Hobby and FPV Model Flying in the UK is DEAD? (THANKS EASA) | Mr MPW

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Hey everyone, its Matt with us, mr. and peww, and welcome to today’s video. Today we are going to take a look at whether the asset rule changes coming into effect in the UK on the first flight 2020 are going to kill the drone and model aircraft hobby industry and where the FPV flying will even be allowed.

This video is proudly brought to you by UAV hub comm, connecting you to the heart of the drone industry, okay, everyone so a big question today you know we concentrate or have concentrated so far, primarily on the commercial side of the drone and UAV industry.

But we’re, getting an increased amount of questions from people who are concerned, aero, modelers and concerned recreational drone. Pilots who are worried that come the 1st of July 2020. They won’t, be able to enjoy their hobby and their pastime and they certainly won’t, be able to do it legally, and I can appreciate those concerns.

You know there is a lot of scare mongering out there and a lot of that comes from misinformation and that’s. What we’re, trying to break through on the channel we’re, trying to make it so that you can understand as an audience.

Hopefully the rules and regulations and from the feedback. I think we’re doing a fairly good job, so please let us know if we are helping and if we’re not, then we will change our tack, but that’s where we’re at now.

The big one for the Hobby side of the industry, those of you enjoy going out and find recreationally. You know I used to do this. This is where I came from. Everyone thinks, or a lot of people seem to think that I’m.

Somehow connected to the CAA that I’m somehow only in this, for the the commercial side of things, but that couldn’t be further from the truth. Actually, I’m, an aviator first and foremost. My first exposure to aviation was model aircraft as a very young boy as a child.

I joined my local model flying club and I was fortunate enough. You know saved up and saved up and saved up worked paper and all that kind of stuff and managed to buy a couple of bits of model planes and built them up from bull circuits and went with my dad.

And we did the model plane thing and that led to model helicopters which led to me get into the Air Force and you know been obsessed by aviation and I think it’s really disappointing, actually that people out there a-looking at the regulations.

I meanit’s, disappointed in from what the CA of them is, what I mean not from our side of things as recreational users or professional users. I think it’s really disappointing that the even the kind of thoughts are there that people aren’t gonna be able to enjoy this, and I wouldn’t have got into aviation.

Had I not been able to do it and I think it is gonna stop people from entering the industry, particularly you know. If I look back, my dad, wouldn’t have done the DeMar as the drone of model aircraft, registration and education scheme signed up paid 9 quid so that we could go on fly and it just wouldn’t have happened, and I Think that is going to happen, so I think tackling that first and foremost.

Yes, there is going to be a change in the demographic potentially and will no doubt be an element or a percentage of people who won’t enter the recreational side of it, the hobby side of it because they won’t want To register they won’t want to pay that no parents, however, for those of you, others who already operate within it.

Those of us who already enjoy doing that you can continue flying after the 1st July 2020. It isn’t like everything switches off and we can’t go and enjoy ourselves flying. What it is important to understand is that, generally, those operations will be taking place in the open category and, more importantly, the more important thing to get your head around.

Is that not only will be following recreational in the open category? You’ll, be flying in the a3 subcategory of the open category which we and the CA on our terminus, far from people which actually isn’t that far from people at all.

In the grand scheme of things it’s, a 150 meter separation from uninvolved areas, built-up areas, those kind of things that we’ve, always classed as congested areas. So it’s, a hundred fifty metres from them and 50 metres from uninvolved people.

Now we have been saying 150 metres from uninvolved people, because that is what it technically is in the the documentation from Yasir. The CIA have already said in the cap. 1789, that there are potential or probability that a high probability that they will put a dispensation in place to reduce that down to 50 meters of uninvolved people, so quite pragmatic of them, and actually not too different to what we can do now.

150 meters, away from builds barriers, 50 meters away for one – involve people – bang you can carry on with aircraft that you would have enjoyed flying anyway. The only precursors to that the only things we prerequisite so that the things we need to make sure we do are the damar airs the drone, the model aircraft registration education scheme.

If your aircraft is over 250 grams and/or, it carries a camera or any kind of sensor. So if you are going to fly any kind of drone, even the Maverick mini its if it’s over 250 grams or if it carries a camera, some sort, then it doesn’t matter.

What weight it is. You will need to register so those of us on the fpv side of things if your aircraft is under 250 grams, but because it has a camera on, you will need to register under the de Morris.

You’ll have to pay your nine pounds. You’ll have to get your operator ID and you ‘ Ll have to put that operator ID onto your aircraft, and yes, this is one of the other things with that the operator ID can go inside your aircraft or your drone.

There’s, a lot of people again, misinformation out there sand you can’t put it inside. You can’t put it in the battery compartment. You absolutely can. That is the word from the CIA. It doesn’t have to be visible from the air, like it does on a full-sized aircraft.

That’s. Why the registrations on full-size aircraft have to be a certain size. You can have a on a sticker inside the battery bay of your aircraft and the CAA. I’ll recommend and put it in the sticker, because the way the system works is that you will more than likely be issued with a new operator ID when you renew after 12 months.

So if you’ve put it on with permanent pen and you can’t get it off. You could find yourself in a difficult position. Put it on a sticker that you can remove, carry spare stickers with you, because if the sticker comes off, you legally are not able to fly.

But if you have spare stickers with you, you can pop another one on and crack on. The only thing it needs to be, if you do put it inside, is easily accessible on the ground without the use of a specialist tool.

So in the battery bay is ideal I would suggest provided that it doesn’t interfere with the connection of your battery and how it fits in you. Don’t want to be doing it that so that’s that one cleared up, the other big one is, and this has been asked over and over again on the channel.

I’m glad we’re able to answer it properly. Now is the fpv flying first person view flying with your fpv goggles will be a exactly the same as it is now. The CAA have already put the exemptions in place that, as of the 1st of July 2020, will allow you to conduct fpv flights now.

These are actually devolved regulations from the gm1, which is the main manual with the a so where all this stuff comes from, and I am gonna go through the ESO regulation and then the CIA’s. Preliminary regulation and exemptions so that you’ve got it and you can hear it and I ‘

Ll drop a link to where they are in the description down below in case. You want to go and check those out. It is worth knowing those so that if you are ever questioned or actually, if you just want to make sure you are doing it legally, you know where they sit and you know where to find them.

Now. The first one fromming asses the GM one, the UAS open, sixty part four, and it states that the responsibilities of the remote pilot, so the role of the unmanned aircraft, the UA observer and first-person view.

Now the remote pilot may be assisted by an ua observer on monday aircraft observer, helping them to keep keep the ua away from obstacles. The ua observer must be situated alongside the remote pilots in order to provide warnings to the remote pilots by supporting them in maintaining the required separation between the ua and any obstacle, including other air traffic.

Ua observers may also be used when the remote pilot conducts UAS operations in first-person view, which is a method used to control the ua, with the aid of a visual system connected to the camera of the ua.

In any case, including during fpv operations, the remote pilot is still responsible for the safety of the flight, so they are putting it back to you as the remote pilot to make sure that the flight is being conducted safely.

Even though you’ve got a spotter and observer stood with you. Who is telling you what’s going on around you? It’s ultimately down to you, as the UA observer is situated alongside the remote pilots, and they must not use Aidid vision.

Example binoculars. Their person is not to extend the range of the UA beyond the visual line of sight distance. The remote pilot exceptions are emergency situations, for instance, if the pilot must perform an emergency landing far from the pilots position and binoculars can assist the pilots in safely performing such a landing, so they are allowing it, and we are, you, know, gonna – be allowed to Exercise those privileges, you just need to make sure that you maintain your hundred and fifty meters from built-up areas.

Fifty meters in the UK, from uninvolved people pending the confirmation of that it should be hundred and fifty four men of all people, the CAA, bring it down to fifty and you ‘ Ve got the observer next to you and they’re.

Not using binoculars and it stays within your line of sight. The only time you’re allowed to use those binoculars is in an emergency situation where the use of those binoculars would make the flight all the termination of the flight safer.

Okay and the other part, is that the remote pilot is ultimately the person who is in charge, not the observer, okay, so there, the big ones. Now, then, from the CAA side – and I’ll drop this to link down below this is in the cap that the CA bought out September of 2019, the outlined all of the new regulations that they were proposing.

These will be brought out into the cap, seven to two in May of 2020. So you know this is a preliminary set of them, but very much similar to those which I’ve just read out and I’ll dive into those. Now so again, the see I’ve copied across the the article numbers, the the paragraph numbers, if you like.

So this is again the UAS open, sixty and it states the responsibilities of the remote pilot, so this rule set out the corresponding tasks that the remote pilot is directly responsible for these are generally the more immediate day-to-day actions and are essentially split into pre-flight and in-flight Tasks they cover actions such as possessing and carrying the correct proof of competency, fitness to fly, site inspections and pre-flight checks, compliance with operational procedures and regularly regulatory limitations, including visual line of sight requirements.

The rule also makes special note of two points: areas where any form of emergency response effort is underway must be avoided unless they have the permission to enter, and this rule provides an alleviation to the visual line of sight requirement in that remote pilots flying in the Open category may be assisted by a visual observer, but only if that observer is situated alongside them.

This allows the remote pilot to look away from the aircraft, for example, to a screen or use of fpv equipment. Well, the observer undertakes the visual lockout task and so provides the same freedom as in the June 2019 cap 1789, currently offered by the two general exemptions that have been issued by the CIA and those if anyone wants them or exemption four.

Eight five three in the ORS for number twelve, ninety four and exception for 857 in the ORS for exemption number: twelve. Ninety seven! Those are the two things that allow us to operate. Fpv in the UK at the moment and the CAA are essentially saying that those rights and privileges will be carried forward.

However, you need to bear in mind that you ‘ Ve got to carry the appropriate documentation with you and in the UK. If you are going out flying recreationally and professionally, you need to carry now the paperwork with you like the damaras, like your exemption from the damara’s if you are exempt from it.

If you’re, a PFC or holder, for example, you ‘ Ve got to carry your insurance. If you are do it, so you ‘ Ve got to carry all these things with you to prove, if required, that you are operating legally likewise, unfortunately, they’re recommending and suggestion, actually that you take those exemptions with you, whether you carry those digitally you’re physically.

I don’t care to be honest personnel to carry them physically. I’d, have them in a bag with me, because there’s, no chance of the iPad, the phone, the tablet whatever it is, that you’re, carrying them on digitally running out of battery or not turning on, and Then not being able to prove under your legal requirements that you are operating legally, I’ll, just print it all out the five or six pages or whatever it might be in total and carry it with me at all times.

But the great thing about it is that you know hobby and recreational flying in the UK will be able to go on pretty much as it was before the 1st of July 2020, and I think we’re all seen in that side of things.

In particular, you know duction in the places that were able to go and just fly, you know we can ‘ T generally go just to our local park to fly. I think it is going to come down to go in to model flying sites, and I know there are quite a few out there that are anti the drone thing that are anti-government flying our quad copters there.

Unfortunately, that’s, something that is going to be a generational shift in terms of the generations that have always enjoyed that and exercise those rights and privileges are gonna have to accept that those clubs are going to die or struggle certainly struggle to Survive if they don’t update their outlook if they don’t accept the fact that people now are enter in that world and flying gps-based drones and flying Jeep.

You know Jeep fpv aircraft, it isn’t just about building your model aircraft now and going and learning and going jumping through the BAMF a hoops and going through their system of the b and the a stiff cut and all that sort of stuff.

It’s very much a different landscape and i think, like everything they’re, going to have to evolve so again if anyone from the BM FA is watching this. We’d love to have you on and get your thoughts on that because a lot of it is B.

Mfa affiliated clubs, which are preventing drone operators and drone pilots and fpv pilots going and then join that side of things, and I think personally, you’re, going to struggle if you don’t start to embrace that .

If you don’t start to embrace those additional potential members, but that’s by the by come on the channel. It’d, be great to hear your thoughts on that. So I hope that’s useful. As always, you know trying to bring you the answers to the questions that you ‘

Ve got keep those coming in Matt ma TT, with two T’s at mr. mpw comm. Don’t forget to go to mr. MP. W comm starts the newsletter at the bottom of the bottom of the page, and you ‘ Ve got any questions about regulations, courses what you can do in the future go and contact the team at UAV hub comm.

They are there and more than happy to help. I’m. Matt Williams fly safe and blue skies. You

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