[Company] have shared this occurrence publicly in the hope all drone operators can benefit from their experience and to fully advocate the promotion of a ‘just culture’ within their respective organisations. By fostering a just culture, [Company] have created an environment in which reporting and learning is becoming a normalised facet of their operation.

Report text: During a survey flight the Unmanned Aircraft (<2kg MTOW fixed wing UA) ‘land’ function was triggered by the remote pilot due to turbulence and perceived strong winds.

On return to the take-off and landing point, excessive turns were witnessed until the aircraft veered from side to side. Due to strain on the aircraft a wing detached causing the aircraft to spiral to the ground. Whilst the event was reported (UK CAA & AAIB) and lessons learned including provision of feedback to the aircraft manufacturer; the major learnings were derived from [Company] management of the post-crash and emergency response aspects of the event and the future training implications for their flight operations team.

[Company] Global Head of Safety goes on to describe the importance of an SMS for growing organisations, and the benefits of having one, especially through the granting by the Irish Aviation Authority (IAA) of their Light Unmanned Certificate (LUC), (which is recognised in all European Union Aviation Safety Agency (EASA) member countries). Speed of reporting feedback, provision of feedback to Commercial Off The Shelf (COTS) Original Equipment Manufacturers (OEM), publication of an occurrence reporting, internal newsletter and the inclusion of aviation expertise in informing the development and management of the process are all key to a transparent and effective SMS.

Those individuals who are starting out do not need to feel overburdened with the formulation of a complex SMS but should have a simple process in place to report any occurrence that could have led to a serious incident or accident. The data shared with the whole industry is invaluable to ensure we all progress safety forward.

The pilot in question was asked to give his view on the occurrence and how it was handled. Their response was:

The UAV crash showed first hand that our documentation was fairly generic and didn’t encompass all possible situations that could have happened. It was concentrated on the worst case scenarios for if the aircraft injured members of the public but wasn’t clear on the step-by-step process to go through for if a minor incident happened. This gap was filled by the Remote Pilot being able to contact relevant safety managers quickly and be guided on the next steps however it was identified that creating more of a structured process would hugely benefit the flight operations team as the department grew. Overall all line manager/safety managers treated this incident with the professionalism as if it were a very serious incident and served as a good testing ground for the procedures which are relevant for any kind of UAV whether it is 1.4kg or 140kg.

[Organisation] show last week. Firstly, I would like to thank everyone who helped to retrieve my [Model Aircraft Type] after the loss of power which resulted in the model landing in the rough grass area, severely damaging the wings. Two pilots I would like to mention are [Pilot 1], and [Pilot 2], many thanks. Sunday morning, I transferred the model from my car to the workshop, and I am relived to say that the fuselage, engine, and all associated equipment is in perfect order, no damage whatsoever. Checking the radial engine I removed the plugs one at a time, switched on the ignition and with one plug connected to its lead and the other four remaining in the engine, holding the prop I turned the engine over and got a full spark. I repeated this procedure until all five plugs were removed, all with a full spark. So, no ignition problems. However, when I was turning the engine over it gave a kick, it did it a couple of times and I thought it must be due to some residual fuel in the cylinders. The tank had been emptied although a small amount always remains. When the model had been retrieved, I switched off all the receiver switches etc, and then the transmitter which I put into the carry case. So, all the switch settings were as the model landed. Wednesday in bed thinking as usual what happened, and then I remembered the engine kicking when I turned it over, and I thought it can’t do that unless the engine is choked. So, 2.30 am in the morning I got out of bed and went into my workshop, took the transmitter out of its case and, low and behold, the servo operated switch was in the on position, and on checking the carb the choke was on. I must have accidentally turned the switch on while flying. This would be the reason for the loss of power. What an idiot I am.

My transmitter is a Futaba T12 FGA and for 14 years the choke switch has been set on a switch SA which is a 3-position switch and a short lever. However, one flight last year the engine was not at its best, so I landed OK and found that the choke switch was in the middle position, meaning it was partially choked. So, to prevent that happening again I changed it to a 2-position switch SF which is on the top left-hand side and has a long lever. Need I say more!

I was staying at a camp site in Great Tey which is close to Earls Colne aerodrome and I intended to fly to get some aerial pictures of the site. Before going to the site, I looked it up on Google maps, and then checked that position on Google maps; the business that owns the site is listed on Google maps. Having located the site on Google maps I looked up the same position on the Altitude Angel drone flight planning app and saw that it was about 1km outside of the Earls Colne FRZ, and so safe and legal to fly there.

On the flying day, I was setting up my drone for the flight, and a colleague who is also a drone flyer pointed out I can’t fly here. In response I checked the Altitude Angel app and realised he was right and that I was a few hundred metres inside the FRZ. I abandoned the flight before taking off or starting motors. The DJI app may also have warned me not to fly there, but I never got as far as starting the DJI control app.

But the crucial point was that the site on the ground wasn’t where Google Maps showed it – it was some way West, and inside the FRZ. Had my colleague not told me to stop, I might well have attempted the flight. I should also have checked Altitude Angel at site before flying instead of just checking it at home before departure.

Since this was a near miss, not an incident, I don’t think it warrants a formal occurrence report, but I think the lesson is worth sharing.

1) Your flying site as shown on Google Maps may not be the place where you are actually flying;

2) OK to Altitude Angel before you leave home, but also remember to check it from the actual flying site before you fly.

From AAIB Bulletin10/2022 (AAIB-27831). A turbine powered model aircraft suffered a loss of control during its maiden test flight. It continued to fly beyond visual line of sight before crashing on a railway track and was subsequently run over by a passing train. Safety actions taken as a result of this accident include publication of enhanced guidance for members by the British Model Flying Association (BMFA). The model flying club also amended its procedures relating to flying turbine powered models.

The F4 Scale Phantom is a 1:10 scale flying model of the McDonnel Douglas F4 Phantom jet aircraft. It has a takeoff mass of 6.4 kg and is powered by a turbine engine using kerosene. The recently-built model aircraft was undergoing its first test flight. Pre-flight preparation had included an independent check of the control surface sense and deflections, as well as range checks between the transmitter (on the controller) and the receiver (on the aircraft), from multiple angles. A normal takeoff was performed to a height of approximately 200 ft agl, for a flight that predominantly comprised of left hand ‘race-track circuits.’ During the flight the pilot noted that the aileron response was “sluggish”, but he considered it sufficient for safe flight. He subsequently noted that up elevator was required to maintain level flight and progressively applied ‘up’ trim. During a 180º downwind turn, the aircraft suddenly veered to the right putting it on a north-west heading. Despite the pilot applying corrective aileron inputs, the aircraft did not respond and control was lost. It subsequently stalled, entered a spin and disappeared out of visual line of sight below a tree line. The model aircraft was later found to have come to rest on a railway track adjacent to the airfield, close to a pedestrian crossing, and was subsequently run over by a passing train. The wreckage was recovered by the pilot and other club members. There were no injuries or damage to property. The model aircraft was destroyed. The pilot considered that he had let the airspeed drop too low while concentrating on applying corrective elevator trim. Airfield information: the model flying club is based at Kenyon Hall Farm Airstrip (Figure 1), which is an unlicensed airfield with a grass Runway 05/23 for full size aircraft. There are two runways for model flying, a 75 m strip adjacent and parallel to 05/23 and a 110 m strip, which runs in an east-west direction. A railway track passes to the north of the site. There are several public footpaths which run along the north-west boundary of the airfield, and in the area between the airfield and railway track.

Following the accident, collaboration was undertaken between the BMFA and Network Rail’s Air Operations team. This resulted in the provision of tailored guidance for unmanned and model aircraft operators which will be incorporated in the BMFA’s member’s handbook. It included the provision of a 24-hour emergency contact telephone number for reporting railway safety threats, including the presence of people or objects on or near railway tracks. The BMFA also published an article about this accident, and operation in proximity to railways in general, in the July 2022 edition of its member magazine ‘BMFA news’. In addition, the BMFA has updated its incident/accident reporting portal to specifically guide members to telephone Network Rail immediately if an aircraft has come down on Network Rail property, in addition to the requirement to inform the AAIB. After the accident the club amended its procedures to require any turbine powered model to be approved by the club committee before it can be flown at the site, so that its suitability can be assessed. Following this investigation, the club added a section to its procedures relating to retrieval of models that land outside the airfield boundary, which directly references the Network Rail 24-hour emergency telephone number.

From AAIB Bulletin 8/2022 (AAIB-28200). While a DJI Air 2S (Air2S) unmanned aircraft (UA) was being flown in a low hover over a group of children one of them attempted to grab it and their hand touched the rotor blades. The aircraft became destabilised, briefly lost height and injured the child. The pilot reflected that he should not have been flying his aircraft so close to the children.

Welfare Park is a public recreation space within a residential area of Huthwaite, Sutton-in-Ashfield. At the time of the incident, the UA was being flown over open ground toward the northern end of the park (see diagram). The closest dwellings were approximately 75 m from the incident site.

The Air2S UAS was covered by, and its operator responsible for compliance with, the UK regulations for UAS operations. The incident UAS’s operator was also acting as the remote pilot and was responsible for the safe operation of the aircraft, including compliance with the ANO, while it was in flight. As defined in CAP722D, in relation to the operation of the incident UAS, the injured child was an uninvolved person. The incident pilot held the appropriate authorisations to fly the Air2S under the A3 Open category, which required a minimum horizontal separation of 50m from uninvolved persons and 150m from areas used for residential, commercial, industrial or recreational purposes. These required separation minima were not maintained.

This incident occurred when a UA operated in the A3 Open category was flown closer to uninvolved persons than allowed for under the applicable regulations. Had the regulated horizontal separation minima been observed, the incident could not have occurred.