Imaa Safety Code (Excerpts) - GREAT PLANES Giant Aeromaster ARF Instruction Manual

IMAA SAFETY CODE (excerpts)

Since the Giant Aeromaster ARF qualifies as a "giant-
scale" model and is therefore eligible to fly in IMAA
events, we've printed excerpts from the IMAA Safety
Code which follows.
What is Giant-Scale?
The concept of large or giant-scale is generally considered
to apply to radio controlled model aircraft with minimum
wingspans of 80 inches for monoplanes and 60 inches for
multi-wing aircraft. Quarter-scale or larger replicas of
person-carrying aircraft with proper documentation
(minimum 3-view drawing) which do not fit the size
requirements will also be permitted.
Section 1.0: SAFETY STANDARD
1.1 Adherence to Code: The purpose of this Safety Code
is to provide a structure whereby all participants, including
spectators, will be aware of the inherent dangers in the
operation of radio controlled aircraft. This code is meant to
serve as a minimum guideline to all participants. It is
understood that the ultimate responsibility for the safety of
any aircraft lies with the owner(s), pilot(s) and spectator(s)
involved in any event. It is the responsibility of all
participants to exercise caution when operating, or
observing the operation of all radio controlled aircraft. The
pilot/owner of an aircraft will not be dissuaded from taking
whatever steps they deem necessary, in addition to this
code, to insure that their aircraft is safe.
1.2 The most current AMA Safety Code in effect is to
be observed.
Section 3.0: SAFETY REVIEW
3.4 Flight Testing: All aircraft are to have been flight tested
and flight trimmed with a minimum of six (6) flights before
the model is allowed to fly at an IMAA Sanctioned event.
3.5 Proof of Flight: The completing and signing of the
Declaration section of the Safety Review form (see
"Section 3.2" ) by the pilot (or owner) shall document, as
fact, that the noted aircraft has been successfully flight
tested and proven airworthy prior to the IMAA event.
Section 4.0: SPOTTER/HELPER
4.1 Spotter/Helper Definition: An assistant to aid the pilot
during start-up, and taxing onto the runway. The
spotter/helper will assist the pilot in completing a safe flight.
4.2 Each pilot is required to have a spotter/helper at all
IMAA sanctioned events. The event Safety Committee
should be prepared to assist those pilots who do not have a
spotter/helper to make sure that every registered pilot has
the opportunity to fly at a sanctioned event.
Section 5.0: EMERGENCY ENGINE SHUT OFF (Kill Switch)
5.1 Magneto spark ignition engines must have a coil-
grounding switch on the aircraft to stop the engine. This will
also prevent accidental starting of the engine. This switch
shall be readily available to both pilot and spotter/helper.
This switch is to be operated manually and without the use
of the Radio System.
5.2 Engines with battery powered ignition systems must
have a switch to turn off the power from the battery pack to
disable the engine from firing. This will also prevent accidental
starting of the engine. This switch shall be readily available to
both pilot and spotter/helper. This switch shall be operated
manually and without the use of the Radio System.
5.3 There must also be a means to stop the engine from
the transmitter. The most common method is to completely
close the carburetor throat using throttle trim. However,
other methods are acceptable. This requirement applies to
all glow/gas ignition engines regardless of size.
Section 6.0: RADIO REQUIREMENTS
6.1 All transmitters must be FCC type certified.
6.2 FCC Technician or higher-class license required for 6
meter band operation only.
Additional IMAA General Recommendations
The following recommendations are included in the Safety
Code not to police such items, but rather to offer basic
suggestions for enhanced safety. It is expected that IMAA
members will avail themselves of technological advances as
such become available, to promote the safety of all aircraft
and participants.
Servos need to be of a rating capable to handle the loads
that the control surfaces impose upon the servos. Standard
servos are not recommended for control surfaces. Servos
should be rated heavy-duty ounces of torque. For flight
critical control functions a minimum of 45 inch/ounces of
torque should be considered. This should be considered a
minimum for smaller aircraft and higher torque servos are
strongly encouraged for larger aircraft. The use of one servo
for each aileron and one for each stabilizer half is strongly
recommended. Use of dual servos is also recommended on
larger aircraft.
On-board batteries should be, at a minimum, 1000mAh up
to 20 lbs., 1200mAh to 30 lbs., 1800mAh to 40 lbs., and
2000mAh over 40 lbs. flying weight. The number and size of
servos, size and loads on control surfaces, and added
features should be considered as an increase to these
minimums. Batteries should be able to sustain power to the
on-board radio components for a minimum of one hour total
flying time before recharging.
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