The BMFA runs an Achievement Scheme with tests at a basic level - the "A" test - and at a more advanced level - the "B" test.  The scheme runs in 5 different categories; 

• Fixed-Wing 
• Helicopter
• Silent Flight - Electric
• Silent Flight - Slope 
• Silent Flight - Thermal

EDMAC requires anybody flying unsupervised to have passed the "A" test for the type of model they are flying.  For helicopter flyers this will naturally be the Helicopter test,  for fixed-wing flyers it will usually be the Fixed-Wing test - though the Silent Flight - Electric test may be appropriate for electric-powered gliders. 

As the Fixed Wing "A" test is the one most commonly taken by club members,  Roger Marples (Vice Chairman and BMFA examiner) has written some guidance on it.

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 EDMAC 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.

Recent Clarifications

added November 2009

In recent months the BMFA has sought to co-ordinate the interpretations of Examiners and Area Chief Examiners when they are undertaking "A", "B" or "C" Certificate of competence tests.

As these tests are, to a large extent, judgemental by the Examiner there has in the past been "Guidance Notes for Examiners" information issued by the BMFA in May 2009. However even these booklets haven't been sufficient to harmonise the wide range of interpretations that Examiners make when testing a pilot for competence. In May 2009 the BMFA issued new Guidance Notes for Examiners in an effort to eliminate these variations in assessing a pilots skill level when taking the "A" test. This article details these changes and provides guidance notes for pilots who wish to pass their "A" rest.

In our own Club I am certain that for a given set of circumstances there could well be as many views on a whether a manoeuvre is acceptable as there are Examiners. Our Club Examiners need to have clearly demonstrated at all times during the test: -

• the candidate has full control of the plane, and
• that they are able to fly in a safe and competent manner.

Regrettably the latest "Guidance" booklets are not, nor could they ever be, definitive on how an Examiner should undertake a test or view a specific manoeuvre.

However, and despite these concerns, I believe that the new booklets go further in giving guidance to Examiners on what they should be looking for and how to judge a manoeuvre. EDMAC requires that before any RC pilot goes solo he must have passed the "A" test so I have summarised the main changes and important issues that have been highlighted by the BMFA for the Fixed Wing "A" tests only. At a recent BMFA SE AREA meeting I had the opportunity to question the South East Area Chief Examiner on the issues and where a particular point needed clarification, (for me at least) I have included his response.

It should be remembered that every Club has its own set of Field Rules as well as having established, over the years, a pattern for taking the Tests. Two prime examples when taking a test at EDMAC is that

• all circuits are to be rectangular and
• the "figure of eight" is to be two touching circles as indicated in the 2007 BMFA Handbook, with no straight lines between the circles

To remind all members the objective of the "A" test is - to paraphrase the BMFA - "a measure of flying ability which may be equated to a safe solo standard of flying". This statement does not mean that a pilot who gets round the course will receive a certificate automatically. He has to demonstrate that he is a safe pilot and one who the Examiner would feel that there would be no criticism of him if he were to award this pilot with a certificate. I am frequently asked what are the main criteria that I look for when examining an "A" test. The answer is a simple one, which is that the pilot has to be able to demonstrate that he can fly in a straight line at constant speed with very little variation in height, at approximately 30 mtrs from the ground throughout the test. If this can be done then the pilot is a long way down the line to getting an "A" certificate.

So now to the main points that the BMFA have decided that all student pilots should conform to when taking their "A" test.

THE WEATHER.

In discussion with the Area C.E. he stated, "regardless of the weather conditions the pilot must still show that he has good control of the plane". Further discussion confirmed that Examiners should NOT make allowances for wind gusting which may be used as an excuse for height variations; it is the pilots decision to take the test not the Examiners, and as such if the pilot does decide to go ahead in windy conditions then he must feel confident that he can fly "straight and level at a constant speed". Examiners should not be placed in a position to judge whether the variation is the result of wind changes or pilot control issues.

HAND LAUNCHING.

At EDMAC we require all pilots taking the "A" test should take it on a plane that is capable of taking off under its own power. We consider that as this manoeuvre is one of the most difficult that an aspiring pilot has to perform, he should demonstrate to the Examiner that he could undertake it without any danger to other pilots.

HEIGHT & SPEED.

I have already commented on the height that an "A" test should be performed and how important it is for the pilot to be able to demonstrate that he can fly straight and level without noteworthy variations. Speed is also important. Too fast and the pilot will find great difficulty in completing the manoeuvres as the faster the speed the less time there is to think about the next manoeuvre. Too slow will find the pilot having to struggle to make the manoeuvres look good as low air speed can cause height variations, which may be enough for the Examiner to fail the candidate. The Examiner will also be listening and looking at the pilots throttle management. For example it is impossible to fly the figure of eight without using throttle. If no attempt is made to adjust the throttle this is now a reason to fail the candidate. The BMFA now state that the combination of reasonable height and good use of throttle should mean that the model would be flying at a constant height throughout the test. The Examiner is asked to note if the height flown varies significantly. Slight (note slight) variations in height and positioning are not cause to fail a pilot (on the "A" test only) but may be one of the contributing factors he will have to take into account when deciding whether or not to award a Certificate. Very poorly flown lines or height are sure sign that the pilot hasn't practiced enough and this is a valid reason to fail an attempt.

POSITIONING.

It is a requirement that all manoeuvres are carried out in front of the pilot, which clearly indicates that the model will be crossing in front of the pilot (e.g. the figure of eight) just beyond the take off & landing area. Examiners will be noting if these lines are consistent. On the "A" test the Examiner can give more latitude on positioning than when examining a "B" test. "A" pilots should not assume that a cross over which is widely varying will be acceptable

CONTINUITY.

Although manoeuvres are set out in such a way that they can be flown sequentially this is not necessary, indeed it is to the pilots disadvantage to try and fly them in this fashion. Re-positioning circuits can always be made BUT remember that they should be flown as a proper rectangular circuit and that the Examiner will still be watching out and marking for constant height, safe speed and reasonably accurate positioning of the plane.

TRIM.

This is a matter that we haven't given enough attention to in the past. It is now a requirement that the pilot should be able to demonstrate that he can re-trim a plane should he take to the air with the plane out of trim. The Instructor must now ensure that all pilots can re-trim a plane. There is ONLY one way to trim a plane without losing control and all members should adopt the correct procedure. I still see experienced pilots incorrectly trimming a plane and am concerned that the student pilot may adopt their bad habits. The Correct procedure is to trim for Elevator; Ailerons and finally Rudder in that sequence. How you trim is to hold the plane in a straight and level flight pattern using the right stick and then slide the LEFT hand over to the right stick to adjust the trim on the elevator and then aileron using your thumb. DO NOT attempt to adjust the elevator or aileron trim using the right hand as this will involve you releasing control of the plane which may - as gravity dictates- plunge to the ground and give you some considerable heart problems. Finally adjust the Rudder, again using the left hand to eliminate any yaw in the models flight. Test the trim by giving it the "hands off " treatment.

REPEATING MANOEUVRES.

If an Examiner sees a minor fault he may ask for that manoeuvre to be re-flown within the test, but this is a judgement call by the Examiner. What will not happen is for the candidate to be frequently asked to repeat manoeuvres to get it right. The test is a test, not a practice flight. Examiners are asked to be cautious in asking for repeats to be taken as this can degrade the value of the test. Any candidate can have two test attempts in any one day, however if in the Examiner's opinion the candidate would benefit from coaching then this can happen should a suitable plane be available. A second test can be taken the same day after the coaching.

DESIGNATED LANDING AREA.

Both power on and deadstick landing have to be performed within the designated landing area. At Epsom Downs the student pilot is expected to land on the existing strip. The plane must touch down within the designated landing area to conform to the test requirements. Off strip landing is a fail. When undertaking the deadstick landing the pilot should only be concerned with getting the plane onto the landing strip, into wind, without worrying themselves about undertaking a rectangular landing circuit.

Finally this article deals only with the latest recommendation made by the BMFA to Examiners and I pass them on to all aspiring solo pilots such that you get as good a chance to get your "A" certificate as you can hope for. For descriptions on how the manoeuvres should be performed do see your 2007 BMFA Handbook, indeed you will have to confirm to your Examiner that you have read and understood the Handbook contents which are relevant to the "A" test. It gives much useful advice on the way to perform the manoeuvres to obtain the approval of the Examiner. Remember you have to show your Examiner that you are proficient to fly your plane; if you fly the manoeuvres according to the Handbook and conform to the above requirements then you will surely get your coveted solo licence. If you have any issues regarding this article do speak to me for clarification or advice.