An Examiners View of the "A" Fixed Wing Test
or what we hope to see - written by Roger Marples
The "A" test is an examination of the novice pilot's ability to independently fly an aeroplane safely with a reasonable degree of control over its attitude and positioning whilst in the air.
The most important issue that an Examiner will be looking for is that the pilot has safe control over the plane at all times, that the plane is being flown in a controlled manner, not too fast nor too slow, such that the Examiner will be left in no doubt, that in the case of an emergency, the pilot could land or save the plane without any damage to persons or property.
We are not looking for a flashy, fast demonstration of the pilots skill, indeed it may lead the Examiner to doubt whether the pilot has the confidence to control the plane in a safe manner at normal flying speed, so a nice controlled flight will gain plus points. Equally flying too high will also be interpreted as a lack of confidence and may result in the Examiner halting the Test.
The pilot must also be able to trim the plane to level "hands off" flight in the event of the trims being moved. For absolute safety trimming should be done in the following order Elevator, Aileron, and Rudder. DO NOT trim either the Elevator or Aileron using the right hand, as control over the plane whilst making the adjustment, will be lost. All adjustments should be made using the left hand including those to Throttle and Rudder.
Apart from the Instructor teaching the pilot how to fly the "A" test manoeuvres, the pilot must also have read the 2007 Edition BMFA Handbook, and completely understand and accept the following sections.
The "A" Certificate page 49 - 50. Make sure that you understand the manoeuvres and shapes as indicated in this section. At ERFC an Examiner will always require an IC or Electric plane (not a glider) to have a rolling take off. The pilot should also read and thoroughly digest page 14 -ANO, pages 14, 17 & 21- CAP 658, and pages 28 - 29 on Radio Control Flying Safety in the 2007 version of the BMFA Handbook, up to the section on ARTF Models as he will be asked questions on these sections after he has finished the flying test. The pilot will also be expected to answer questions on, and demonstrate a thorough knowledge of, the Club Rules.
The 'A' Test and its manoeuvres.
The test does not have to be flown as a turn round schedule indeed it is to the pilots disadvantage to attempt to do so. As many circuits can be flown as the pilot considers necessary to ensure that he is in the correct position to attempt the following manoeuvre BUT too many circuits will cause the Examiner to call into question the confidence of the pilot. Should the pilot choose to fly extra circuits these will be considered as part of the Test and the Examiner will be watching for, and expecting, controlled flying.
The Examiner will be noting that the pilot makes calls as appropriate e.g. Take Off, Landing, Dead Stick etc, even though they may be the only pilot on the strip. Implicit within the "A" test is that all "No Fly Zones" are strictly adhered to, especially with respect to flying behind the pilot or over the pits area. If "No Fly Zones" regulations are breached then the Test is halted and a failure recorded.
The Club procedure for Transmitter control must be adhered to and demonstrated.
Pre Flight Checks
These are as laid out in the 2007 BMFA Handbook page 28 and should be done as though the flight is the first one of the day. The Examiner will expect the pilot to talk through what checks they are undertaking and why.
Take Off and Overfly the Take Off Area
The pilot must make the appropriate "Take Off" call, check the whereabouts of other planes and activity on the strip, go through a final "full power" control surface check to ensure that all control surfaces move freely and in the right direction before commencing take off.
Take off should be done by the pilot flying a straight line after take off to a height of approximately 50 mtrs (150ft) before turning into the circuit. All circuits should be rectangular (not racetrack as shown as an option in the handbook) with little or no height lost at each turn. The final turn into the "overfly the take off area" should ensure the plane is broadly in line with the strip and no major adjustment needed to ensure that the overfly is on target.
Fly a Figure of Eight
To ensure that the pilot has a good view of this manoeuvre it is necessary for the final upwind leg of the previous circuit to be further way from him than was the case when undertaking the "overfly" manoeuvre. For this to happen the pilot must either extend the first cross wind leg or shorten the final cross wind leg to put the plane in a position that it passes the pilot some 20 mtrs away from him on the upwind leg. With the plane in this position the pilot will be able to judge more easily the height and positioning of his "figure of eight." To try and judge height when looking directly up at a plane, which would be the case if the strip was overflown, is extremely difficult and by making the above changes to the flight pattern the total manoeuvre becomes very much easier.
The two circles should be approximately the same size with the cross over point broadly in front of the pilot with NO straight line between the circles and no significant change in height. The Examiner will be watching out for minor adjustments throughout the manoeuvre to be made to throttle, aileron and elevator such that the manoeuvre shape and positioning is acceptable. Do note that this manoeuvre is two circles which just touch, it is not two semi circles joined by straight lines. Failure to make the cross over point broadly in front; an extended straight line between the circles; significant changes in height; poor aileron control and lack of throttle management could well lead to a fail.
The pilot must have read the BMFA Handbook and understood the complexities and shape of the manoeuvre, as it isn't as simple as it may first appear.
Fly a Rectangular Course and Land
This should be one of the simplest of the manoeuvres but the pilot must make use of the throttle and elevator to control the descent of the plane onto the designated landing area. A perfect landing is not expected and some latitude is allowed for error, inasmuch as the designated landing area is the length of the strip but twice its width. There is to be no "go around" in the event of the plane not being lined up correctly for landing, to do so will mean a fail.
Take Off and Complete a Left (or Right) Hand Circuit
The take off must comply with the same requirements as indicated for the initial take off, including visual checks, calls and full power control surface check. Climb out is to be straight to height before turning, and entering a normal circuit. This circuit must be an "overfly" of the take off area.
Fly a Rectangular Circuit at Constant Height in the Opposite Direction
After completing the "overfly" of the take off area the pilot has to reverse the circuit direction to show the Examiner that he can fly equally well in both directions. This reversal is best flown by going diagonally from one corner to another as it makes the change in direction a smooth and extended manoeuvre rather than a short and possibly erratic one by going across the upwind and down wind legs. The pilot can however choose whichever manoeuvre suits him best. After the reverse circuit has been completed the pilot should revert to the normal circuit direction, ideally using the same sequence as above.
Perform a Simulated Deadstick Landing
From the "normal circuit" the pilot will be asked to increase height to approx 65 mtrs (200 ft) and from a position into wind over the take off area dead stick will be called. The pilot must throttle back to tick over and land the plane without using the throttle again, within the designated landing area. There is no necessity to go into a rectangular circuit, as this is a simulated emergency, all that is required is that the plane be landed in a safe but controlled manner within the designated landing area.
Remove Model from Landing Area
This operation does not need any explanation.
Complete Post Flight Checks
The post flight checks are as stated in the 2007 BMFA Handbook page 29. The pilot should talk through what he is doing and why.
Answer Questions on Safety Matters and Local Flying Rules
These will be based on the BMFA Safety Codes for General Flying and Club Rules. You may also find it useful to read the guidance notes on the fixed wing "A" Test as published on the BMFA website at www.bmfa.org/achievement/index.html.