Great Planes Matt Chapman CAP 580 Giant ARF - GPMA1285 - Manual (Page 25)

Since the Great Planes 1/3-scale Matt Chapman CAP 580
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. 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 taxiing 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,s
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.
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, 1000 mAh up
to 20 lbs., 1200 mAh to 30 lbs., 1800 mAh to 40 lbs., and
2000 mAh 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
onboard radio components for a minimum of one hour total
flying time before recharging.
• Dependable, redundant and fail-safe battery systems are
recommended.
• The use of anti-glitch devices for long leads is recommended.
• There is no maximum engine displacement limit, as it is the
position of this body that an under powered aircraft presents a
greater danger than an over powered aircraft. However, the
selections of engine size relative to airframe strength and
power loading mandates good discretionary judgment by the
designer and builder. Current AMA maximums for engine
displacement are 6.0 cu. in. for two-stroke and 9.6 cu. in. for
four-stroke engines. These maximums apply only to AMA
Sanction competition events such as 511, 512, 515 and 520.
All non-competition events should be sanctioned as Class C
events, in which these engine size maximums do not apply.
IMAA SAFETY CODE (
EXCERPTS
)
25