So ..... you think its time for the A test.

[toto]

Given the rollercoaster ride that I have had in my RC modelling journey to date, it only recently that I have managed to gain a bit of consistency due to many reasons most of which are well enough documented on these forum pages.

 

So ..... I have decided to blow my cover ..... yet again .... stick my head above the parapet and very coyly suggest that I am starting to think that planning some logical steps towards sitting my A test are on the cards....... I will stick my neck out further and suggest that even possibly by the end of June or July given the restricted stick time that I manage to get in.

 

I started to look at what's required and was a bit overwhelmed. I started with the guidance videos as issued by the BMFA which I found very helpful. Then ..... in order to make it a bit more digestible, broke it down into the following areas which I could focus on bit by bit.

 

PAPERWORK

 

copies of proof of current operator and flyer ID'S

Copies of BMFA membership and insurances

copies of any online competency tests achieved

 

INITIAL SET UP OF MODEL ON THE DAY ( as witnessed by the Examiner)

 

1. Initial model set up at the field on the day of the test

2. Demonstrating both the CoG and Range test to the Examiner

3. Showing a clear understanding of what should be checked out on a pre-flight check ie, control surfaces, prop and motor security, a suitably charged battery, general model condition etc.

4. Show consideration as to any risks present, wind direction, site specific risks and where possible any mitigation plans undercutting foreseeable conditions.

 

ACTUAL FLIGHT TEST

 

Demonstrate the correct protocol for approaching the runway from the pits and the correct set up on the runway of your model prior to presenting yourself on the pilots stance awaiting instruction to commence the test including any warnings / calls to be undertaken showing the knowledge of your consideration of safe operating procedures with regards to your fellow flyers and other visitors in general.

 

demonstrate or ask for clarity as to the examiners required flying diet of manoeuvres and in which order.

 

POST FLIGHT REQUIREMENTS

 

utilising the correct protocols for the retrieval of your model on completion of your flight.

Post flight checkover to check for any damage / potential issues with the model especially if its came down hard.

 

Post flight questions by the Examiner and debrief on how the flight went, any issues and feedback to your examiner on why you maybe took certain actions at specific stages.

 

So ....... I think I am going to book out some time with my area Examiner whom I know from my local club.

 

I may take parts of the above and see if he will take me through mock tests on each part of the jigsaw until I am confident enough that I can pull it all together ........... that's the plan.

 

I dare say that there are other functions that I have miss3d in the above but will identify them and put them into their relevant place.

 

Some of the above can be done in tandem with some of my flight sessions.

 

Time to get the show on the rather bumpy road. ..... watch out ........ I'm coming through

 

Toto

 

 

 

[Ron Gray]

Rather than write your own, use the BMFA's A Flying Start

[GrumpyGnome]

In my view, the vast majority is common sense, and you have probably observed much of it.

 

As Ron says, read the BMFA stuff and have conversions with your instructor regarding the flying, which can, of course, ONLY be practiced at the flying field. E.g. you'll need to demonstrate safely changing direction, but not a 'procedure turn'....

[PDB]

I found this very helpful https://youtu.be/_pWP0lnWANs

[toto]

Thanks PDB 

 

I've been watching this already and find it a great guide.

 

A couple of things that are not shown are ....

 

Demonstrating to the Examiner that the battery is fully charged before commiting to the flight. He mentions the transmitter battery but not the main model battery.

 

A C of G demonstrating to show the model is balanced correctly and a range test to confirm the connectivity of transmitter and receiver signal strength.

 

I think he done well mentioning the I side of the fuselage equipment ..... servos links etc but no mention of the condition of the velcro battery harnesses. Could be worth a mention as well as the condition of the hatch fastenings.

 

It is a good video as it covers about 95% of what's needed which gets you into thinking of the entire procedure. A great starting point.

 

Toto

Edited May 13, 2024 by toto

[Peter Jenkins]

Toto - download this.  This is the bible for the A Test.  The video is fine but this, in conjunction with A Flying Start, is what you need to read to get what the Examiner will be operating to.  I should say, what the Examiner should be using but I know of some Examiners who still seem to be using the 2010 Handbook on the A Test and there have been some changes since!

 

There is no requirement to demonstrate the CG since you will be flying a well flown model for the test.  As I say, the Guidance Notes, the BMFA Handbook (also to be downloaded for the latest version from the BMFA website), are the key documents.  That will tell you that the fail safe must also be demonstrated.  But the references cover every thing you need.  You do not need to make up your own check list.

 

Don't forget that the Examiner can ask additional questions on the Mandatory Questions and can choose to ask questions based on local club rules.  It is not true that if you have passed the Competency Test then all the questions are just on local rules.  Again, the Guidance Notes will cover all of this.

 

Good luck but you really don't need luck - just practice.  The more you practice, the luckier you get!

 

Peter

[toto]

Thanks Peter.

 

Apparently there is a BMFA test online that if you pass ( and take the required paperwork to evidence to the Examiner on the day ) then this covers the 5 legal questions that you would otherwise need to answer in addition to the other 5 other questions.

 

I will be looking on the BMFA website and nailing that upfront of the exam.

 

Toto

[Peter Jenkins]

Yes Toto, it's called the Registration Competency Test and it's here.  You should not normally be asked any further questions on the Mandatory Questions BUT the Guidance Notes cover what questions should be asked.  See pages 23 and 24 of the Guidance Notes for the Fixed Wing tests.  The last sentence is what I am referring to.

[toto]

Thanks Peter .... just sat and passed it.

 

You get a funky wee certificate too. ..... now the the guidance notes ....

 

Ticking the boxes one by one.

 

Toto

[toto]

Had a call with my Examiner who is based in my West Calder Club and organising some mock sessions on the pre-flight checks etc. He's more than delighted to take me through this part of the procedures. .... that should be happening soon.

 

Had a further chat with my mentor and we shall be starting to incorporate both figure 8's and dead stick landings into the mix as well. This weekend if all the stars align.

 

The bigger picture is starting to form and come together.

 

Toto

[john stones 1 - Moderator]

I like a man who makes a decision and then gets stuck in Toto, don't forget to enjoy it. 👍

[toto]

Hi John,

 

I have to. The whole thing could just drag on unless I drive it. My flying skills are coming on leaps and bounds but it's not down to my mentor to take the overall responsibility for my progression. He is doing a great job getting my flying skills kicked into shape, I need to own and drive the rest so that the theoretical and ground handling side of things are progressing at the same pace culminating in a candidate that's ready to go for it.

 

I'm confident that things will gel towards booking the A test for this summer. Maybe a bit slower than some but that for me hasn't been an issue. Simply progress at my pace with a patient mentor has been my driver. .... the pace is now gathering a head of steam.

 

Toto

[toto]

So ..... after making such a bold statement ........ I go to the field with all sorts of expectations running in my head based on a few weeks with some success. ..... and fall flat on my backside with some dreadful take offs and a couple of dodgy landings. ...... nothing critical ..... but never the less ..... some procedures that up until now have come pretty natural ( almost ) ...... so imagine the disappointment when I realised that a certain amount was maybe beginners luck.

 

Don't get me wrong ..... the landings and take off's still went without incident... or damage .... but not as convincing that what had went before. It just goes to show that it can fall apart anytime.

 

The morale being ..... don't get complacent. I'm not too down hearted as I know I can do it ..... just need more practice to get it back.

 

The A test target is still on ...... next week .... the landings and take off's will return ....... and the procedure turns and figure eights will bite the dust ....... just part of the curve ...... 

 

Keep on keeping on.

 

Toto

Edited May 18, 2024 by Martin Harris - Moderator
(Badly) disguised poor language edited.

[Peter Jenkins]

Don't worry too much, as we all have days like that. The thing to learn from it is that you only master a task by mastering it every time you perform it.  That means planning, focus and concentration.  Miss out one of those and you have a problem!

[Martin Harris - Moderator]

One thing to add is that as you progress, your self-assessment skills improve and you may feel that you’re standing still or even going backwards - whereas you’re actually making steady progress. 
 

By the way, you might notice that I’ve edited your previous post.  The language wasn’t particularly offensive but you attempted to disguise it with a wild card character.  That’s against the forum’s code of conduct - if you feel the word may offend then find a different one!

[toto]

Apologies ..... I should no better ...... Post with a beer or three and you loose your inhibitions. ..... fair edit. In future .... it will be big bear bottom..... ..... if that's printable ....... said with tongue in cheek..

 

Cheers Toto.

[PeterF]

One thing I would suggest is to ask your examiner to demonstrate the A test to you. I am an area chief examiner and find this can be really helpful for both A and B candidates. It is one thing looking at videos and reading texts and trying to understand these, but if I fly what is required in front of them, they can see what is expected and there is no confusion.

[Peter Jenkins]

13 minutes ago, PeterF said:

One thing I would suggest is to ask your examiner to demonstrate the A test to you. I am an area chief examiner and find this can be really helpful for both A and B candidates. It is one thing looking at videos and reading texts and trying to understand these, but if I fly what is required in front of them, they can see what is expected and there is no confusion.

That's exactly what I do as well but I'm just a humble Club Examiner!

[Don Fry]

Toto, you are running true to normality. You are learning and relaxing, and just getting a warning about relaxing. Concentrate, advice given, and listened to, but I predict you will destroy an airframe within a few hours of passing the A test. 
The crash starts, with the thought “how difficult can it be to ( pick your manoeuvre ), and it goes down hill, from there. We all do it, look at accident rates against progress in any skill.

Dunna worry

[toto]

As a general guide, how long are you actually in the air when taking an A test ? I'd think it can't be that long maybe 5 minutes.

 

Toto

[Peter Jenkins]

The answere Toto is as long as needed.  You don't have to fly it as a scheduld and you could fly a circuit to position as necessary.  Somewhere between 5 and 8 mins I would say.

[Philip Lewis 3]

Also important to note that if you need to refuel (change batteries) then you allowed to do so. 

[Cuban8]

19 hours ago, Don Fry said:

Toto, you are running true to normality. You are learning and relaxing, and just getting a warning about relaxing. Concentrate, advice given, and listened to, but I predict you will destroy an airframe within a few hours of passing the A test. 
The crash starts, with the thought “how difficult can it be to ( pick your manoeuvre ), and it goes down hill, from there. We all do it, look at accident rates against progress in any skill.

Dunna worry

I've never subscribed to the "if you're not crashing, you're not learning etc" philosophy. Would you expect to pull yourself out of the wreckage of a ful size aeroplane every few flights soon after qualifying for your PPL?

A crash teaches you absolutely nothing, except that you've exceeded your current level of skill,  probably by impatience. Learning to fly a model is not like learning to juggle, where one can just pick up the dropped balls and carry on - unless a programme of continuous repairs and expenditure is something that you enjoy. I don't.

Don't expect to crash - plan flights and manouvres and stick to them, most incidents are caused by loss of concentration/disorientation/distraction/over confidence/bad conditions -  avoid the circumstances where you can fall into those traps.

Yes, models will get broken, it's part of the hobby, but for normal sport flying, busted models should very much be the exception rather than the rule.

[Don Fry]

C8, I agree with you, never said crashing is good. Liked the juggling bit, bet when the chuckee gets cocky he tosses some glasses or whatever, it ends in tears, and please note, accident rates of new car test passers,  ppl pilots between 100 and 500 hours experience, or tool users like lathe operators, against hours on the hand swallower.

All told to take care, but knowing better, adopt a flight/work plan plan based on an unrealistic skill assessment, “and it all goes downhill from there.”

[PDB]

Two sessions after passing my A I flew at an unfamiliar site and the landing approach led to the model becoming a shadow which caused me disorientation and I ploughed it into the ground.

 

Had I done my SWEETS properly this may never have happened. For me the euphoria of flying solo after a long time trying to get my A led to some mistakes in the early days.