RPAS Advanced cheat sheet

CAR Part IX covers RPAS with a takeoff weight of 250 g to 25 kg; registration with Transport Canada is required before flight.

Basic RPAS pilot certificate minimum age is 14; Advanced RPAS pilot certificate minimum age is 16.

Advanced operations are required in controlled airspace, within 30 m of bystanders, or over people; Basic operations must avoid those conditions.

An Advanced RPAS must have a manufacturer's safety assurance declaration; a Basic operation does not require one.

A pilot must not operate an RPAS while impaired by alcohol, drugs, or fatigue, or while medically unfit.

Advanced certification requires a written exam and a flight review; the flight review remains valid for 24 months.

Basic operations require VLOS, maximum 400 ft AGL, at least 3 NM from an aerodrome, and at least 30 m from people.

Operations outside Part IX limits, such as RPAS over 25 kg, require a Special Flight Operations Certificate.

Classes A through E are controlled; Class F is special use; Class G is uncontrolled.

An Advanced RPAS operation in controlled airspace requires authorization from the air navigation service provider before entry.

Class C and D control zones normally extend from the surface upward around busy aerodromes.

Class F restricted airspace requires permission from the controlling agency; Class F advisory airspace does not prohibit entry but requires caution.

A NOTAM can activate, restrict, or close airspace and must be checked before every flight.

Basic operations must stay at least 3 NM from an aerodrome; Advanced operations near aerodromes require authorization or coordination.

Control zones and terminal areas are depicted on VFR charts and must be identified during route planning.

In Class G airspace no ATC clearance is required, but see-and-avoid, NOTAM, and restricted-area checks still apply.

VNC scale is 1:500,000; VTA scale is 1:250,000; WAC scale is 1:1,000,000.

At 1:500,000, 1 cm on the chart equals 5 km on the ground; at 1:250,000, 1 cm equals 2.5 km.

One minute of latitude equals 1 NM (1.852 km); longitude spacing decreases toward the poles.

GNSS position is latitude/longitude in WGS 84; chart coordinates may use NAD83, which is close but not identical.

GNSS altitude is ellipsoidal; chart elevation is above mean sea level; do not use raw GNSS altitude for obstacle clearance.

Lost-link failsafe options include hover, return-to-home, and land; the selected action must be tested and appropriate to the site.

Position reports can use latitude/longitude, a named landmark, or distance and direction from a known point.

Chart bearings are referenced to true north; convert to magnetic heading using local magnetic declination before comparing with a compass.

METAR is an hourly observed aerodrome report; TAF is a forecast; GFA is a graphical area forecast.

AIRMET advises moderate hazards; SIGMET advises severe or significant hazards; PIREP is a pilot report.

Density altitude rises with high elevation, high temperature, and low pressure; it reduces lift, climb rate, and battery performance.

Icing risk exists when OAT is 0°C or below with visible moisture; accumulation can distort props and block sensors.

Temperature-dewpoint spread of 2°C or less indicates likely fog or mist.

Unstable air favors gusty winds, turbulence, showers, and thunderstorms; stable air favors smooth conditions, haze, and fog.

Thunderstorms produce wind shear, microbursts, lightning, and severe turbulence; avoid associated gust fronts.

Wind components: headwind/tailwind along runway or route; crosswind is perpendicular; compare both to manufacturer limits.

Situational awareness includes aircraft position, traffic, weather, people, and system status; losing it precedes most errors.

Fatigue reduces vigilance, reaction time, and decision quality; it increases omission errors.

Stress narrows attention and can cause fixation; checklists and deliberate slowdowns reduce error.

High workload degrades scanning and decision-making; a visual observer and task sharing reduce workload.

IMSAFE checks Illness, Medication, Stress, Alcohol, Fatigue, and Emotion before flight.

CRM requires clear role assignment, closed-loop communication, and willingness to speak up about safety concerns.

Complacency after routine operations can cause skipped checks; use standard checklists even for familiar sites.

See-and-avoid is limited by small RPAS size, blind spots, and human vision; an observer improves scan coverage.

Site survey identifies obstacles, people, emergency landing areas, airspace, NOTAMs, weather, and takeoff/landing hazards.

VLOS requires continuous unaided visual contact with the RPAS and surrounding airspace; observers assist but do not remove see-and-avoid.

Maximum altitude is 400 ft AGL; Basic operations also require 3 NM from aerodromes and 30 m from people.

Advanced operations may fly within 30 m of people or over people only with the required Advanced certificate and safety-assured RPAS.

Weight and balance must remain within manufacturer limits; payload reduces endurance and can shift center of gravity.

Cold batteries lose capacity and voltage; warm batteries to manufacturer range before flight and monitor voltage in flight.

Lost-link response is hover, return-to-home, or land as programmed; fly-away requires notification to ATC and authorities.

Emergency contingency planning includes abort criteria, alternate landing sites, emergency contacts, and battery/landing margins.

Preflight checks include props, battery, firmware, GPS lock, failsafe altitude, and control-link range.

Use standard phraseology: request, roger, wilco, affirm, negative, standby, and readback.

MAYDAY x3 is distress; PAN PAN x3 is urgency; both require priority handling.

121.5 MHz is the aeronautical emergency frequency; use it only for distress or urgency.

In controlled airspace, obtain authorization before entry and monitor the assigned frequency.

Read back ATC clearances and instructions, especially runway, altitude, heading, and frequency changes.

Identify with the RPAS registration or assigned call sign and state position and intentions briefly.

Radio failure: leave controlled airspace, land as soon as safe, and notify ATC when able.

Obtain ATIS before contacting ATC to reduce frequency congestion and confirm weather and aerodrome information.