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Old Dec 23, 2014, 02:47 PM
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Quote:
Originally Posted by Gary Mortimer View Post
Would the South African Kinetic energy requirements be of interest Brendan, oh and why the term UAV that will annoy regulators who prefer UAS or RPAS
Thanks, I'll pass it along to Adam. The study is with respect to the vehicle, not the "system." The weight of the portion of the system on the ground is not relevant.
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Old Dec 23, 2014, 02:56 PM
bmschulman is offline
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Originally Posted by patrickegan View Post
If you don't call them what the regulator calls them (ICAO too) you have shot yourself in the credibility foot. The are no longer vehicles after the 2012 law when AMA and AUVSI went along with the "Aircraft" language.
Patrick, the safety analysis is with respect to the vehicle, not the entire system which would include ground components. Please see footnote 1 of the report. In our proposed Part 107 we refer to "unmanned aircraft" only, for this reason.
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Old Dec 24, 2014, 02:08 AM
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Well either the question got dodged or BM didn't notice it so I'll ask again...

bmschulman, are you now being paid to carry out legal work to fight for rights to fly which were removed due to the Pirker case ?
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Old Dec 24, 2014, 04:11 AM
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@Rusty those definitions

“restricted visual line-of-sight” means an operation within 500 m of the RPA pilot and below the height of the highest obstacle within 300 m of the RPA, in which the remote pilot maintains direct unaided visual contact with the remotely piloted aircraft to manage its flight and meet separation and collision avoidance responsibilities;

“extended visual line-of-sight” means an operation below 400 ft AGL in which an observer maintains direct and unaided visual contact with the remotely piloted aircraft at a distance not exceeding 1000 m from the pilot;

“extended visual line-of-sight operation” means an operation below 400 ft AGL, in which an RPA observer assists in the direct unaided visual contact with the RPA, in order to facilitate separation and collision avoidance requirements;

BEYOND VISUAL-LINE-OF-SIGHT
1. Outside controlled airspace An RPAS, intended for B-VLOS operations shall as a minimum, meet the following operational and technical requirements;
(a) The operator shall demonstrate compliance with the following technical
requirements:

(i) that the RPA will only be operated using command inputs;

(ii) has met the requirements prescribed in Technical Standard-101.02.2;

(iii) that the RPA has the ability to remain clear from obstacles and any other hazards and can take appropriate action to execute collision
avoidance from such obstacles or other aircraft where necessary. This ability shall be applicable for normal and lost/degraded C2 links unless:

(aa) The area is void of other air traffic; or

(bb) The operation occurs in specifically delimited or segregated airspace; or

(cc) Any other mitigation is in place to avoid other aircraft, obstacles or any hazards.

(iv) the C2 datalink frequency to be used for data link is deemed appropriate by the Director; and

(v) The C2 performance requirements as specified in Technical Standard 101.05.8 are acceptable to the Director;

(b) The operator shall demonstrate to the satisfaction of the Director the following operational capabilities prior to receiving approval for B-VLOS operations:

(i) Show how the intended RPA will perform all its flight tasks through control inputs whilst in flight, and that such device is not ordinarily
required to be flown manually;

(ii) Command the RPA to follow a predetermined course or group of waypoint inputs; Page 49 of 50

(iii) Provide inputs to the RPA that in the event of needing to avoid any aircraft or other obstacle, the RPA pilot is able to interrupt or introduce commands or instructions to the RPA, such that the RPA can be interrupted from its set course and can safely fly an alternative course, or land, to avoid known traffic;

(iv) How the exact position of the RPA is displayed to the pilot, in real-time, on a moving map, such that the RPA pilot will be able to make radio calls and report the position of such RPA to any aircraft in the vicinity or to an ATSU providing services or controlling such airspace;

(v) How it reacts in the event of receiving a flight position command that conflicts with obstacles or high ground.


Lots of interesting stuff in our rules, due March 2015

Fuel, oil and charging records

101.05.23 (1) The owner of operator shall maintain fuel or charging records to enable the Director to ascertain that, for each flight under his or her control, the requirements of sub-regulations (4) and (5) of this regulation are complied with.

(2) The remote pilot of the aircraft shall enter the fuel, charging and oil records
referred to in sub-regulation (1) in the flight folio.

(3) The owner or operator shall maintain oil records to enable the Director to ascertain that trends for oil consumption are such that an aircraft has sufficient oil to
complete each flight.

(4) During VLOS operations, the remote pilot shall ensure that the aircraft has enough fuel or electrical charge to return to the point of landing, complete a landing and then fly for at least two minutes.

(5) During B-VLOS operations, the remote pilot shall ensure that the aircraft has enough fuel or electrical charge to complete the intended flight plus a reserve of 20%

Interesting that our CAA sees solar as a propulsion method

propulsion system (such as engine/motor, fuel, electrical, hydraulic, pneumatic, gas, solar)

(1) Every South African-registered RPA must have affixed to it an identification plate (engraved, stamped or etched) with its nationality and registration marks.

(2) The identification plate must–
(a) be made of fireproof material of suitable physical properties;
(b) be affixed to the RPA in a prominent position; and
(c) include the registration mark issued by the authority which appears on the RPA’s certificate of registration

Flight tests will include

3. Items applicable to the Remote Pilot Licence (Aeroplane) (RPL(A))
(1) Climbing and descending.
(2) Turns while maintaining altitude.
(3) Climbing and descending turns.
(4) Speed changes while maintaining altitude.
(5) Horizontal figure eight.
(6) Stalls.
(7) Recovery from a spin.
(8) Takeoffs.
(9) Catapult launch (if applicable).
(10) Hand launch (if applicable).
(11) Approaches and landings.
(12) Hand launching (if applicable).
(13) Engine failure
(a) At altitude
(b) After takeoff
(c) On the approach.

Items applicable to the Remote Pilot Licence (RPL(MR))
(1) Tail-in hover.
(2) Tail-in hover yawing slowly to right and left.
(3) Tail-in hover, move to right then to the left.
(4) Tail-in hover, move forwards then backwards.
(5) Tail-in hover, ascend and descend.
(6) Takeoffs.
(7) Tail-in hover performing a horizontal rectangle.
(8) Tail-in hover performing a vertical rectangle.
(9) Nose-in hover.
(10) From hover fly a square box rotating (yawing) the multirotor in the direction of
flight.
(11) From hover fly a circle rotating (yawing) the multirotor nose-in to the centre of
the circle.
(12) Transition from hover to forward flight.
(13) Climbing and descending from level flight.
(14) Turns from level flight.
(15) Speed control in level flight.
(16) Approach and landings.
(17) Actions after failure of a motor.

Just imagine everything that has not been done in the USA yet.
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Old Dec 24, 2014, 04:19 AM
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Wow

That is actually serious stuff and imho well beyond hobby use

It would however be a good idea todo check list and paper record before flight


My guess is if trappy flew glow or gas wing but same flight

Faa would or should act in different way
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Old Dec 24, 2014, 06:46 AM
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Quote:
Originally Posted by Gary Mortimer View Post
@Rusty those definitions....

..... Just imagine everything that has not been done in the USA yet.
Thanks!

A fair amount of requirements, BUT , mostly not unreasonable. A lot of those requirements are done by most serious FPV flyers already, not "well beyond" as some suggest.
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