120 Size Zero Rises Again Like a Phoenix After a Devastating Crash

71" WS, 13.2 lbs, Enya 120

This decision proved to be a very big mistake. Just before the landing on the downwind leg something caused the big model to enter a nose down spin dive into the ground. 

The crash smasher all the plywood frames into many pieces leaving the fiberglass fuselage resembling a limp and gutted form. There were several buckles and creases and numerous cases where the gel-coat was cracked or missing. I was of a mind to scrap this war-bird, but one of my internet buddies urged me to repair to flying condition, arguing that the zero was one of his favorite flying models. After a reasonable cooling off period I had another look at the wreckage and began considering repair options. The wing was still in one piece and except for a 3/4 inch gap at the trailing edge where the center-line joint partially separated. Additionally there was some leading edge crushing at the fuselage intersection area. The trailing edge separation issue was dealt with when epoxy glue was squeezed into the crack and a cargo strap, hooked into the aileron cutouts was used to pull the wing halves together. A cuff of fiberglass at the center-line joint added another level of safety over the stock ARF condition. The leading edge crushing was fixed by filling the low areas with expanding foam, bringing the area back to profile by carving and sanding away the excess material. The areas were finished by over laying the surface with a single layer of epoxy filled fiberglass. Since the paint and surface finish was already in bad condition from hard use before the crash now after it was so bad that it was clear that the whole model would need to be refinished. With that decision we began the search for an alternative color scheme. The dark green color was always a problem with disability at low altitude when the model was back-grounded against the trees and other vegetation it was very hard to see. With that in mind we settled on a light grey Navy color scheme with as much bright trim as we could find.
     

1.  Wing weight is 2.17 Kg.

The decision was made to experiment with using latex house paint to cover up the existing finish which had not been found to be hot glow fuel proof and was softened or missing in several areas that were exposed to engine exhaust.        

The grey color was achieved by mixing white with black, ever mindful of the fact that there would be no going back; very small amounts of black were added and tested until we were happy with the result.  

 The yellow and red trim was added by apply strips of Mono-Coat covering material to the fiberglass structure

During the repair process we took the time to examine the rudder linkage which is rather unconventional with several locations of backlash and questionable geometry. The axis of movement if the torque rod did not coincide exactly with the rudder's hinge line. The results were a rather vague and weak rudder incapable of reacting the aerodynamic forces upon it at large pilot inputs. 

At this point we concluded that the model was flown in the past effectively as a elevator and aileron system with little or no rudder influence; meaning that there was no chance of recovering from a spin if one were to happen.

  

To correct the weak rudder problem control horns and pull-pull cables were installed to connect the rudder to the rudder servo.

 First the torque rod was cut off with a dremel tool and removed then the fin was filled with expanding foam to anchor the new rudder hinges and stiffen the vertical fin

Right and left controls installed at the base of the rudder.

Pull-pull cables threaded through the fuselage connecting the rudder control horns to the rudder servo.

The cables are attached to inner Ny-Rod tubes at the forward ends, this is done to simplify the adjustment of length of the Pull-pull members. 

Dry weight of the repaired plane is 7.00 Kg or 15.43 pounds.

71"WS 15 lbs, Enya 120

We have a bad feeling that we may have just stumbled across the real cause of the mystery crash.  While setting up the controls we accidentally plugged the left hand wing servo into the receiver's aileron channel and the right one into the auxiliary channel and low and behold we had spoilerons instead of the flaperons that we were expecting. Could I have made the same mistake on the day of the crash?

This video clip demonstrates that when the aileron servo leads are switched and the right hand aileron servo lead is plugged into the auxiliary receiver port and the left one is plugged into the flap port you get very different  effects; spoilers instead of flaps and spoilers are something one doesn't want when setting up for a landing.

After working on this video I have a couple of more probable causes to add to the list:
Weather may have been a contribution factor as there were rail squalls in the area and the video shows her vanishing into a dark cloud at the moment of the tuck nose-down;
we may have sent her into the air with SPOIL-ERONS activated, we have learned that a simple mix-up with the servo wires causes this condition when employing the FLAP-ERONS configuration with the DX6 radio..

Huge Lancaster Dambuster Bomber by Chris Malcomnson

Published on 6 Sep 2017 134 inch wing span, Lancaster Bomber. Each engine nacelle is fitted with its own radio receiver, battery, electronic speed controller and brush-less motor.

Joe Nall 2017

John flies his scratch built (fiberglass fus, foam wings) Macchi MC 205 Veltro at the Joe Nall Week 2017 Scale: 1/4.5 Wingspan 92" Weight: 27lbs Electric motor: RIMFIRE 65cc The Macchi MC-205 “Veltro” was the latest and best Italian fighter aircraft of WWII. it was based in Reggio-Emilia, Italy, 1944 of the 1st Fighter Group, 2nd Squadron of the ANR "Angry Wasps.”

 

Greg Wright flies his beautiful Thunderbolt at the Triple Tree Aerodrome - Joe Nall Week 2017 Model data: CARF P-47 Thunderbolt M / Scale: 1/4.5 Spw. / WS: 2.8m / 110" Gewicht / Weight: 24.9 kg / 55 Lbs Motor: Moki 250cc 5 cyl radial Propeller: 30" / 15 Solo-Prop hub and Solo prop wood blades Radio is a Spektrum DX-18 Servos are JR 8911 HV's

Marc Shepard flies his Corsair during the Joe Nall Week at the Triple Tree Aerodrome Model Data: Maßstab / Scale: 1/4.5 Spw. / Wingspan: 2.8m / 110" Gewicht / Weight: 23.6 kg / 52lbs Motor: Moki 250 cc radial Propeller: Solo Prop 32" Music downloaded from the YouTube Audio Library https://www.youtube.com/audiolibrary/...

Reno Racer P-51 Mustang Stiletto The kit is produced by a man called Tom keating for the USRA Giant scale racing events. It was built by Peter Goldsmith and he won many races with it, powered by a DA170 cc engine running methanol fuel. Ali purchased the plane from Pete and wanted to convert it to Turbo Prop for fun. Ali always wanted a Turbo Prop plane that was fast. Pete made the conversion and fitted the all new Kingtech 100 Turbo prop. JC Super props in Brazil produced the special racing prop 26x24 !! The model is light, strong and very fast

Canada Bans RC flying and Drones - No One Seems to Care???

I have been Flying model aircraft for 60 years without any accidents causing damage or injury to the public or any living creature.

Mostly I fly at MAAC club sites but not all the time (some float flying at a lake or river).
If the truth were to be known most model flyers have flown from other than MAAC club sites.

I was blown away when I learned of the  New Interim Rules; which effectively bans model aircraft and drones from flight in Canada except at MAAC approved club sites.

The New Interim Rules introduced by The Transport Minister are a collection typical bureaucratic mumbo jumbo which even a Philadelphia lawyer would have trouble interpreting. As I see it, the conditions of compliance could never be met. For instance, where on this planet, could one find a flying site; 250 feet away from any living animal or thing?

The minister has certainly taken the easiest approach possible with this legislation; he adopted existing rules for piloted aircraft an applied them to model aircraft with a weight of 251 grams or more so that in his very words "he can sleep at night".

In my opinion the minister has committed a shameful disservice to the model aircraft community by his actions in this matter.

While I am at it I would like to add that MAAC has abdicated from its mandate to protect its members by resisting these opressive set of rules.  
TThe New Interim Rules:
H
The New Interim Rules: Interim Order Respecting the Use of Model Aircraft Whereas the annexed Interim Order Respecting the Use of Model Aircraft is required to deal with a significant risk, direct or indirect, to aviation safety or the safety of the public; Whereas the provisions of the annexed Interim Order Respecting the Use of Model Aircraft may be contained in a regulation made pursuant to section 4.9Footnotea, paragraphs 7.6(1)(a)Footnoteb and (b)Footnotec and section 7.7Footnoted of Part I of the Aeronautics ActFootnotee; And whereas, pursuant to subsection 6.41(1.2)Footnotef of the Aeronautics ActFootnotee, the Minister of Transport has consulted with the persons and organizations that the Minister considers appropriate in the circumstances before making the annexed Interim Order Respecting the Use of Model Aircraft; Therefore, the Minister of Transport, pursuant to subsection 6.41(1)Footnotef of the Aeronautics ActFootnotee, makes the annexed Interim Order Respecting the Use of Model Aircraft. Ottawa, March 13, 2017 Le ministre des Transports, Marc Garneau Minister of Transport Interim Order Respecting the Use of Model Aircraft Interpretation Definitions 1 (1) The following definitions apply in this Interim Order. model aircraft means an aircraft, the total weight of which does not exceed 35 kg (77.2 pounds), that is mechanically driven or launched into flight for recreational purposes and that is not designed to carry persons or other living creatures. (modèle réduit d’aéronef) Regulations means the Canadian Aviation Regulations. (Règlement) restricted airspace means airspace of fixed dimensions that is so specified in the Designated Airspace Handbook and within which the flight of an aircraft is restricted in accordance with conditions specified in that Handbook, or airspace that is restricted under section 5.1 of the Act. (espace aérien réglementé) unmanned air vehicle means a power-driven aircraft, other than a model aircraft, that is designed to fly without a human operator on board. (véhicule aérien non habité) visual line-of-sight or VLOS means unaided visual contact with an aircraft sufficient to be able to maintain control of the aircraft know its location, and be able to scan the airspace in which it is operating to decisively see and avoid other aircraft or objects. (visibilité directe ou VLOS) Interpretation (2) Unless the context requires otherwise, all other words and expressions used in this Interim Order have the same meaning as in the Regulations. Conflict between Interim Order and Regulations (3) In the event of a conflict between this Interim Order and the Regulations, the Interim Order prevails. Designated Provisions Designation 2 (1) The designated provisions set out in column 1 of the schedule are designated as provisions the contravention of which may be dealt with under and in accordance with the procedure set out in sections 7.7 to 8.2 of the Act. Maximum Amounts (2) The amounts set out in column II of the schedule are the maximum amounts of the penalty payable in respect of a contravention of the designated provisions set out in column I. Notice (3) A notice referred to in subsection 7.7(1) of the Act must be in writing and must specify (a) the particulars of the alleged contravention; (b) that the person on whom the notice is served or to whom it is sent has the option of paying the amount specified in the notice or filing with the Tribunal a request for a review of the alleged contravention or the amount of the penalty; (c) that payment of the amount specified in the notice will be accepted by the Minister in satisfaction of the amount of the penalty for the alleged contravention and that no further proceedings under Part I of the Act will be taken against the person on whom the notice in respect of that contravention is served or to whom it is sent; (d) that the person on whom the notice is served or to whom it is sent will be provided with an opportunity consistent with procedural fairness and natural justice to present evidence before the Tribunal and make representations in relation to the alleged contravention if the person files a request for a review with the Tribunal; and (e) that the person on whom the notice is served or to whom it is sent will be considered to have committed the contravention set out in the notice if they fail to pay the amount specified in the notice and fail to file a request for a review with the Tribunal within the prescribed period. Application Recreational Purposes 3 (1) Subject to subsection (2), this Interim Order applies in respect of model aircraft having a total weight of more than 250 grams (0.55 pounds) but not more than 35 Kg (77.2 pounds). (2) It does not apply to unmanned air vehicles; and model aircraft operated at events organized by the Model Aeronautics Association of Canada (MAAC) or at airfields located in a zone administered by MAAC or a MAAC club. Suspended Provision Of Regulations Prohibited Use 4 The effect of section 602.45 of the Regulations is suspended in respect of the model aircraft referred to in subsection 3(1). Model Aircraft Operating and Flight Provisions Prohibitions (5) (1) A person must not operate a model aircraft (a) at an altitude greater than 300 feet AGL; (b) at a lateral distance of less than 250 feet (75m) from buildings, structures, vehicles, vessels, animals and the public including spectators, bystanders or any person not associated with the operation of the aircraft; (c) within 9 km of the centre of an aerodrome; (d) within controlled airspace; (e) within restricted airspace; (f) over or within a forest fire area, or any area that is located within 9 km of a forest fire area; (g) over or within the security perimeter of a police or first responder emergency operation site; (h) over or within an open-air assembly of persons; (i) at night; or (j) in cloud. (2) A person must not operate more than one model aircraft at a time. Right of Way 6 A person operating a model aircraft must give way to manned aircraft at all times. Visual Line-of-Sight 7 (1) A person operating a model aircraft must ensure that it is operated within VLOS at all times during the flight. (2) No person shall operate a model aircraft when the aircraft is at a lateral distance of more than 1640 feet (500 m) from the person’s location. Contact Information 8 The owner of a model aircraft shall not operate or permit a person to operate the aircraft unless the name, address and telephone number of the owner is clearly made visible on the aircraft. SCHEDULE (Subsections 2(1) and (2)) DESIGNATED PROVISIONS Column I Designated Provision Column II Maximum Amount of Penalty ($) Individual Corporation Section 5 3,000 15,000 Section 6 3,000 15,000 Section 7 3,000 15,000 Section 8 3,000 15,000 Footnotes Footnote a S.C. 2014, c. 39, s. 144 Return to footnoteareferrer Footnote b S.C. 2015, c. 20, s. 12 Return to footnotebreferrer Footnote c S.C. 2004, c. 15, s. 18 Return to footnotecreferrer Footnote d S.C. 2001, c. 29, s. 39 Return to footnotedreferrer Footnote e R.S., c. A-2 Return to footnoteereferrer Footnote f

Interim Order Respecting the Use of Model Aircraft

Whereas the annexed Interim Order Respecting the Use of Model Aircraft is required to deal with a significant risk, direct or indirect, to aviation safety or the safety of the public;

Whereas the provisions of the annexed Interim Order Respecting the Use of Model Aircraft may be contained in a regulation made pursuant to section 4.9Footnotea, paragraphs 7.6(1)(a)Footnoteb and (b)Footnotec and section 7.7Footnoted of Part I of the Aeronautics ActFootnotee;

And whereas, pursuant to subsection 6.41(1.2)Footnotef of the Aeronautics ActFootnotee, the Minister of Transport has consulted with the persons and organizations that the Minister considers appropriate in the circumstances before making the annexed Interim Order Respecting the Use of Model Aircraft;

Therefore, the Minister of Transport, pursuant to subsection 6.41(1)Footnotef  of the Aeronautics ActFootnotee, makes the annexed

Interim Order Respecting the Use of Model Aircraft. Ottawa, March 13, 2017

Le ministre des Transports,
Marc Garneau Minister of Transport

Interim Order Respecting the Use of Model Aircraft

Interpretation

Definitions

1 (1)  The following definitions apply in this Interim Order.

model aircraft means an aircraft, the total weight of which does not exceed 35 kg (77.2 pounds), that is mechanically driven or launched into flight for recreational purposes and that is not designed to carry persons or other living creatures. (modèle réduit d’aéronef)

Regulations means the Canadian Aviation Regulations. (Règlement)

restricted airspace means airspace of fixed dimensions that is so specified in the Designated Airspace Handbook and within which the flight of an aircraft is restricted in accordance with conditions specified in that Handbook, or airspace that is restricted under section 5.1 of the Act. (espace  aérien  réglementé)

unmanned air vehicle means a power-driven aircraft, other than a model aircraft, that is designed to fly without a human operator on board. (véhicule  aérien  non  habité)

visual line-of-sight or VLOS means unaided visual contact with an aircraft sufficient to be able to maintain control of the aircraft know its location, and be able to scan the airspace in which it is operating to decisively see and avoid other aircraft or objects. (visibilité  directe ou VLOS)

Interpretation

(2) Unless the context requires otherwise, all other words and expressions used in this Interim Order have the same meaning as in the Regulations.

Conflict between Interim Order and Regulations

(3) In the event of a conflict between this Interim Order and the Regulations, the Interim Order prevails.

Designated Provisions

Designation

2 (1) The designated provisions set out in column 1 of the schedule are designated as provisions the contravention of which may be dealt with under and in accordance with the procedure set out in sections 7.7 to 8.2 of the Act.

Maximum Amounts

(2) The amounts set out in column II of the schedule are the maximum amounts of the penalty payable in respect of a contravention of the designated provisions set out in column I.

Notice

(3) A notice referred to in subsection 7.7(1) of the Act must be in writing and must specify

1. (a) the particulars of the alleged contravention;
2. (b) that the person on whom the notice is served or to whom it is sent has the option of paying the amount specified in the notice or filing with the Tribunal a request for a review of the alleged contravention or the amount of the penalty;
3. (c) that payment of the amount specified in the notice will be accepted by the Minister in satisfaction of the amount of the penalty for the alleged contravention and that no further proceedings under Part I of the Act will be taken against the person on whom the notice in respect of that contravention is served or to whom it is sent;
4. (d) that the person on whom the notice is served or to whom it is sent will be provided with an opportunity consistent with procedural fairness and natural justice to present evidence before the Tribunal and make representations in relation to the alleged contravention if the person files a request for a review with the Tribunal; and
5. (e) that the person on whom the notice is served or to whom it is sent will be considered to have committed the contravention set out in the notice if they fail to pay the amount specified in the notice and fail to file a request for a review with the Tribunal within the prescribed period.

Application

Recreational Purposes

3 (1) Subject to subsection (2), this Interim Order applies in respect of model aircraft having a total weight of more than 250 grams (0.55 pounds) but not more than 35 Kg (77.2 pounds).

(2) It does not apply to

1. unmanned air vehicles; and
2. model aircraft operated at events organized by the Model Aeronautics Association of Canada (MAAC) or at airfields located in a zone administered by MAAC or a MAAC club.

Suspended Provision Of Regulations

Prohibited Use

4 The effect of section 602.45 of the Regulations is suspended in respect of the model aircraft referred to in subsection 3(1).

Model Aircraft Operating and Flight Provisions

Prohibitions

(5) (1) A person must not operate a model aircraft

1. (a) at an altitude greater than 300 feet AGL;
2. (b) at a lateral distance of less than 250 feet (75m) from buildings, structures, vehicles, vessels, animals and the public including spectators, bystanders or any person not associated with the operation of the aircraft;
3. (c) within 9 km of the centre of an aerodrome;
4. (d) within controlled airspace;
5. (e) within restricted airspace;
6. (f) over or within a forest fire area, or any area that is located within 9 km of a forest fire area;
7. (g) over or within the security perimeter of a police or first responder emergency operation site;
8. (h) over or within an open-air assembly of persons;
9. (i) at night; or
10. (j) in cloud.

(2)  A person must not operate more than one model aircraft at a time.

Right of Way

6 A person operating a model aircraft must give way to manned aircraft at all times.

Visual Line-of-Sight

7 (1) A person operating a model aircraft must ensure that it is operated within VLOS at all times during the flight.

(2) No person shall operate a model aircraft when the aircraft is at a lateral distance of more than 1640 feet (500 m) from the person’s location.

Contact Information

8 The owner of a model aircraft shall not operate or permit a person to operate the aircraft unless the name, address and telephone number of the owner is clearly made visible on the aircraft.

SCHEDULE

(Subsections 2(1) and (2))

DESIGNATED PROVISIONS

Column I Designated Provision	Column II Maximum Amount of Penalty ($) Individual	Corporation
Section 5	3,000	15,000
Section 6	3,000	15,000
Section 7	3,000	15,000
Section 8	3,000	15,000

Footnotes

Footnote a

S.C. 2014, c. 39, s. 144

Return to footnoteareferrer

Footnote b

S.C. 2015, c. 20, s. 12

Return to footnotebreferrer

Footnote c

S.C. 2004, c. 15, s. 18

Return to footnotecreferrer

Footnote d

S.C. 2001, c. 29, s. 39

Return to footnotedreferrer

Footnote e

R.S., c. A-2

Return to footnoteereferrer

Footnote f

S.C. 2004, c. 15, s. 11(1)

My first thoughts were; there must be a way to qualify for an exemption to the order, so I filled out the official application and submitted it to Transport Canada.  I got an instant form letter reply stating that I would not be getting an exemption. and I would have to comply to the new conditions.

Here is their instant reply to my exemption to the order:  

PLEASE BE AWARE THAT NEW EXEMPTIONS CAME INTO EFFECT ON 22 DECEMBER 2016 - ENSURE YOU HAVE A COPY OF THE CURRENT EXEMPTIONS.

Thank you for your email notification as required by the Transport Canada UAV Exemptions. Please be advised that you will not receive an exemption specific to your operation. Instead the documents at the following links are the official exemptions:

-       UAVs 1kg or less – (http://www.tc.gc.ca/civilaviation/regserv/affairs/exemptions/docs/en/2880.htm)
-       UAVs greater that 1kg up to and including 25kgs – (http://www.tc.gc.ca/civilaviation/regserv/affairs/exemptions/docs/en/2879.htm)
As a reminder, these UAV exemptions are not valid for foreign UAV operators or for anyone operating purely for recreational purposes.

The Advisory Circular at the following link provides additional information/guidance on the UAV exemptions and each of the safety conditions. We would strongly recommend reviewing conditions relating to distances from aerodromes and built up areas to ensure that you are only operating in appropriate areas. (http://www.tc.gc.ca/eng/civilaviation/opssvs/ac-600-004-2136.html)

If a UAV operator is unable to comply with all the conditions in the exemption, they would be required to apply for a Special Flight Operations Certificate (SFOC). We have provided a link to the document that describes the SFOC application process and requirements.  http://www.tc.gc.ca/eng/civilaviation/standards/general-recavi-uav-4161.html

SFOC applications are processed by Transport Canada regional inspectors and any application should be submitted to the Transport Canada Civil Aviation regional office serving the region in which the operation is intended to take place. Here is the link to the contact information for the various regions. https://www.tc.gc.ca/eng/civilaviation/opssvs/regions-139.htm

Our goal is to turnaround SFOC applications within 20 working days, however, that largely depends on how many applications are waiting to be processed and the quality of the application. Given the high volume of SFOC applications currently being received delays should be expected.

Questions regarding UAV operations should not be sent through this notification process. Should you have any UAV related questions please refer to the Transport Canada UAV webpage (http://www.tc.gc.ca/eng/civilaviation/standards/standards-4179.html#submission) or contact services@tc.gc.caservices@tc.gc.ca>.

Best regards
Transport Canada / Transports Canada

The grounds for exemption for a 1 Kg Drone has 43 conditions that must be met; there is no grounds for a 1  Kg or less model aircraft.

Terms and conditions for exemption 1 Kg or less drone:

EXEMPTION FROM SECTIONS 602.41 AND 603.66 OF THE CANADIAN AVIATION REGULATIONS

Pursuant to Subsection 5.9(2) of the Aeronautics Act, and after having determined that the exemption is in the public interest and is not likely to adversely affect aviation safety, I hereby exempt persons conducting flight operations utilizing unmanned air vehicles (UAVs), with a maximum take-off weight of 1 kilogram or less, operated within visual line-of-sight, from the requirements of sections 602.41 and 603.66 of the Canadian Aviation Regulations (CARs), subject to the conditions set out below.

Excerpts from the CARs are included in Appendix A to this exemption.

INTERPRETATION

For the purpose of this exemption:

Autonomous UAV – means a UAV system able to execute processes or missions using onboard decision-making capabilities. An autonomous UAV system is not designed to permit crew member intervention.

Command and Control (C2) Link – means the data link between the UAV and the control station for the purposes of managing the flight.

Control Station – means the facilities and/or equipment remote from the UAV from which the aircraft is controlled and/or monitored.

First Person View (FPV) Device – means a device that generates and transmits a streaming video image to a control station display or monitor giving the pilot who is viewing this video, the illusion of actually flying the UAV from an onboard pilot’s perspective.

Lost Link – means the loss of command and control link contact with the UAV such that the pilot can no longer manage the aircraft’s flight.

UAV Operator – means the person that has possession of the UAV system, as owner, lessee or otherwise.

UAV System – means a set of configurable elements consisting of an UAV, its associated control station(s), the required command and control links and any other elements as may be required, at any point during flight operation

Visual line-of-sight (VLOS) – means unaided (corrective lenses and/or sunglasses exempted) visual contact with the UAV sufficient to be able to maintain operational control of the aircraft, know its location, and be able to scan the airspace in which it is operating to decisively see and avoid other air traffic or objects.

Visual Observer – means a trained crew member, in visual line-of-sight of the UAV, who assists the pilot in the duties associated with collision avoidance and complying with the applicable rules of flight.

PURPOSE

This exemption relieves persons conducting UAV system operations utilizing a UAV with a maximum take-off weight of 1 kilogram or less, operated within visual line-of-sight from the requirement to obtain a Special Flight Operations Certificate (SFOC) as required by section 602.41 and the requirement to comply with the conditions of an SFOC as required by section 603.66 of the CARs.

The exemption will permit UAVs with a maximum take-off weight of 1 kilogram or less to be operated away from built-up areas, controlled airspace, aerodromes, forest fire areas and other restricted locations.

UAV operations conducted outside the terms and conditions of this exemption are subject to the requirements for an SFOC, regardless of the weight of the UAV.

APPLICATION

This exemption applies to any person conducting UAV system operations within Canadian Domestic Airspace utilizing UAVs with a maximum take-off weight of 1 kilogram or less within visual line-of-sight.

This exemption does not apply to:

1. Operations of model aircraft;
2. Operations of an Autonomous UAV; or
3. Operations by a foreign UAV operator.

This exemption ceases to apply to the person who breaches a condition of the exemption.

CONDITIONS

General Conditions

1. Any person conducting operations under this exemption shall conduct a safe operation and shall not pose a risk to aviation safety.
2. Any person operating under this exemption shall not operate a UAV system in such a reckless or negligent manner so as to endanger or be likely to endanger the life or property of any person.
3. Any person operating under this exemption shall be a minimum of 18 years of age, or be at least 16 years of age and conducting research under the supervision of an academic institution.
4. Any person conducting operations under this exemption shall subscribe for liability insurance covering risks of public liability at the levels described in subsection 606.02 (8) of the Canadian Aviation Regulations and in any case shall have no less than $100,000 in liability insurance coverage pertaining to the operation of the UAV system.
5. The pilot operating under this exemption shall not operate the controls of a UAV if they have any reason to believe that they are suffering or are likely to suffer from fatigue, or suffering from any other condition which would render them unfit to perform their duties.
6. The pilot operating under this exemption shall not operate a UAV system within eight (8) hours after consuming an alcoholic beverage or while under the influence of alcohol or while using any drug that impairs the person faculties to the extent that the safety of the operation is endangered in any way.
7. Any person conducting operations under this exemption shall be familiar with the relevant aeronautical information that is appropriate to the intended flight, before commencing a flight.
8. Any person operating under this exemption shall not operate a UAV in any special aviation event requiring an SFOC under Part VI, Subpart 3, Division 1 of the Canadian Aviation Regulations.
9. Any person conducting operations under this exemption shall obtain permission from the owner(s) of the property on which a UAV intends to take-off/launch from and/or land/recover on.
10. Any person conducting operations under this exemption shall, prior to commencing operations, perform a site survey to assess the suitability of each location and confirm that safe operations can be conducted.
11. Any person conducting operations under this exemption shall cease operations if at any time the safety of other airspace users or persons or property on the ground is in jeopardy, or if the person conducting operations is unable to comply with the conditions of this exemption.
12. A copy of the following documents shall be accessible to any person conducting operations under this exemption:
    1. The exemption;
    2. Proof of liability insurance coverage;
    3. Name, address and telephone number of the UAV operator;
    4. A copy of the UAV system operating limitations; and
    5. Evidence that the training required in condition 40 has been completed.
13. A person conducting operations under this exemption shall immediately produce any of the documents and/or information listed in condition 12 to a peace officer, police officer, or Transport Canada inspector upon request.
14. No person operating under this exemption is relieved from complying with the provisions of any other relevant Acts, Regulations or laws or from any level of government.

Flight Conditions

15. The pilot operating under this exemption shall maintain continuous unaided visual contact with the UAV sufficient to be able to maintain operational control of the UAV, know its location and be able to scan the airspace in which it is operating to decisively see and avoid other air traffic or objects.
16. The pilot operating under this exemption shall not operate the UAV further than one-quarter (¼) nautical mile from the location from which the pilot is operating the UAV.
17. The pilot operating under this exemption shall not use a first person view device.
18. The pilot operating under this exemption shall only operate a UAV from a single control station and control relays or visual observers to extend the operational area are prohibited.
19. The pilot shall operate no more than one UAV at any one time.
20. The pilot operating a UAV shall give way to manned aircraft at all times.
21. The pilot conducting operations under this exemption shall only operate a UAV during daylight hours.
22. The pilot operating under this exemption shall operate a UAV at or below 300 feet above ground level (AGL).
23. The pilot conducting operations under this exemption shall only operate a UAV in Class G airspace.
24. The pilot operating under this exemption shall not operate a UAV within or over a forest fire area, or over any area that is located within five nautical miles of a forest fire area.
25. The pilot operating under this exemption shall not operate a UAV in airspace that has been restricted by the Minister under Section 5.1 of the Aeronautics Act.
26. The pilot operating under this exemption shall only operate a UAV at least five (5) nautical miles away from the centre of any aerodrome listed in the Canada Flight Supplement or the Water Aerodrome Supplement, excluding heliports.
27. The pilot operating under this exemption shall only operate a UAV at least three (3) nautical miles away from the centre of any heliport listed in the Canada Flight Supplement or Water Aerodrome Supplement or any aerodrome not listed in the Canada Flight Supplement or Water Aerodrome Supplement.
28. The pilot operating under this exemption shall not operate a UAV in any control zone.
29. The pilot operating under this exemption shall not operate a UAV over or within a built up area.
30. While complying with condition 29 above, the pilot operating under this exemption shall operate a UAV at a lateral distance of at least 100 feet away from any building, structure, vehicle, vessel, animal or persons unless:
    1. The building, structure, vehicle, vessel or animal is the subject of the aerial work; and
    2. Only persons inherent to the operation are present.
31. The pilot operating under this exemption shall operate a UAV at a lateral distance of at least 100 feet from the general public, spectators, bystanders or any person not associated with the operation.
32. The pilot operating under this exemption shall not operate a UAV over or within an open-air assembly of persons.
33. The pilot conducting operations under this exemption shall only operate a UAV under visual meteorological conditions, clear of cloud with not less than two (2) statute miles ground visibility.
34. The pilot conducting operations under this exemption shall be able to take immediate active control of a UAV at all times.
35. The pilot conducting operations under this exemption shall establish and follow normal, lost link and emergency procedures, including those established by the manufacturer.
36. Any person conducting operations under this exemption shall confirm that no unacceptable radio frequency interference to the UAV system is present prior to flight, nor is likely to be present during flight.
37. The pilot operating under this exemption shall not operate a UAV system unless it is operated in accordance with the operating limitations specified by the manufacturer.
38. The pilot operating under this exemption shall not conduct a take-off/launch of a UAV if explosive, corrosive, flammable, bio-hazard or bright light emitting (laser) payloads are carried onboard.
39. Any person conducting operations under this exemption shall ensure that the appropriate air traffic service unit(s) is advised immediately anytime the flight of a UAV inadvertently enters into controlled airspace.

Pilot Training Condition

40. The pilot conducting operations under this exemption shall have the appropriate knowledge, training on the UAV system and qualifications for the area and type of operation, as referred to in Transport Canada Advisory Circular 600-004.

41. 5.3 Pilot Training Conditions

    50. The pilot operating a UAV system under this exemption shall have successfully completed a pilot ground school program that provides instruction on the following subject areas:
        1. airspace classification and structure;
        2. meteorological and NOTAM reporting services;
        3. interpretation of aeronautical charts and the Canada Flight Supplement; and
        4. applicable content of the CARs.
        Note: It is essential that the pilot of a UAV become knowledgeable in order to conduct safe flight operations. Pilots will need to understand airspace classification and structure, be familiar with meteorological and NOTAM reporting services, interpretation of aeronautical charts and the CFS/WAS as well as applicable content of the CARs. Pilot knowledge training could be provided by an existing flight training facility (manned or unmanned), an online course, a self-administered training program, or some combination of these options. Training facilities and online courses should provide certificates or letters of completion while for self-administered training, it is essential to document the knowledge items covered, the time spent on each item, the references used, and the date of completion of all items. The CARs and the Aeronautical Information Manual (AIM) are also excellent sources of information to enhance one’s understanding of aviation related activities. Pilots may also wish to refer to the document entitled, “Knowledge requirements for Pilots operating Unmanned Air Vehicle Systems (UAV) 25 Kg or less, Operating within visual line-of-sight” (TP15263E)http://www.tc.gc.ca/eng/civilaviation/publications/page-6557.html.
        
        Pilots must also have received sufficient practical training in the operation of the aircraft to operate safely. In many cases, manufacturers provide such training. Unmanned Systems Canada may also be a useful resource in finding possible training programs in your area. Evidence of completion of practical training should take the form of a signed and dated letter or certificate from the training provider, or a dated signature and stamp in a log-book.
    51. The pilot conducting operations under this exemption shall be appropriately trained on the UAV system and qualified for the area and type of operation as referred to in Transport Canada Advisory Circular 600-002.
        Note: In addition to the basic knowledge requirements required in Condition 47, the pilot of a UAV must obtain training and be considered competent and proficient to operate the specific UAV system in the proposed area of operation. This would require knowledge training on the aircraft’s system, the normal and emergency procedures and any limitations for the operation of the UAV. Additionally, practical training would be required to become competent with the actual flying of the UAV. This training could be provided by other pilots, manufacturers, UAV flight training organizations or could be self-taught. Evidence of completion of practical training should take the form of a signed and dated letter or certificate from the training provider, or a dated signature and stamp in a log-book.

Reporting Conditions

41. Any person operating under this exemption shall, prior to the commencement of operations, notify the Minister, in writing, of:
    1. Their name, address, telephone number and e-mail;
    2. The model of UAV(s) being operated including serial number(s), where appropriate;
    3. The type of work being conducted;
    4. The geographic boundaries or area(s) where the operation will be conducted; and
    5. Confirmation that:
       1. the exemption has been read and understood;
       2. flights will only be conducted in Class G airspace;
       3. flights will only be conducted at the applicable distance from the centre of any aerodrome as specified in conditions 26 and 27; and
       4. flights will only be conducted at the applicable distance from built-up areas specified in condition 29 of this exemption.
42. Any person operating under this exemption shall notify the Minister within 10 working days of any change to the information provided in the above condition or upon the permanent cessation of UAV system operations.

UAV System Condition

43. Any person conducting operations under this exemption shall ensure that a UAV system is in a fit and safe state for flight prior to take-off/launch.

VALIDITY

This exemption is in effect from December 22, 2016 until the earliest of the following:

1. December 31, 2019 at 23:59 (EST);
2. the date on which this exemption is cancelled in writing by the Minister, where he is of the opinion that the exemption is no longer in the public interest, or that it is likely to adversely affect aviation safety.
3. the date on which an amendment to the appropriate provisions of the Canadian Aviation Regulations or related standards, modifying the subject-matter specifically addressed in this exemption, comes into force.

Dated at Ottawa, Ontario, Canada this 9th day of December, 2016, on behalf of the Minister of Transport.

(original signed by)

Denis Guindon
Director General, Aviation Safety Oversight and Transformation
Civil Aviation

APPENDIX A: EXCERPTS FROM THE CANADIAN AVIATION REGULATIONS

101.01

“model aircraft”

“model aircraft” means an aircraft, the total weight of which does not exceed 35 kg (77.2 pounds), that is mechanically driven or launched into flight for recreational purposes and that is not designed to carry persons or other living creatures; (modèle réduit d’aéronef)

[…]

“unmanned air vehicle”

“unmanned air vehicle” means a power-driven aircraft, other than a model aircraft, that is designed to fly without a human operator on board; (véhicule aérien non habité)

[…]

602.41 No person shall operate an unmanned air vehicle in flight except in accordance with a special flight operations certificate or an air operator certificate.

[…]

603.65 This Division applies in respect of the following flight operations when not conducted under Part VII:

[…]

4. the operation of an unmanned air vehicle;

[…]

603.66 No person shall conduct a flight operation referred to in section 603.65 unless the person complies with the provisions of a special flight operations certificate issued by the Minister pursuant to sesction 603.67.

603.67 Subject to section 6.71 of the Act, the Minister shall, on receipt of an application submitted in the form and manner required by the Special Flight Operations Standards, issue a special flight operations certificate to an applicant who demonstrates to the Minister the ability to conduct the flight operation in accordance with the Special Flight Operations Standards.

Date de modification :

2016-12-21

After wading through these regulations I am coming to the conclusion that these are essentially the same requirements for the operation of a 25,000 pound aircraft. Total overkill for RC flying. 

No possibilities here for model aircraft exemptions and drone exemptions even for 1 Kg size is not practical, so now it's MAAC flying now.

Model Aeronautics Association of Canada March 16, 2017 Burlington, ON For Immediate Release Transport Canada Regulations Limit Model Aviation Activities MAAC Members and Clubs See Exemptions Transport Canada's announcement of interim regulations for drone use will impact model aviation enthusiasts across the country that are flying any model aircraft between 250g and 35kg. The regulations place restrictions on how high model aircraft can be flown, and minimum distances from people and buildings when flying that will severely limit how and where people can enjoy the hobby. A press release from Transport Canada states that not only must recreational users put their contact information on drones, but also that they may not fly higher than 90 metres, within 150 metres of buildings, vehicles or people, or within 9 kilometers of the centre of any aerodrome. However, within the regulations is an exemption for Model Aeronautics Association of Canada (MAAC) Members flying at MAAC sanction fields and/or events. The exemption granted to MAAC members and sanctioned events is crucial to the continued operation of hundreds of clubs across the country. "The Model Aeronautics Association of Canada acknowledges Transport Canada's safety concerns and is appreciative for the clear recognition of the long history of safe operations by our membership," says MAAC President Rodger Williams. "One of MAAC's primary goals is keeping our members informed on how to enjoy the hobby while keeping safety in the forefront. Those efforts have paid off with this exemption." MAAC offers flying venues through more than 350 existing clubs across the country, always welcoming new members and clubs. MAAC Regulations and safety guidelines are openly available on the association's website (maac.ca) and are subject to change through member feedback and experience. About The Model Aeronautics Association of Canada (MAAC): MAAC is Canada's internationally and federally recognized model aviation sanctioning body. Additionally, MAAC is a sitting member of Canadian Aviation Regulatory Advisory Council, holds corporate membership with Unmanned Systems Canada, and is a voting member of the Fédération Aéronautique Internationale and the Aero Club of Canada. For over 65 years MAAC has provided leadership, safety guidelines, and liability insurance to individual members, clubs, and field owners. MAAC serves over 11,500 members across Canada. MAAC members are active in all disciplines of model aviation from free-flight models through radio controlled scale and competition models, including multi-rotor aircraft and rocketry. For more information contact: Rodger Williams, President President@MAAC.ca +1 418 564-5225

Great Hobbies proposal and concernns:
There are three areas that are of most concern: • Park Flyers • Model Sailplanes and Gliding • MAAC Members that fly from locations other than MAAC sanctioned fields and events

Let’s Get to the Root of the Problem There seems to be three major concerns that have led to the interim rulemaking with regard to UAVs. These include: 1. Danger to Full Scale Aviation 2. Flying drones in congested areas and over gatherings of people 3. Privacy concerns In almost every case of interference with full scale aviation, the device involved was a drone or, more rarely, a camera-carrying RC helicopter. There is one element that is in common with all of these problem areas—THE OFFENDING UAV WAS CARRYING A CAMERA! The vast majority, if not all, of the concerns and reports of issues, have been with operators that are using UAVs as a camera platform to get the latest cool picture or video. Non-camera-carrying UAVs have RARELY been an issue. Therefore, I recommend that any noncamera-carrying UAV, such as a traditional model aircraft, be exempt from these proposed regulations. For non-camera-carrying UAVs, one simple rule is all that needs to apply and that was essentially in place in the CARs before March 16, 2017: “Do not fly your UAV or model aircraft in such a way that it could endanger full-scale aviation or people”. PERIOD Burdening the hobbyists, organizations, and the associated industry involved in traditional model aviation with the proposed additional regulations is completely unnecessary, and will solve no problems, as virtually no problem has existed historically. It will simply hinder this recreational pastime and the many Canadian businesses that support it.

Drone Hits Jet Aircraft at Quebec Canada

QUEBEC—A collision between a commercial aircraft and a drone near Quebec City’s airport last week highlights the potential danger posed by unmanned aerial vehicles, authorities and aircraft experts said Sunday. Transport Minister Marc Garneau said he was “extremely preoccupied” to hear that a small Skyjet plane was struck by a drone as it approached the Jean Lesage airport on Thursday. “This should not have happened, that drone should not have been there, and it’s important to point out that aircraft are particularly vulnerable when they’re on final approach,” he told reporters in Montreal. Garneau added it was the first recorded incident of a drone hitting a commercial plane in Canada. “It is important to remind all people that use drones for recreational purposes that there are rules in place,” he said. An airport spokesperson said the plane was arriving from Rouyn-Noranda, Que., with eight people aboard when it was struck about three kilometres from the airport. Mathieu Claise said the plane landed safely, but he couldn’t comment on the condition of the aircraft or the passengers. Greg McConnell, the national chairperson of the Canadian Federal Pilots’ Association, said the incident “was just a matter of time.” You might be interested in Toronto hydro said at least 25,000 people are experiencing power outages across the city after rain and high winds knocked down trees and power lines. Power almost fully restored in Toronto after winds knocked down trees, power lines Peel paramedics transported two men to hospital with serious stab wounds, and one succumbed to his injuries. Teen dies following double stabbing in Mississauga Gabriel Smarch in his apartment in the Kwanlin Dün First Nation, in Whitehorse. He says when he was 8, his school principal, identified in court as "J.V.", raped him, and he agreed to a recent settlement in the case. But at many points, adults failed to keep Gabriel safe. Drugs at 4 months. Sexual abuse as a child. Now he fights to keep the monster inside “There are a lot of drones flying, and there are a lot of people flying drones thinking they’re toys,” he said in a phone interview. He said that if a bird hitting an airplane engine can cause an emergency landing or “catastrophic event,” a drone could do the same. Transport Canada has issued a series of interim safety measures for drone operators as it continues to work to regulate the industry. Under these rules, it is illegal to fly a recreational drone within 5.5 kilometres from an airport and 1.8 kilometres from a heliport without special permission. Garneau said Sunday that the rules to be introduced in 2018 would include testing for pilots, mandatory identification of drones and an age limit. McConnell says he’s glad the federal government is taking steps to regulate drones, though he wonders why it seems to be taking so long. “These things have been around since the 1990s,” he said. “Let’s get a move on.” While the damage from Thursday’s collision appears to have been minor, Garneau said his department was taking the incident seriously. He said they were following the situation in partnership with airport officials, Quebec City police, NAV CANADA and the Transportation Safety Board of Canada. The news release stated that anyone who is found to have endangered the safety of an aircraft could face a $25,000 fine or prison time. It said 1,596 drone incidents have been reported to Transport Canada in 2017, with 131 of them being deemed aviation safety concerns.

December 2018 Update:

Upcoming Release of Canadian Aviation Regulations, Part IX (RPAS)

This document is intended to provide MAAC Members with some important information on the soon to be released regulations that will apply to UAS/RPAS/Model Aircraft.

1. The new regulations governing all Remotely Piloted Aircraft Systems (RPAS), which

include all aircraft operated without a pilot onboard, will be included is a new Part IX to the existing Canadian Aviation Regulations (CARs).

Note - Transport Canada will now use the term RPAS to identify all/any aircraft without a pilot onboard.

2. The new regulations will no longer differentiate between recreational use and non-

recreational use. This means that unless otherwise authorized, those operating model aircraft will have to follow the same regulations as the commercial operators.

3. Although the regulations are expected to be published before the end of this year, it

should be noted that the new regulations will not actually come into force (i.e. fully take effect) until approximately six (6) months after they are published in Canada Gazette II. Meaning that people are not required to follow the new regulations until they come into force date, which will likely be June, 2019.

4. Many of you may remember from the briefings Transport Canada provided last summer, that MAAC or similar organizations with established safety cultures were to be provided a "carve out" from the new Part IX regulations. Due to several factors, mainly timelines and Transport Canada resource issues, this "carve out" will now not be included in the initial release of UAS/RPAS regulations.

5. To address this issue, MAAC leadership has been working with Transport Canada to

secure an exemption to the new Part IX, RPAS regulations. This exemption will apply to all MAAC members, in good standing. With this exemption MAAC members will not be required to comply with the regulations in the new CARs, Part IX, provided they comply with MAAC’s published safety practices and guidelines and a few conditions in the exemption itself.

6. Once approved, this exemption will permit the vast majority of MAAC

activities/operations to be conducted as they are today. Details of the exemption will be provided to all members as part of an upcoming MAAC news letter.

7. The draft exemption is currently going through the final approval processes at Transport Canada and should be issued on the same day, or at minimum, very shortly after the new regulations are published in Canada Gazette II. This will be well before the coming into force date of the new regulations.

8. We hope you find the above information beneficial to assist with the transition to the new

regulations. More details will be provided soon.

9. Should you have any questions on the above information please contact your MAAC liaison to Transport Canada, Rodger Williams (rodgerwilliams9587@gmail.com )