SAA ACHIEVEMENT SCHEME
1. The purpose of the Achievement Scheme is to provide a graded series of levels of piloting competence. It will give clubs a measure of the abilities of their members and also serve as a set of proficiency goals for the members. The maneuvers at each stage are chosen to assess the ability of a pilot to control a model with confidence and safety rather than as a demonstration of aerobatic perfection.
2. The Bronze Standard provides a means for recording the attainment of solo piloting ability by the novice flyer to permit unsupervised flying to take place.
3. The Silver Standard provides a measure of piloting safety competence sufficient for the pilot to be considered suitable for performing at public displays or demonstrations.
4. The Gold Standard is provided for pilots wishing to demonstrate a very high level of control and safety in operation.
5. The aim is to achieve certification of all SAA members to a minimum of Bronze Standard.
6. The scheme provides a means for SAA Examiners to be rated and appointed so that the scheme can be administered at club level.
7. An examination coordinator will be appointed by the Safety Committee Chairman for each discipline. Examination coordinators will be members of the Safety Committee.
8. The Achievement Scheme may also provide a standard of competence for establishing entry to National competitions and club events where a particular safety requirement exists.
Learning to fly a helicopter generally takes longer to master than flying a fixed wing aircraft. This may mean that some pilots take several years before feeling ready to tackle the Helicopter Bronze Schedule. With this in mind it has been decided to introduce a new schedule, the Hovering Competence Certificate, which will recognize achievement and allow a pilot to fly in a designated hovering only area unattended by an instructor. This schedule in no way replaces the current Bronze Schedule. The pilot will still be able to fly at the main flight line while attended by an instructor.
RECOMMENDED PROCEDURES AND GUIDANCE NOTES.
GENERAL
The examiners are looking for both competence and confidence, as both of these qualities are part of safe flying. At the same time remember that OVER-confidence is usually allied to under-COMPETENCE and can be even more dangerous.
Remember that the whole flight is being assessed for anticipation, shown by a lack of unnecessary flying around between and during maneuvers.
Start Engine: The engine must be started with the radio switched on and the throttle set to idle. At tick-over, the clutch should disengage fully and the main rotor blades should remain stationary.
Ground running at throttle settings above tick-over must be done at a safe distance from the pits and pilot stance.
Pre-flight Checks: Use of the MAC check is recommended.
Meter reading normal
Aerial extended fully
Control operation normal.
HOVERING COMPETENCE CERTIFICATE
This Certificate indicates that a pilot is safe to fly in a designated hovering only area, unattended by an instructor. This means that he/she will have to display sensible regard to safety at all times, not just during the test. An examiner will observe behaviour throughout the day to ensure that nothing is done that will endanger oneself or others.
1. Carry out preflight checks, start engine, making sure that the clutch is fully disengaged and the blades remain stationary when the engine is at idle.
2. Take off and hover for 5 seconds.
3. Perform a vertical figure 'h'
4. Sideways flight.
5. Answer satisfactorily two questions on the Safety Code and Recommended Procedures.
FLIGHT LINE LAYOUT
The layout is based on a 10 meter square. At no point during the test should the model be between the pilot and the pits or public viewing area. At the start of the schedule the model is placed on the centre heli-pad with the model pointing nose into wind and the tail pointing towards the pilot.
PRE-FLIGHT CHECKS
On arriving at the field make sure you are aware of any flying restrictions and that you understand and comply with the frequency control system in operation. A range check should be carried out before your first flight of the day. This should be completed with the transmitter aerial retracted at a distance of 20-30 meters.
Before starting the model the canopy should be removed and all ball-links checked for security. With the canopy replaced, all controls should be checked at full rate to ensure operation without binding and that directions are correct. Rates should be returned to hovering settings. Check that the gyro is switched on. Ensure that all transmitter switches are in the correct position and that the throttle stick is in the idle position to prevent the possibility of the engine being started on idle-up.
Ensure that the rotor head of the model is held firmly during the starting procedure. Once the engine is running all controls should be checked again. DO NOT alter the pitch unless you have an active throttle hold selected. The model can now be carried to the centre of the box and must sit at idle without the rotor blades engaging.
5 SECOND HOVER
The pilot stands at the edge of the box and the model lifts smoothly vertically until the skids are at eye level. This position is maintained for a full 5 seconds. The model then descends smoothly vertically to its original position.
VERTICAL FIGURE 'h'
The model lifts smoothly vertically until the skids are at eye level and hovers for 2 seconds. It then flies slowly forward for 5 meters and hovers for 2 seconds before ascending vertically for 4 meters into a further 2 second hover. It then descends smoothly vertically to the ground.
SIDEWAYS FLIGHT
The model smoothly lifts vertically until the skids are at eye level and hovers for 2 seconds. It then flies slowly sideways for 5 meters until it is above the right-hand marker and hovers for 2 seconds before flying slowly sideways for 10 metres until it is above the left-hand marker. After hovering for 2 seconds it flies slowly sideways for 5 metres until it is above its start position and hovers for 2 seconds. It then descends smoothly vertically to the ground.
POST FLIGHT PROCEDURES
The engine should be cut before approaching the model. The transmitter aerial should be retracted and the model returned to the pit area. The radio should be switched off and frequency control regulations followed.
BRONZE CERTIFICATE
The Bronze Certificate indicates that a pilot is safe to fly unattended by an instructor. This means that he/she will have to display sensible regard to safety at all times, not just during the test. An examiner will observe behaviour throughout the day to ensure that nothing is done that will endanger oneself or others.
1. Carry out pre-flight checks, start engine making sure that the clutch is fully disengaged and the blades remain stationary when the engine is at idle.
2. Take-off and complete a 10 second hover.
3. Complete a Hovering”T”.
4. Complete a Lazy Eight and land
5. Answer satisfactorily two questions on the Safety Code and Recommended Procedures.
FLIGHT LINE LAYOUT
The layout is based on a 10 metre square. At no point during the test should the model be between the pilot and the pits or public viewing area. At the start of the schedule the model is placed on the centre heli-pad with the model pointing nose into wind and the tail pointing towards the pilot.
PRE-FLIGHT CHECKS
Carry out pre-flight checks as per the Hovering Competence schedule.
TEN SECOND HOVER
The pilot stands at the edge of the box and the model smoothly lifts vertically until the skids are at eye level. This position is maintained for a full 10 seconds. The model then descends smoothly vertically to its original position.
CONSTANT HEADING ”T•
The pilot moves to the left-hand stance. This maneuver should be flown at constant height and heading. The model lifts smoothly vertically until the skids are at eye level, hovers briefly for 2 seconds then slowly flies backwards for 5 metres until it is above the rear centre marker which is now on the pilot‘s right. The model hovers for 2 seconds then flies slowly forward 10 metres to the front centre marker. The model hovers for 2 seconds then flies slowly sideways 5 metres to the front right marker.
The model hovers for 2 seconds then slowly flies sideways for 10 metres until it is above the front left marker which is directly in front of the pilot. The model hovers for 2 seconds and then slowly flies sideways for 5 metres until it is above the front centre marker. The model hovers for 2 seconds then flies slowly backwards until it is above the centre of the box. The model hovers for 2 seconds then smoothly descends to land in the centre of the box.
The pilot now moves to the right-hand pilot stance. The model lifts smoothly vertically until the skids are at eye level, hovers for 2 seconds then slowly flies backwards for 5 metres until it is above the rear centre marker which is now on the pilot‘s left. The model hovers for 2 seconds then flies slowly forward 5 metres until it is above the centre of the box where it hovers for 2 seconds before smoothly descending to land in the centre of the box.
LAZY EIGHT
The pilot moves to the centre stance. The model lifts smoothly vertically to skids at eye level, hovers briefly and then rotates 90° before starting the lazy eight. (The pilot may choose which way to turn the model). The model should fly slowly and smoothly with turns making use of both tail and cyclic controls correctly. The model flies slowly forward for a distance of approximately 20 metres, then makes a turn of approximately 200° away from the pilot and flies for approximately 40 metres in the opposite direction. The model once again turns through approximately 200° away from the pilot and flies approximately 20 metres to the centre of the box, rotates 90° and hovers briefly before landing in front of the pilot.
POST FLIGHT PROCEDURES
The engine should be cut before approaching the model. The transmitter aerial should be retracted and the model returned to the pit area. The radio should be switched off and frequency control regulations followed.
SILVER CERTIFICATE
The Silver Certificate indicates that a pilot is safe to fly at public displays. This means that he/she will have to display sensible regard to safety at all times, not just during the test. An examiner will observe behaviour throughout the day to ensure that nothing is done that will endanger oneself or others.
1. Carry out pre-flight checks, start engine making sure that the clutch is fully disengaged and the blades remain stationary when the engine is at idle.
2. Hovering “M”.
3. Nose-in hover.
4. Top Hat.
5. Right and Left Hand Circles.
6. Take Off and 45° Climb.
7. Double stall turn.
8. Approach and landing.
9. Answer satisfactorily five questions on the Safety Code and Recommended Procedures.
FLIGHT LINE LAYOUT
The layout is based on a 10 metre square. At no point during the test should the model be between the pilot and the pits or public viewing area. At the start of the schedule the model is placed on the centre heli-pad with the model sitting cross-wind and the tail pointing towards the pilot.
PRE-FLIGHT CHECKS
Carry out pre-flight checks as per the Hovering Competence schedule.
HOVERING M
The pilot stands between the two markers at the rear of the box. Facing away from the pilot, the model takes off vertically from the centre of the box to skids at eye level and hovers briefly, then flies a 45° path to a rear marker in line with the pilot either to the left or to the right. It hovers briefly, then moves forward 10 metres and hovers briefly over the front marker. The model then flies sideways for 10 metres until it is above the other front marker and hovers briefly. It then flies backwards for 10 metres and hovers briefly over the other rear marker, then flies a 45° path back to the centre of the box and again hovers briefly, before making a vertical descent to land in the centre of the box.
In adverse weather conditions, i.e. windy or gusty, the box should be moved upwind some 30 metres and rotated through 90°. The 'M' should be performed nose into wind with the pilot standing at the downwind end of the box. This will allow the maneuver to be performed safely without the model ever coming between the pilot and pit area or spectators.
NOTE: The maneuver should be flown with reasonable height and speed control and the skids should be at eye level throughout the maneuver.
NOSE-IN HOVER
The pilot moves to the upwind side pilot stance. The pilot may move the model to a nose-in position before take-off or it can be rotated to a nose-in position once airborne.
The model smoothly lifts vertically until the skids are at eye level. The pilot rotates the model to a nose in position if necessary. The pilot hovers with the nose of the model facing towards him for a minimum of 20 seconds. The pilot may choose to rotate the model to a tail in position at this point. The model descends smoothly to land.
NOTE: This maneuver should be performed at least 5 metres from the pilot and no more than 8 metres from the pilot.
TOP HAT
The pilot moves to the rearmost stance 2 metres behind the 10 metre box and remains there for the rest of the schedule. This maneuver starts 10 metres outside the downwind side of the 10 metre box. The model hovers with skids at eye level before moving forward 10 metres to the edge of the box and hovering briefly. The model then ascends 4 metres to give a total height from the ground of 6 metres, where it hovers briefly then flies forward 10 metres maintaining a height of 6 metres. The model hovers briefly, then descends 4 metres to skids at eye level, hovers briefly, then flies forward for 10 metres and is then flown back to the centre of the box and landed.
RIGHT AND LEFT HAND CIRCLES
The model takes off vertically at right angles to the pilot to skids at eye level and hovers briefly before moving forward to complete a right or left hand circle, returning to the centre of the box with skids at eye level. It is rotated through l80° and then flies forward to complete a circle in the opposite direction, returning to the centre of the box with skids at eye level. The model then lands.
NOTE : It is advisable to fly the first circle starting off facing downwind so that the second circle is completed into wind.
The circles should be performed at a moderate forward speed and be no more than 50 metres in diameter.
TAKEOFF AND 45° CLIMB
The model takes off vertically to skids at eye level with the model side on to the pilot and hovers briefly before performing a 45° ascent of approximately 30 metres.
DOUBLE STALL TURN
The model flies forward from the last maneuver, turns l80° in fast forward flight and flies past the pilot for approximately 50 metres at a height of at least 20 metres. It is now pulled up to the vertical and is then rotated through l80° away from the pilot into a vertical dive to pull out at the same height as the maneuver was started. The model then flies 50 metres past the pilot in the opposite direction and is again pulled up to the vertical. As the model stops it is rotated 180° again away from the pilot into a vertical dive and pulls out at the same height as the maneuver was started.
NOTE: The maneuver is completed when the model is in line with the pilot.
APPROACH AND LANDING
This maneuver is started approximately 30 metres high and 30 metres out from the 10 metre box. The model performs a 45° descent to the centre of the 10 metre box to skids at eye level before performing a vertical descent to land.
POST FLIGHT PROCEDURES
The engine should be cut before approaching the model. The transmitter aerial should be retracted and the model returned to the pit area. The radio should be switched off and frequency control regulations followed.
GOLD CERTIFICATE
The Gold Certificate indicates a competent and skilled pilot. The entire flight should be smooth and controlled. All flying maneuvers must be consecutive — one on each pass.
1. Carry out pre-flight checks, start engine making sure that the clutch is fully disengaged and the blades remain stationary when the engine is at idle.
2. Vertical triangle
3. Remote nose-in circle.
4. Vertical rectangle.
5. Loop upwind.
6. Roll downwind away from pilot.
7. Roll upwind away from pilot.
8. 540° stall turn downwind.
9. Immelman turn.
10. Straight autorotation into wind.
FLIGHT LINE LAYOUT
The layout is based on a 10 metre square. At no point during the test should the model be between the pilot and the pits or public viewing area. At the start of the schedule the model is placed on the centre heli-pad side-on to the pilot with the nose pointing into wind.
PRE-FLIGHT CHECKS
Carry out pre-flight checks as per the Hovering Competence schedule.
VERTICAL TRIANGLE
Model takes off vertically at right angles to pilot from the centre helipad to skids at eye level and hovers for 2 seconds before moving slowly backwards for 5 metres until it is above marker. After a 2 second hover, it climbs forward at 45° until it is above the centre helipad where it hovers for 2 seconds. The model then descends forward at 45° until it is above the marker where it hovers for 2 seconds.
It then flies slowly backwards for 5 metres until it is above the central helipad where it hovers for 2 seconds. The model now rotates tail towards the pilot, hovers for 2 seconds then lands.
REMOTE NOSE-IN CIRCLE
The model lifts to skids at eye level and hovers for 2 seconds. It now performs a clockwise nose-in circle, passing over the outer markers. The model hovers for 2 seconds then rotates 90° into wind, hovers for 2 seconds and lands.
VERTICAL RECTANGLE
The model takes off vertically from the centre helipad to skids at eye level and hovers for 2 seconds. It then moves slowly backwards for 5 metres until it is above marker and hovers for 2 seconds. The model now climbs vertically for 4 metres and hovers for 2 seconds before flying forward for 10 metres until it is above marker into a further 2 second hover. It now descends for 4 metres until skids at eye level and hovers for 2 seconds before flying slowly backwards for 5 metres until it is above the centre helipad where it hovers for 2 seconds before landing.
LOOP UPWIND
The model takes off from the centre helipad, gains a safe altitude and lines up into wind ready to start flying maneuvers. It then flies into wind for about 10 metres and pulls up for a loop centred on the pilot stance. The model ends loop and flies straight and horizontal for about 10 metres at the same altitude and heading as at the start of the maneuver.
ROLL DOWNWIND AWAY FROM PILOT
The pilot now turns the model downwind and flies straight and level before performing a roll away from the pilot. It should be inverted as it passes the pilot. The model should maintain altitude and direction as the maneuver is completed.
ROLL UPWIND AWAY FROM PILOT
The pilot turns the model upwind and flies straight and level before performing a roll away from the pilot. It should be inverted as it passes the pilot. The model should maintain altitude and direction as the maneuver is completed.
540° STALL TURN DOWNWIND
The pilot turns the model downwind and flies straight and level. The model should fly past the pilot stance by some 50 metres before pulling up into a quarter loop, climbing vertically until it stops. It then pirouettes through 540° before descending vertically into a quarter loop, pulling out at the same height as entry to the maneuver. The model flies straight and level past the pilot.
IMMELMAN TURN
The model should fly past the pilot stance by some 50 metres before pulling into a half loop. At the top of the loop the model performs a half roll to upright flight. It then continues straight and level past the pilot stance.
STRAIGHT AUTOROTATION INTO WIND
The model should be turned and lined up downwind of the pilot. At an altitude of no less than 20 metres and on a heading parallel to the flightline, the engine must be set to idle before the model performs an auto rotation with a smooth constant descent directly to the centre helipad.
POST FLIGHT PROCEDURES
The engine should be cut before approaching the model. The transmitter aerial should be retracted and the model returned to the pit area. The radio should be switched off and frequency control regulations followed.
CONDUCT OF TESTS
The overall thinking behind the tests is that the examiners present themselves at a club field prepared to observe the flying tests and pass judgment accordingly. The club is expected to ensure that their own local club rules of conduct like flying area, pits area, transmitter and frequency control are being observed. All applicants must pass at Bronze level before going on to Silver and then Gold, but the flights may be consecutive.
The examiner/examiners will not cancel tests due to adverse weather conditions. It is not part of an examiner's brief to prejudge the ability of an applicant. It is seen as part of the test that each individual pilot should be able to determine when conditions are unsuitable for their current level of experience.
The applicant is expected to use a suitable aircraft for the test being flown. An inability to perform certain manoeuvres can only be construed by the examiners as being due to the pilot.
It sometimes happens that the examiners advise the applicant during testing, but strictly speaking this should not be necessary and should not be expected as a matter of course.
PILOTING REQUIREMENTS
The most important single requirement is the positioning of the aircraft before and after manoeuvres, and the positioning of the manoeuvres themselves. The pilot must show that the model can be put quite precisely where it is supposed to be. The quality of the actual manoeuvre is not of paramount importance. The test is not an aerobatic competition, only a test of the pilot's command of the overall flight of the aircraft. Indeed, erratic wandering and poor height control are of more significance to the examiners than the accuracy of the manoeuvres.
The basic manoeuvre track for fixed wing is parallel to the take-off path and about 50 to 100 feet (15 to 30 metres) out from the far side of the runway at about 50 feet (15 metres) altitude.
Models containing a wing levelling or attitude controlling device will not be allowed to participate in any SAA Achievement Scheme tests.
ARRANGING TEST SESSIONS
Tests will be carried out only by SAA Approved Examiners, all of whom carry an identification card issued by the Safety Committee Chairman.
Normally when testing beyond the Bronze level is required, the club secretary contacts the Safety Committee Chairman with a request to arrange a suitable date. The chairman then contacts the appropriate examination coordinator, who then makes personal contact to sort out a mutually acceptable date for the club and the examiners who will be carrying out the tests.
To assist lone flyers, country members or those not attached to an SAA club, special certification sessions will be arranged or may be conducted by SAA Event Secretaries (if so qualified) at competitive events by mutual arrangement.
Bronze Tests are conducted at club level by one examiner, who may be the club's own examiner or a visiting examiner.
Two examiners are required for Silver and Gold tests, one of whom must not be a member of the same club as the candidate.
Both examiners must agree to pass the candidate - i.e. if one examiner is in any doubt about the candidate's competence, the candidate will not be awarded a pass.
Bronze level must first be attained before attempting Silver. Silver level must first be attained before attempting Gold. Attempts at all three levels may be consecutive flights.
EXAMINER TESTING
Names of prospective examiners must be put forward in writing by the club committee to the Safety Committee Chairman. Whenever possible two or more names should be put forward, since the obvious candidate, usually the best pilot, may not be considered the best examiner. The Safety Committee Chairman will contact an appropriate examiner(s) who will arrange a suitable date and venue for the test. Since an examiner often has to demonstrate in the air the flight pattern required, his flying capabilities must be either Gold standard or above average at Silver level. The candidate will require to demonstrate that he is indeed above average in his discipline by flying the appropriate level schedule. This test will be conducted by two experienced examiners neither of whom can be members of the same club as the candidate and who must both be completely satisfied that the candidate possesses all the necessary attributes to be an SAA examiner. If either examiner is in the slightest doubt as to his ability the candidate should not be allowed to become an examiner. Remember, this person will now be permitted to carry out SAA tests at any club in Scotland and if great care is not exercised during the selection process the integrity of the scheme is called into question.
Becoming an examiner should not be seen in any way as an ego trip, but rather as displaying a willingness to serve the aims of the SAA Safety Committee by assisting it in every way possible to promote safety as a positive and desirable feature. Those members wishing to become examiners in a discipline will also require to take part in a test as a third examiner to ensure their suitability as examiners, as well as the flying test in that discipline at minimum Silver level. This test will take the form of a flight test examination session with a real test being carried out. The potential examiner evaluates the flight according to the Safety Code test guidelines at the same time as the other Examiners. Results of the test are compared and an examiner's certificate awarded if their opinions coincide, and if the candidate is considered suitable.
A register of SAA examiners will be maintained by the Safety Scheme Chairman.
CERTIFICATES AND BADGES
It is the responsibility of the candidate to register the award with the Vice Chairman as per the instructions on the pass certificate. A Safety Award Presentation Certificate and Embroidered Badge will be issued free of charge to all successful candidates on registration of the pass.
Safety Certificate attainment will be recorded in the SAA membership records. The Safety Certificate achievement of each member will be recorded on the Annual Membership Card at the start of the next membership year. This will permit verification of the members Safety Certificate achievement, should it be required for any reason.
UPDATING OF THE SAFETY CODE
This booklet will periodically be updated in the light of changes, such as the arrival of new equipment etc. If it is felt that there is any area in the booklet which could be improved please pass suggestions to the Safety Committee member who looks after your discipline or to the Safety Committee Chairman.
Constructive suggestions are always welcome.
© The SAA 2001
