Health And Safty
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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.
1.1. Overriding caveats.
1.2. Frequencies.
1.3. Grey imports
2. Club Officials.
2.1. Safety Officers.
2.2.
Chairman.
3.
Flying zones.
3.1.
Flying Zones.
3.2.
Take off and
landing approach.
3.3.
Positioning of
the pit.
3.4.
Inappropriate
flying patterns.
3.5.
Taxiing to and
from the pits.
4.
Ground safety.
4.1.
Frequency
control board.
4.2.
2.4 MHz
4.3.
Awareness of
personnel on the flying field.
4.4.
Aircraft
restraints.
4.5.
Personnel
Safety
4.6.
Positioning
yourselves for safety.
4.7.
Starters.
4.8.
Fuel.
5.
Aircraft safety.
5.1.
Care of
equipment.
5.2.
Aircraft
check.
5.3.
Transmitter
& receiver check.
6.
Instruction and
tuition.
6.1.
List of
instructors.
6.2.
Club
proficiency test.
6.3.
Individual
proficiencies.
6.4.
Choice of aircraft.
7.
What to do in an
accident or incident.
7.1.
First Aider’s
7.2.
First aid box
7.3. How to report an accident or incident.
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
• Slope sites - 35MHz
EVEN frequencies only
• Flat field/power sites - 35MHz ODD
frequencies only.
35 MHz is the
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
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
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.
6.
Ground
safety.
6.1.
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.
6.2.
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.
6.3.
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.
6.4.
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.
6.5.
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.
6.6.
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.
6.7.
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’.
6.8.
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.
6.9.
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.
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.
6.10.
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. Aircraft Safety.
5.1
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.
5.2
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. Instruction and tuition.
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
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.
Acknowledgments and references.
CAP 658
BMFA Member’s
Handbook.
Appendices.
Appendix 1
St Margaret’s Taking off Pattern
Appendix 2
St Margaret’s Landing
Pattern
Appendix 3
St Margaret’s Fly Zone
Copyright (c) 2008 Darkpeak Mac. All rights reserved.