__________________________________________________________________________________________________________ Hello Members, Bellow this note is a copy of the newly updated bylaws for the club. This new copy is a draft that members may provide feedback on by simply commenting on this post. Any new suggestions, additions, removals, or other changes will be discussed and voted on in the next meeting. __________________________________________________________________________________________________________ Low Country R/C Flyers AMA Charter 2857 Student Handbook Field Rules The objective is to extend the privilege of enjoying the aeromodeling hobby at the Low Country R/C Club club field to all members and authorized guests, with maximum emphasis on safety of operations. While this guide sets forth club rules for this objective, nothing herein should over rule common sense, personal responsibility and courtesy. GENERAL ITEMS: 1. All model aircraft operations shall be in accordance with the Official Academy of Model Aeronautics (AMA) Safety Code and these field rules. 2. All pilots shall be current members of the Academy of Model Aero nautics (AMA) and members in good standing of the Low Country R/C Club prior to engaging in flight operations at Low Country R/C Flyers club fields. Membership and AMA cards must be on hand for verification when flying at club fields. Pilots visiting from outside the local geographical area must be current AMA members but are not required to be a member of the Low Country R/C Club in order to en gage in flight operations. 3. All members shall, by actions and attitude, keep safety paramount during ground and flight operations. 4. Aircraft engine operations are permitted only within the hours of 7:00 am to dusk daily. *Not sure of time* 5. A minimum of two people are encouraged to be present when flying. 6. Alcoholic beverages and/or controlled substances are prohibited at flying sites at all times. Pilots shall not engage in flying activities following alcoholic beverage consumption that day regardless of time/ quantity consumed. Additionally, all pilots and helpers SHALL be free from the effects of alcohol. 7. Sponsoring members are responsible for the conduct of their guests. 8. All members shall ensure that spectators are aware of restricted areas. 9. All members shall leash their pets, supervise their children, and keep off the field SAFETY ITEMS: 1. Only pilots, helpers, and selected, escorted spectators are permitted in the pit area. 2. All flights shall be controlled from the designated flight stations only. 3. All newly built, or recently repaired aircraft shall be given a radio range check prior to flight. 4. Only persons essential to aircraft retrieval are allowed on the runway area of the flying field only after ensuring other pilots engaged in flight are aware of their movement onto and of the field. 5. Deliberate flying behind the flight line (over the pit, spectator, pilot, or parking areas) is prohibited. 6. Pilots will be careful not to direct prop blast at nearby people or equipment in the pit area. 7. All aircraft in the pits shall be under physical control whenever the en gine is being started or is running. Use of a helper or a stooge during engine starting is strongly recommended. Taxiing in the pit is prohibited. 8. R/C engine shut down capability by use of the transmitter throttle trim lever or a throttle cut switches required. 9. Any accident involving personal injury or damage to property other than models shall be immediately reported to a club officer. AIR TRAFFIC/NOISE CONTROL ITEMS: 1. Servicing engines on the runway is prohibited. 2. Pilots will ensure safe clearance onto the runway by looking both ways, then loudly announcing their intent to enter the runway prior to doing so. Aircraft already on the field and aircraft on final landing approach have precedence. 3. Student pilots under instruction have priority for air space. 4. The following priorities in flying shall be honored: (1) Dead Stick Landing (2) A person on the field (3) An aircraft on landing final (4) An aircraft ready to take off 5. Aircraft stalled on the runway shall be retrieved as quickly as possible. Intent to walk onto the runway shall be loudly announced prior to doing so. LIPO AND ELECTRIC SAFETY GUIDELINES: 1. Always treat batteries with respect 2. Always charge batteries at or below the manufacturers recommended capacity or “C-rating”. 3. Always respect the prop and the throttle control. Props are notorious for defending their space aggressively. 4. MAH's or milliamp hours are roughly equivalent to the amount of fuel. More MAH = more time in the air but also increases the weight. 5. Know what your batteries can do and time flights (this can save a model). Track how long a set amount or MAH's will fly your plane. This can save you from overstressing your battery and from possibly losing an airframe from lack of control. 6. If in doubt don't fly the set-up. If you doubt the power output in the model or have a questionable battery/motor do not fly it. It is better to not fly and save the model than to push a bad set up and lose it all. 7. Voltages/S rating or number of cells describes the amount of power the set up can provide at a given time. This is roughly equivalent to engine displacement. Higher voltages/more cells will turn a bigger motor faster which gives more thrust. 8. Do not charge or discharge batteries below or above the manufacturer’s suggested specs. For LIPOs this would be above 4.2 volts per cell or below 3.0 volts per cell. Bottom line is, know your equipment. If unsure ask someone at the field or an instructor. 9. Beware of puffed/damaged batteries. If in doubt, ask someone. LIPO batteries are a great addition to our hobby and can be very effective and fun if used and treated properly. If abused or mistreated, they can be dangerous. Almost every person uses LIPO batteries every day in cell phones, laptops, ETC… Modelers use more sophisticated and customizable charging systems, and these chargers need to be set up correctly for safe operation. The batteries are no more or less dangerous than the person using them. Always remember to fly your aircraft in accordance with the AMA Safety Code and the Low Country R/C Flyers Rules.  Routine Preflight Inspection Prior to leaving for the field □ Verify aircraft and transmitter batteries are fully charged. □ Check starter and glow plug battery for full charge. □ Verify you have sufficient fuel, a spare prop or two, and spare glow plugs. □ Make sure you have made arrangements for instruction by a qualified instructor. What to Bring to the field □ Your complete aircraft! (You’d be surprised how many people forget the wing.) □ Your radio! □ Fuel! □ Batteries and charging equipment. □ Field Box! (Aircraft tools for assembly and disassembly and the field.) □ Consumables that are required, rubber bands, aircraft cleaning compounds, rags, paper towels, and plastic bags for your trash. □ Bring some water or other drink to prevent dehydration. □ Bring something to eat if you are planning on being at the field for a while. □ Your AMA Card and Club member card. □ Sunscreen, sun glasses and a hat! Internal (prior to attaching wing): □ Check Servo Mount, Screws, Servos, Servo Arms, for security and integrity. □ Check Push rods for security and Integrity. □ Check Receiver and Battery for connections, security and integrity. □ Check for loose items that could cause interference and fouling of the servos and control rods. □ Check fuel tank for leaks, security and integrity.  Wing (prior to attaching) □ Check wing for breaks, warps, cracks and general integrity. □ Check aileron pushrods, linkages, hinges, and clevises (if equipped) for security and integrity.  Engine Area □ Check engine mount, engine, muffler, prop nut and/or spinner for security and integrity. □ Check prop for nicks, cracks, and excessive ware. Replace if necessary. □ Check Cowl (if equipped) for security and integrity. □ Check external fuel lines for cracks, cuts, and abrasions.  Tail Section □ Check vertical fin, rudder, hinges, control horns, and clevises for security and integrity. □ Check Tail wheel (if equipped) for alignment, security, and integrity. □ Check Horizontal Stabilizer, elevator, hinges, control horns, and clevises for security and integrity.  Range Check / Flight Control Check □ When frequency pin is available, attach to antenna, radio handle, shirt, or hat, and range check aircraft with the antenna collapsed. A minimum range check of 100 paces from aircraft will be considered acceptable. □ Check that the flight control surfaces move in the correct and proper direction as input from the control sticks on the transmitter. □ Check transmitter for proper settings of switches and trim settings. □ If transmitter is equipped, check for proper model memo ry. □ Check proper trim of flight controls when sticks are in the neutral position.   Glossary of Terms Ailerons: The hinged, moveable parts on the trailing edge of the wing which control the roll axis of the aircraft causing to roll (bank) left or right. Angle of Attack: A situation where the aircraft pitch (nose up/down attitude) is causing the leading edge of the wing to point upward or downward in relation to the forward velocity direction of the aircraft. In particular, the angular difference between wing zero lift direction (or chord) and the aircraft velocity vector. Anhedral: A downward angle formed between the wing roots and the wingtips. Example, the downward sloping wings of a Harrier jet exhibit anhedral. Base Leg: When you turn from downwind to intercept the extension of the runway heading, you are flying the “base leg”. Center of Gravity (CG): Location fore and aft along the fuselage at which point the aircraft will balance. Most aircraft require a slight nose down CG. A tail-heavy aircraft is undesirable and is only recommended for extremely experienced pilots. Climb out: The act of purposefully gaining altitude (the term is generally used to refer to after takeoff). Note: when in a trimmed state, the addition of power will result in the aircraft climbing. Control Surface: The moveable control surfaces of an aircraft which influence attitude and/or direction. Specifically: the rudder, the aileron, and the elevators known as primary flight controls. Flaps, slats, and spoilers are known as secondary flight control surfaces. Crosswind: When your aircraft is flying a track perpendicular to the di rection of the wind. Dead Stick: Flight without engine power in an engine powered aircraft. Usually referring to a dead stick landing (a landing without benefit of thrust). Runway access priority is given to aircraft announced to be dead stick. Descend: The act of purposefully losing altitude. Note: when in a trimmed state, a reduction of power will result in the aircraft descending. Dihedral: An upward angle formed between the wing roots and the wingtips, thereby adding natural stability in flight. An example would be the upward sloping wings of a Piper Cherokee exhibit dihedral. Disorientation: The phenomenon of viewing the aircraft but not perceiving its true attitude in the air. Disorientation is common until the student has considerable experience in flying the aircraft. Disorientation may be caused by back lighting, distance, and lack of illumination or inattentiveness by the pilot. The pilot’s control response, when disoriented, is usually the exact opposite of those required, which lead to further confusion. Downwind: (1) With, or in the direction of, that the wind is blowing, i.e. having a tail wind. (2) The portion of the landing pattern which offsets and parallels the runway. Elevator: The hinged, moveable part at the rear of the horizontal stabilizer which controls the pitch axis of the aircraft usually causing it to climb or dive. ESC: (Electronic Speed Control) this device is a solid-state device that on electric aircraft acts as the throttle servo in that it controls the speed of the motor it is spinning. If you move the throttle up it causes the motor to spin faster. Figure Eight Pattern: A flight pattern involving both left and right hand turns while tracing a horizontal figure eight in the air space. Initial turn is made away from the student as it passes by (to the right if the aircraft is approaching form the right). Fin: The vertical stabilizer or fixed part of the tail section that helps keep the aircraft going straight ahead. Final: When you turn from the base leg to the runway heading, you are turning on “final” or “final approach”. Firewall: (1) A part, usually plywood, which separates the engine compartment from the tank compartment. The engine mount or beams are attached to the firewall. (2) To suddenly advance the throttle stick to maximum power. Flare: To ease back on the elevator control stick in order to raise the nose of the aircraft (increase pitch) and reduce the descent rate just prior to landing touchdown. Fuselage (fuse): the body of the model including the tail section but not including the wing. Leading Edge (L.E.): The front or forward edge of a part such as the leading edge of the wing or the leading edge of the rudder. Left Hand Racetrack Pattern: An oval shaped or rectangular flight pattern with the aircraft flying over the runway center line from the student’s left to the student’s right as he stands facing the runway. All turns are to the left. LIPO: (Lithium Polymer) LIPO is part of a family of battery chemistry (LIPO, LION, and LIFE) LIPO batteries are used to power lots of everyday items. These batteries are completely safe if used and charged correctly. Their use in this hobby setting presents dangers that are not common in everyday settings. Care and diligence must be exercised when using these high-performance batteries with advanced chargers. NIMH/NICD: (Sometimes pronounced NIM and NYCAD) is a battery family that has been in the hobby for years. Typically, NIMH/NICD’s are used as receiver, transmitter, and ignition batteries. NIMH has a high self-discharge rate and can lose up to 20% of its charge overnight. NICD batteries have a bad tendency to develop a “Memory” if not cycled properly (fully discharged then recharged). All batteries have pluses and minuses. Nose Heavy: Out of trim condition where there is excessive weight in the nose of the aircraft which moves the center of gravity (CG) too far forward. A slight nose heavy condition is satisfactory. Too nose heavy can cause the aircraft to stall at higher speeds resulting in hot landings. P-factor (propeller factor): Also known as asymmetric blade effect and asymmetric disc effect, is an aerodynamic phenomenon experienced by a moving propeller with a high angle of attack that produces an asymmetrical center of thrust. This is especially prevalent on conventional type landing gear aircraft (tail draggers). P-factor occurs during ANY angle of attack other than zero, either positive or negative. Example: P-factor occurs on a tail dragger during takeoff because of the natural nose-high orientation of the aircraft. The descending propeller blade has a higher angle of attack on the relative wind than the ascending blade, thereby causing the aircraft to want to yaw into the ascending blade. P-factor is often exacerbated by the torque of the engine. This is why pilots of tail draggers must be very good friends with their rudder, especially on takeoff! Right Hand Racetrack Pattern: An oval or rectangular shaped flight pattern with the aircraft flying over the runway center line from the student’s right to the student’s left as he stands facing the runway. All turns are to the right. Rudder: The hinged, moveable part at the rear of the vertical fin which controls the yaw axis of the aircraft or movement from side to side. Snap: A situation where the aircraft suddenly drops a wing and spins or rolls in that direction. Caused by stalling one wing panel by applying excessive aileron control or rudder at too high of angle of attack. Stabilizer (stab): The fixed horizontal part of the tail section that helps to keep the aircraft from pitching (climbing or diving). Stall: When the wing ceases to develop sufficient lift to sustain flight and the nose drops sharply. Stalls are generally caused by excessive angle of attack for a particular airspeed. The wing stops providing enough lift to support the aircraft and weight/gravity takes over. In a slow turn this can also result in a spin.