Flight Safety

Author: Flite Test STEM

Learning Strand: Ft Workbench

Level: All School Levels

Length: 1 hours. Safety plans for flying safe (This Lesson should be shared to students in order to complete lesson)

Standards Addressed:


ISTE STANDARDS FOR STUDENTS

  • Technology Operations and Concepts 

INDEX

Objectives

STUDENTS WILL

  • Understand the safety involved when flying FT or created aircraft
  • Develop a FT Safety 5 plan that fits their flying area.

Materials Needed

FT Safety Lesson for Reference

Know Before You Fly

NOTE: The following information is from the Know Before You Fly program


Summary

Activity

Step 1

UNDERSTANDING THE NATIONAL AIRSPACE (NAS) by CLASS

The United States NAS classification scheme provides maximum pilot flexibility within acceptable levels of risk appropriate to the type of operations, and air traffic density within a given class of airspace. Airspace classification allows for the active control and separation of areas with high-speed operations or high-density traffic, from areas with lower operational risks.

 

  • Class A – Class A airspace extends from 18,000 feet mean sea level (MSL) to 60,000 feet MSL throughout the United States. Unlike the altitude measurements used in other airspace classes, the measurements used in Class A airspace are pressure altitudes referenced to a standardized altimeter setting of 29.92 inches Hg, and thus the true altitudes depend on local atmospheric pressure variations.

 

  • Class B – Class B is defined as the area around key airport traffic areas. It is usually the airspace surrounding the busiest airports in the United States, according to the number of instrument flight rules (IFR) operations and passengers served. The exact shape of the airspace varies from one Class B area to another, but in most cases it has the shape of an inverted wedding cake, with a series of circular “shelves” of several thousand feet in thickness centered on an airport, with each shelf larger than the one beneath it. Class B airspace normally begins at the surface in the immediate area of the airport. Successive shelves of a greater and greater radius stack at higher and higher altitudes spanning greater distances from the airport. Many Class B airspaces diverge from this model to accommodate traffic patterns or local topographical features. The upper limit of Class B airspace is normally 10,000 feet above ground level (AGL).

 

Intruding into Class B airspace in an extremely serious matter. You may endanger the lives of many others since a fully loaded passenger jet carries hundreds of people. Remember Class B as “Big City” airspace.

 

  • Class C – Class C is structured in much the same way as Class B airspace, but on a smaller scale. Class C airspace is centered on airports of moderate importance with an operational control tower. Class C airspace control is in effect only during the hours of tower operation at the primary airport. The vertical boundary is usually 4,000 feet AGL. The core surface area has a radius of five nautical miles, and goes from the surface to the ceiling of the Class C airspace. The upper “shelf” area has a radius of ten nautical miles, and extends from as low as 1,200 feet AGL up to the ceiling of the airspace. A procedural outer area has a radius of 20 nautical miles. sUAS may not fly in Class C airspace without special permission from Air Traffic Control (ATC), which must be obtained in advance by telephone.

 

  • Class D- Class D is cylindrical in form and normally extends from the surface to 2,500 feet AGL. The outer radius of the airspace is variable but generally extends 4 nautical miles from the center. Airspace located within the given radius, but also included in an adjacent Class C or Class B airspace, is excluded from Class D and retains the restrictions of the higher classification. Class D airspace reverts to Class E or G during hours when the tower is closed, or under other special conditions.

 

Class D airspace towers may have no radar and may, except for the controllers’ eyes, be blind. If you have an aircraft frequency radio and understand radio communication procedures, it may be wise to inform a nearby Class D tower where you are and where you plan to fly. Often a simple courtesy call to that tower in advance of operations is in order and a great way to build a positive relationship between the manned- and unmanned-aircraft communities.

 

  • Class E - Class E airspace is controlled airspace that is not Class A, B, C, D or G airspace. There is a lot of Class E airspace, so much in fact that one could think of it as “E” for “everywhere airspace.” Class E is the filler below Class A (i.e. below 18,000 feet MSL), between Classes B, C, and D, and above Class G. Its volume is vast, if we ignore the upper cover of Class A airspace. It is safe to say there is more Class E than all other classes combined.

 

  • Class F – is not used in the United States.

 

  • Class G - Class G airspace is a mantle of low lying airspace that is completely uncontrolled. Class G covers almost the entire country extending from the surface until it meets with Class B, C, D or E airspace. Think of Class G as “ground” airspace. In very remote areas it has an upper limit at 14,500 feet MSL. However, in the vast majority of area across the country, it has an upper limit that follows the contour of the ground. The majority of current sUAS flight operations occur within Class G airspace.

 


Step 2

UNDERSTANDING THE NATIONAL AIRSPACE (NAS) by SPECIAL USE AIRSPACE


There are some categories of airspace that have no correlation with existing airspace classes, but are nevertheless important. Special Use Airspace consists of airspace where activities must be confined due to their nature or limitations imposed upon aircraft operations that are not a part of those activities or both. The airspace class that the Special Use Airspace is found in still controls the requirements and procedures for flying into or through that space.

 

  • Alert Areas - Contain special hazards that pilots must take into consideration when entering the areas such as a high volume of pilot training or an unusual type of aerial activity.

    


 Alert Area (Courtesy FAA)

 

Warning Area - airspace of defined dimensions, extending from three nautical miles outward from the coast that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger.

 


 Warning Area 

 

Restricted Airspace - contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Activities within these areas must be confined because of their nature or limitations imposed upon aircraft operations that are not a part of those activities or both. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants.

 


 Restricted Airspace (Courtesy State of North Dakota)



Step 3

AVIATION SAFETY

Whether you are operating RC or sUAS, chances are you will be operating it from a dedicated RC airfield and/or club.  Even if you are not, following these rules is always good practice.  The Academy of Model Aeronautics (AMA) has been directed by the Federal Aviation Administration (FAA) to develop safe operating procedures for all remotely piloted aircraft under 55 pounds. The AMA Safety Code (Jan. 2014) outlines RC flight rules and safe operating practices.

 

Whether operating out of a local club or private property, these rules are not AMA exclusive. They apply to anyone operating a RC AV. According to the AMA Safety Code, an RC AV is a non-human carrying aircraft capable of sustained flight in the atmosphere. It may not exceed limitations of this code and is intended exclusively for sport, recreation, education and/or competition. All flights must be conducted in accordance with this safety code, additional AMA guidelines, and any additional rules specific to the flying site.

 

Whether under manual or autopilot control, when operating in National Airspace, it is extremely important to be familiar with these rules. Failure to comply can be extremely hazardous to other aircraft (manned and unmanned), people, and property. An operator can also be subject to fines and/or arrest if found to be negligent in causing a mishap.

 

In addition to weight limitations, every attempt to operate at a safe, controllable airspeed must be made. Safe airspeeds vary between different AVs but a rule of thumb is to not exceed 87 knots, or 100 mph, when operating in a public area.

 

The AMA Safety Code states:

 

Model aircraft will not be flown:

 

o   In a careless or reckless manner.

o   At a location where model aircraft activities are prohibited.

 

Model aircraft pilots will:

 

o   Yield the right of way to all human-carrying aircraft.

o   See and avoid all aircraft and a spotter must be used when appropriate.

o   Not fly higher than approximately 400 feet above ground level within three (3) miles of an airport without notifying the airport operator.

o   Not interfere with operations and traffic patterns at any airport, heliport or seaplane base except where there is a mixed use agreement.

o   Not exceed a takeoff weight, including fuel, of 55 pounds unless in compliance with the AMA Large Model Airplane program.

o   Ensure the aircraft is identified with the name and address or AMA number of the owner on the inside or affixed to the outside of the model aircraft.

o   Not operate aircraft with metal-blade propellers or with gaseous boosts except for helicopters operated under the provisions of AMA Document #555.

o   Not operate model aircraft while under the influence of alcohol or while using any drug that could adversely affect the pilot’s ability to safely control the model.

o   Not operate model aircraft carrying pyrotechnic devices that explode or burn, or any device which propels a projectile or drops any object that creates a hazard to persons or property.

o   Not operate a turbine-powered aircraft, unless in compliance with the AMA turbine regulations.

 

All pilots shall avoid flying directly over unprotected people, vessels, vehicles or structures and shall avoid endangerment of life and property of others.

 

A successful radio equipment ground-range check in accordance with manufacturer’s recommendations will be completed before the first flight of a new or repaired model aircraft.

 

At all flying sites a safety line must be established in front of which all flying takes place.

 

Only personnel associated with flying the model aircraft are allowed at or in front of the safety line.

 

An area away from the safety line must be maintained for spectators.

 

Intentional flying behind the safety line is prohibited.

 

Aircraft must use the radio-control frequencies currently allowed by the Federal Communications Commission (FCC). Only individuals properly licensed by the FCC are authorized to operate equipment on Amateur Band frequencies.

 

Aircraft will not knowingly operate within three (3) miles of any pre-existing flying site without a frequency-management agreement.

 

With the exception of events flown under official AMA Competition Regulations, excluding takeoff and landing, no powered model may be flown outdoors closer than 25 feet to any individual, except for the pilot and the pilot’s helper(s) located at the flightline.

 

Under no circumstances may a pilot or other person touch an outdoor model aircraft in flight while it is still under power, except to divert it from striking an individual.

 

RC night flying requires a lighting system providing the pilot with a clear view of the model’s attitude and orientation at all times. Hand-held illumination systems are inadequate for night flying operations.

 

The pilot of an RC model aircraft shall: Maintain control during the entire flight, maintaining visual contact without enhancement other than by corrective lenses prescribed for the pilot.

 

All model aircraft flights utilizing stabilization and autopilot control systems must be conducted in accordance with AMA’s current National Model Aircraft Safety Code and any additional rules specific to a flying site/location.

 

Operators flying radio-controlled model aircraft equipped with flight stabilization and autopilot systems must maintain visual line of sight (VLOS) with the aircraft at all times including programmed autopilot waypoint flight.

 

Operators must be able to instantaneously deactivate programmed flight of autopilot and regain manual control of the systems at any time during flight.

 

Operators must perform an RC Test Flight of a model aircraft before activating a newly installed autopilot or stabilization system and/or after any repairs or replacement of model aircraft essential flight systems.

 

Model aircraft exceeding 15 pounds and/or 70 mph may only use an autopilot for programmed Return Home flight plans and not for programmed waypoint flying of a predetermined course.

 

For further safety information, please visit the AMA website at:

www.modelaircraft.org.


Step 4

DEVELOPING AN FT SAFETY 5 PLANS FOR FLYING

Based on the information provided

  • In groups of 3 to 5, develop a FT SAFETY 5 plan using the following Safety Poster.

 

  • Each group is to share out the Safety plan they have created
  • As a class agree on a modified overall flight plan to then finalize and post as a flight safety procedure for the year.


Here is an example of "Know Before You Fly" ORM Operation Risk Management

The ORM process is broken down into five standardized steps designed for time-critical identification and assessment of potential risks.

 

  1.  Identify Hazards: A Thunderstorm is forecasted to hit our Operational Area in 15-20 minutes.
  2. Assess Hazards: There is a high probability the high winds and precipitation will destroy the AV, and potential lighting could injure or kill personnel.
  3. Make Risk Decision: We need one more flight to finish our training syllabus. It should take us 15 minutes to finish. Is the risk of losing the AV or injury to personnel worth completing the flight? No, it is not.
  4. Implement Controls: Use the 15-20 minutes to secure equipment and get personnel to a secure facility out of the weather.
  5. Supervise and Watch for Changes: Monitor the weather radar and conditions outside. If the storm appears to be passing or breaking up, commence once clear. If it persists, secure and reschedule flight operations.

 

By maintaining a high level of Situational Awareness and applying ORM to everyday operations, you’re taking the proper steps to ensure quality decision making and sound judgment.



Your done!


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