC operate a ‘peg on’ board system using odd frequencies only. Before switching on your transmitter ensure that your peg is on the board and that no one is flying inadvertently on the same frequency. This may occur when a small group of pilots are at the flying field and have no peg board in use. They will already have established the frequencies that each other pilot is using. This is acceptable practice when there are less than 3 pilots. When the group gets larger it is imperative to use a peg board, and for new arrivals to ensure that their frequency is clear.
It is good practice for all pilots to use a peg board all the time
There are many members with portable peg boards and in most instances one will be available.
4.2. 2.4 MHz
2.4MHz will negate the need for a peg board, but good practice is to make other pilots aware that you are using 2.4MHz. These instructions will be amended when more guidance is available from the BMFA for the use of 2.4 MHz.
4.3. Awareness of people on the flying field.
Always remember you have a responsibility for the safety of others (in respect to your models and your flying) when flying your aircraft. It is important to clearly communicate your intentions to others.
You must shout clearly and concisely your intentions and actions.
Taking Off - After last ground check and prior to throttle up
Landing - On landing approach
Dead stick - On first observation of loss of engine power
On The Field - Prior to going onto flying area
Lost control - On 1st sign of lost radio control.
It is imperative that personnel safety takes precedent over the safety of the aircraft.
When taking off ensure that the runway and surrounding area is clear before throttle up.
On landing approach check that the runway and the surrounding area is clear. If it’s not clear then go round again.
In the case of dead stick and the field is not clear then the aircraft must be landed elsewhere without jeopardising the safety of personnel, even at the risk of damage to the aircraft.
4.4. Aircraft restraints.
Safe handling of aircraft must be displayed at all times for your safety and the safety of others. When starting an aircraft, suitable restraints must be used either at the tail wing or the main wing. They must be adequate in size and strength to hold the size and power of the aircraft.
When starting your engine it is very important to ensure that the aircraft is fully up against the restraints to prevent it from un-expectedly lurching forward and causing injury.
4.5. Personnel Safety.
You are not allowed to fly alone. If you are injured whilst flying alone, it may not be possible to summon assistance and in the worst case result in a fatality. It is acceptable to have a non flyer with you whilst flying as they are able to render first aid or summon assistance if required. In certain circumstances solo flying is permitted with the written permission of the committee.
4.6. Positioning yourself for safety.
Do not stand or let anyone else stand at the side of a running engine, if the propeller comes loose it may well fly to the side and forward with substantial force and could cause severe injury.
Ensure that you have adequate space around your pit so that you can move around your aircraft safely. All non essential equipment should be positioned away from your aircraft without impinging into another pit area.
Make sure that your pit area is kept tidy and avoid tripping hazards, falling into a spinning propeller will cause injury.
Try to prevent excessive waste fuel to spill onto the ground as this will cause a fire hazard and also pollute the ground.
4.7. Starters.
It is now considered poor practice to start your engine with your finger, even with a protector. Where possible use an electric starter or a ‘chicken stick’.
4.8. Fuel.
Model aircraft fuel is extremely flammable and has to be treated with care. Always re-fit the container cap to prevent spillages. This will also prevent absorption of water resulting in poor quality fuel and problems with your engine.
Do not expose to a naked flame. If a fire does start then clear the area and ensure all personnel are clear. Leave your equipment and aircraft where they are as trying to recover them from a fire is dangerous and could spread the fire. Do not attempt to extinguish the fire unless you have the correct suitable equipment. A model can be replaced, you cannot.
It is strongly advised that fuel is not stored in the garage at home or any out building attached to your house. If possible store it in the garden shed or in a suitable storage cupboard away from your house. It’s better outside than in your house as the fuel could turn a small fire into an inferno.
Where fuel is stored inside a flight box it must be separated from the battery by a permanent partition. The starter battery must be protected from short circuiting by terminal covers or a permanent partition.
4.9. Noise.
The BMFA and Department of the Environment have issued guidelines for the level of noise that is acceptable for a model aircraft. These guidelines state that 82dBA is an acceptable level.
DarkPeak M.A.C. sites are all in noise-sensitive areas, so in an attempt to reduce noise annoyance as much as possible, we have a club noise limit of 79dBA. All power models must adhere to this noise limit, regardless of engine size or type of model and must not fly if they exceed 79 dBA.
Each model that you fly must be noise checked before its first flight, and that noise level must be recorded in your noise book (noise books are available from the secretary for a nominal cost).
As the propeller, exhaust and airframe all contribute to the noise level, if you change any of these, you must have the model re-tested before flying. Any club member may challenge another member to prove the model has been noise tested if it is perceived that the model is excessively noisy.
5.1. Care of equipment.
It is advisable to maintain all you equipment in good working order to ensure maximum reliability and pleasure. Pay particular attention to the list below.
5.2 Aircraft check
Ensure the airframe is in sound condition and check regularly for any stress cracks, parted joints, strength of wings and seating bolts. Check for any equipment in the aircraft and make sure it is secured correctly.
If you are using rubber bands to hold on the wing, check them for deterioration.
Propellers need to be undamaged, balanced and centred on the spindle. Use the locking nuts provided with the engine or approved alternatives.
Check the engine is secure and has not vibrated loose.
5.3 Transmitter check & Receiver check.
Check the condition of the transmitter, ensure it has adequate charge for the flight. Ensure the aerial is securely fastened.
Regularly check the receiver, the receiver aerial and the connections into the receiver. Carry out range checks at each visit to the airfield before flying.
Check the condition of the battery and it’s charge before flying. Do Not fly with a poorly charged battery, an accident is sure to happen
If in doubt Do Not Fly.
6.1. List of instructors.
To ensure the continuance of the club it is vital that new members are provided with good tuition to maximise their enjoyment of the sport. We were all beginners at some time and it’s good to put something back into the sport, being an instructor can be demanding but worthwhile to see a pupil passing their proficiency test.
There are a number of members that are nominated instructors and their names can be obtained from any member of the committee.
Any proficient pilot that is a member of DPMAC may volunteer to become an instructor.
To become an instructor you must register your interest with the club secretary who can arrange for your insurance details to be amended. You must also be able to demonstrate your capabilities as a pilot and an instructor to two other senior instructors and the committee. This will then be registered on the list of instructors held by the secretary.
It is not permissible to instruct another pilot without being registered.
6.2. Club Proficiency Test.
DPMAC fly at two sites for powered aircraft and each have their own challenges. It is important that before you fly solo that you are proficient for each of the challenges.
The main challenge for the proficiency test is to demonstrate the following:-
Good and safe ground work.
Confident and accurate straight and level take off.
2 Left hand circuits.
2 Right hand circuits.
Fly through the landing path.
Simulated dead-stick landing.
Safe and confident landing.
In addition to the above it is required to demonstrate accurate and confident take off and landing for North and South at St Margaret’s and East and West at Cemetery Road.
It may be necessary to obtain additional training for each of these requirements. But you are required to be signed off for each as a separate test before carrying out these manoeuvres without supervision due to the difficulties that you may experience. This will make for safer flying and less loss of aircraft.
6.3 Individual proficiencies and Choice of aircraft.
Each person is an individual and has differing proficiency levels, it is important to be aware of your own skill and any pupil under your supervision. It is important to stretch you boundary of skill to maintain progression and to reach your full potential. It is also important to realise that accidents happen when pilots overstep their proficiency and try to fly an aircraft that is to far beyond their capabilities. Please ensure that when you purchase a new aircraft that you will be able to fly it. You are encouraged to request assistance from a fellow member to assist and guide you with a new or unfamiliar aircraft.
7. What to do in an accident or incident.
7.1. First Aider’s
A list of First Aiders is maintained by the Club secretary and in the event of an accident they are there to offer assistance and First aid until appropriate action can be taken. In the event of an ambulance being called it is important that a person is stationed at the main gate to direct the ambulance to the correct location. It is important that all instructions given by the First Aider are followed immediately. The First Aider will be able to only give basic treatment e.g. plaster, bandage, etc.
They are not authorised under any circumstances to administer any medication.
If you are advised to, or feel that you need further treatment it is your responsibility to seek further medical treatment.
7.2. First aid box.
Each First Aider will carry a basic First Aid box, and it is their responsibility to ensure that it is maintained correctly. Any out of pocket expenses for maintaining the First Aid box will be met by the club and can be claimed from the club secretary on submission of a receipt. All first Aider’s are to have had some form of training in the administering of First aid by a recognised Body e.g. St John’s Ambulance, Corporate Training, or by profession. Anyone wishing to be trained as a First Aider can have any reasonable expenses paid by the club upon approval of the committee, it is the volunteer’s responsibility to gain approval from the committee and to organise their own training course.
7.3. How to report an accident or incident.
In the event of an incident the attending Safety officer (if non are present then a senior member) will gather all relevant evidence and statements. They will collect the following information:-
Name of persons involved.
Damage or Injury caused.
Names of witnesses.
Names and address of any non-members that are involved.
Nature of incident.
The Safety officer will then compile a brief report for submission to the committee. It will then be the responsibility of the club secretary to submit the report to the require authorities.
In the event of the Emergency services attending the incident the safety officer and the persons involved will co-operate fully and provide all information to the residing officer. The residing officer will take precedent over all other persons.
All claims made against the club for damages via the BMFA insurance must be advised to the committee.
CAP 658
BMFA Member’s Handbook.
Appendices.
Appendix 1
St Margaret’s Taking off Pattern
Appendix
St Margaret’s Landing Pattern
St Margaret’s Fly Zone