For those of you thinking of moving up to the "B" certificate our resident examiner Graham Fox has kindly submitted the following guidance.

Now you have got your “A” you might be thinking do I really need the B? Why should I bother to get it, it is only for display flying. You would in actual fact be quite wrong the “B” is far more than that. 

The B is a necessary tool for your future flying, it allows you to fly models over the 7kg limit, at many competitions and at other events. I also think that it is a big achievement which brings up the standard of flying within the club. 

The first thing most people ask me is "what model do I need?" The B is NOT about precision flying, but it is about “a good standard of flying”.

Just about any model will do the B even a standard “40” trainer. My personal preference would be a mid to low wing around 40-60 engine, but it could also be flown with an electric powered model. 

I personally will not take the test if someone turns up with a “3D type model” such as a hype/cougar, this is because the roll rates are far to fast, and they don’t tend to spin that well either.

The Black Horse Twister or an Acrowot will do it very well, and I would be happy to do the test on these models.

Now we have the model, what we need to do now is to try to make sure that it has got a reliable engine and fuel system, we don’t want dead sticks in the test. This does not give the examiners the right impression, it shows lack of preparation and could contribute to a failed test.                        

We will assume that the model is reliable, and well set up (not so twitchy that it is hard to fly smooth). Once you have a model like this, the serious flying/ practice can begin. 

The test will be conducted by two BMFA examiners, one will be the lead examiner for the test. You are allowed two attempts in one day.

What we as examiners are looking for is a good attitude towards safety, for me this is the most important thing about the B.

We are also looking for quiet confidence, that you know what you are doing, and  also the reasons why. 

We will give you a second attempt at any manoeuvre if you have got it slightly wrong and think that you can do better.

We will not however let you have repeated  attempts at getting it right, if you don’t get it right after a couple of goes we should land and try later.

My personal view is that “if” you are having trouble with one particular manoeuvre we should land and see why you are struggling with it.

If we can resolve it, say with a quick flight (this time NOT on test), all well and good but it may be apparent that you have just not put in enough practice, and then I would say that some extra coaching will be needed.

As examiners we are here to help you get your “B”, we will try to help you in every way we can, as examiners we had to do the “B” twice!

The test starts with, carry out pre-flight checks as required by the BMFA safety codes. What I am looking to see is that you have a good look at your models hinges/linkages u/c and engine. And don’t forget the prop it may have been chipped on the last flight.Also make sure that the radio is in full working order.

Next get the peg (even if you are on 2.4 GHz) and check that you are safe to start the engine.

We will be looking at all aspects of your start procedure, a tidy pits area with no starter cables in the way, and the model is restrained properly for starting. One point that is very often over looked is that an unsafe flight box may be a reason for a failed test. 

As examiners be aware that we MAY stand in line of the prop, just to make sure you are watching !

You can ask your mate to help you carry the model out once you are ready to take off.

We will expect you to do all your normal procedures such as making sure that it is safe to go onto the runway. I will look to see if you call “on the field”.

Once on the runway have a good look around to see if you are clear for take off.

When you are air borne, I will allow you a couple of circuits to compose your self, and if you need to re - trim the model you can do so. 

The first part of the test is to fly a left (or right) hand circuit and over fly the take off area. We are looking for a height of say 100 -150 feet. Not too high that we can’t see it, and not too far away on distance, 80-100 yards out will be the centre line for the test.

Speed is also a big factor; we don’t want to see the model flown at full throttle, about three quarter power is just about right.

If the pilot fails to use the throttle correctly; e.g. not reducing power once we have taken off and flying the whole test flat out, this could lead to a failed test. 

Next is the figure of eight, the same sort of height and speed as before, we will need the cross over point in front of the pilot.This will need to be flown more accurately than in the A test. Both parts of the 8 should be the same diameter.

With the 8 people make the first part too big and then try to rush the second part. This can be a problem, try to keep the circles tighter than in the “A” as we are not looking for a “lazy 8” 

Next fly into wind and complete one inside (normal) loop, again we are not really looking at how round it is, only that you can get round it. There should be little deviation on heading, perhaps a few degrees off line.

The size should be roughly 40- 50 feet in diameter, this is one reason why we don’t like 3d type models as they can loop in there own length. The loop will finish at the same height as you entered. This is the same for the outside loop.  As in the”8” try not to make it too big, you might find you run out of power at the top. 

The outside loop is to be flown down wind; I would like to see you gain some height as this is to be flown from the top. The size and speed as before in the loop. We are looking for the proper use of the throttle, closing it on the way down, and using full power to climb back up to the start of the outside loop. 

Next complete two consecutive rolls into wind, at the same height and speed as you were for the circuit flying. The rolls are to be “slowish” we are looking to see some down elevator inputs when you are inverted. We don’t want slow rolls the length of the field, or that fast you lost count of how many you did!

There should be no significant deviations of heading a few degrees is acceptable

If you are happy using rudder in the rolls fine, but it is not mandatory in this part of the test. 

Complete two consecutive rolls down wind, with the opposite direction of rotation from the previous rolls. The rolls should look similar to those you completed in the manoeuvre before. Complete a stall turn either left or right. The model should be flown at full power and as it reaches 100 yds or so past the pilot the manoeuvre will begin, it can be left or right depending on the wind direction. The manoeuvre should be made AWAY from the flight line.

The vertical lines should be near to vertical, and should be around 2- 3 seconds up and down. (Dependent on engine power for the up line).

To complete the task the model will return on the same line past the pilot, and at the same height and speed as was on the entry to the stall turn. 

Now we need to complete a 3 turn spin, we will again allow you to get some height. The spin should be performed into wind and in front of the pilot.

The spin may not be a spiral dive as this will not be accepted. (If after 2or 3 attempts and the model is very reluctant to spin.  It will be accepted that the model will not want to spin, and a spiral dive /spin will be ok). 

The spin starts with flying into wind and closing the throttle, at the same time adding full elevator. This will slow the model down to the stall speed, watch which wing stalls first then add full rudder to the same side as the wing has dropped. You might need to add a small amount of aileron to get it spinning. Once you have done 3 turns neutralize all of the controls to safely recover into wind. 

Fly a rectangular landing approach and over shoot from below 10 feet (yes10 feet). This will be an aborted landing and NOT a low pass. We will be watching for appropriate use of the throttle to maintain the correct height and speed, appropriate for a landing abort. Once on finals, a warning shout of ABORT must be made.

Be aware that more than likely, we will be doing the test with other models in the air at the same time. We do this so as to be completely sure that the candidate is up to the standard needed. 

Fly a rectangular circuit in the opposite direction at no more than 40 feet, height and speed to be constant, say half to three quarter power. The turns should not be too tight, but rounded and smooth. 

The last flying part of the test, fly a rectangular landing approach and land. The wheels must touch down within the pre designated 30mtr landing zone. You can touch down and roll out of the boundary, this is ok.

Remove your model and make sure that it has a post flight check; I have seen many overlook this, as they are thinking about the dreaded questions. Sometimes I have seen people that nervous that they don’t return the peg. 

The questions:

To many this is one reason why they don’t have a go at the B ! It is only 3 more questions than the A.

All the questions will be about safety and there won’t be any trick ones at all, the funny thing is that if you have been flying for some time you will more than likely know most of them any way.

Most of them are common sense, and you probably use them at every flying trip. 

The main reasons for a fail:

I would say lack of practice and preparation.

Sometimes nerves, but if it gets that bad I will abort the test until they are more composed.

Make sure you have a new plug in your engine and it runs well at all speeds.

In the test you will be running at part throttle, so a good clean pick up is important. 

The general circuit flying, most people think that I don’t need to practice that, but smooth consistent height circuits are quite hard to achieve. We are looking for smooth turns, not the bank and yank type. One point to watch out for is that, once you have started any manoeuvre, try not to rush through it, just calm down slightly and it will all come together. I find it more pleasing to see slightly slower manoeuvres that are well flown. 

The questions will be a problem for some, but as I have said before, we are not going to trick you, but brush up on ANO 73 and 74, also cap 658 as these are bound to turn up at some point.

Also remember that we fly on a public park and this has its own particular set of rules. We must never forget that the general public are able to go where and when they please. Some times where we don’t expect them! 

So there you have it how to pass the B. Yes it is hard. But it is achievable with the right model and some practice 

Brush up on your BMFA safety codes and you soon will have the B certificate in your trembling hands!