Thoughts after taking an A-test.

[Mike.K 60]

I thought it might be of some interest to others to read about my very positive experience of working towards and taking my A-test with CAMFC.

Some of my modelling background here then. Back in the 1970`s, I started my modelling journey with the encouragement of my Father. We had hooked up with several other local modellers through my Fathers links with the construction industry. Two of his business contacts were keen RC flyers. Father was an architect, Geoff Swafield was a quantity surveyor and Brian Kilner was a building company director. The three of them decided to set up a new flying club based on the open and accessible games field behind the Riddlesdown Secondary School. Father became founder Hon Sec, Geoff became Chairman and Brian was Treasurer. I assume they sought permission to fly from that field from the authorities. That was back in 1972 and I was about fourteen at the time. The field was large and flat and proved ideal for the purpose. New members were quickly accumulated and we forged strong links with the Epsom Club. Seemingly the favoured model flown was the Super 60 trainer which was often powered by an HP.61 and modified to have an aileron wing with little or no dihedral. Radio gear was frequently 27Mhz Skyleader Clubman in four or six channel format and servicing, radio and spare radio parts were easily sourced from Skyleader who occupied part of the control tower at Croydon Airport. Our local model shop was in South Croydon where the lovely Ted Setterfield operated Heset Model Supplies. The second local retailer were the Hooper brothers who had a high street shop in Caterham on the Hill. The Hoopers were heavily involved with the Caterham MFC and our James remembers them well.

The tenure behind the Riddlesdown school didn`t last long. Inevitably noise issues killed use of the site. A move took us south to a field behind the then Noble Lowdes(?) Insurance company playing field between Hamsey Green and Warlingham. Essentially, the field was little more than a quarter of a mile further up the road towards Warlingham from the current CAMFC meeting venue at Trenham Drive. The field was closely bordered by trees which we hoped would control noise issues. Sadly not. About a year after taking occupation, we were on the move south again to a field immediately next door to the now Knights Garden Centre.  Again noise got us, a court case ensued and was lost. Off we went again. This time to another enclosed field half a mile east of "The Bull" on Chelsham Green. Within a few years the field was lost due to the local owner wishing to change its use. That was around 1979. Father and I dropped out of the modelling scene for a couple of years due to having taken on the mammoth task of building a house. I was soon to move away from the area to pursue a career in the PR, marine and aviation industries. Sadly, becoming married, having children, getting divorced and following other interests took me away from modelling for around forty four years. Father has kept his links with the Riddlesdown Club and I have indeed joined it once again. Now flying from a site below Edenbridge, the site is some sixteen miles distant from my current home at Warlingham. That journey doesn`t sound far but for me, it is a fair hike in a car which I don`t enjoy due to having a collapsed and herniated lower lumbar and raging sciatica down my right leg. Pain levels become uncomfortable and that trip to the site and back is not nice. It suits me better to be a CAMFC member which is just ten minute journey. My thanks go to Rob Newman and our wonderful Emma for roping me into CAMFC in April 2018.

Problems with my ailing Father meant I didn`t do much flying in 2018. I built a 47" Mini Super with which I infrequently staggered around the Fickleshole skies re-learning basic flying techniques from forty four years ago. It has been a steep learning curve. Whilst the flying came back easily, I had to get my teeth into electric power and the advancements of 2.4Ghz radio technology. I soon learned that the hobby was far more regulated than it was forty years ago and the emphasis was on safety and the latest Dft/CAA requirements. It quickly became obvious that gaining an A-test was a vital part of modern day model flying requirements both from the legislative aspects and to ensure maximum safety at flying sites. If I wanted to progress the hobby, then I had work to do.

Having satisfied the Club Committee that I could fly to BMFA and local Club rules, the A-test learning curve began in April this year and in May I piled the flights on to gain the experience necessary. In addition I boned up on the 23 BMFA oral questions together with our local club rules and also studied the BMFA handbook and the CAP658 CAA publication. As much time and effort went into that as attempting to learn what was required for the practical A-test flying examination. As far as the oral questions were concerned, committing them to memory really wasn`t difficult for me but one did have to pick out the operative information contained therein. To achieve this I read the questions on a three times daily basis for about ten days before the test, but most importantly, wrote it all out by hand on four sheets of A4 paper. This learning technique was taught to me at a CAA licensed training "agency" ie Brunel Technical College in Bristol between 1993 and 1996 where I studied for Licensed Aircraft Maintenance Engineers certification under Section A8-20 of the Air Navigation Order. (As an aside, the nick name of the didactic Head of School was "Ponchas the Pilot"!) Manually writing out all those questions by hand helps the brain absorb the material into the "Ownership and Possession" part of ones brain. Once you mentally take ownership of the material, then it is more likely to hit and stick to the little grey cells. Writing things out on paper by hand helps focus the mind and provides  you with a regular "refresh" by quizzing yourself when coming up to examination time.

The human brain is fully capable of achieving a good degree of retention provided you are interested in the subject and are capable of holding and compartmentalizing information. Carried out in a relaxed fashion, learning need not be difficult and it can be quite surprising what you have retained even years after you did a cramming session. At Aero School, I soon found myself developing a sharpened mind which seemed to open up and become more absorbent the more I studied. So with the A-test oral material, I found I enjoyed learning and that gave me the confidence when it came to oral examination. It pleased me greatly to answer the questions from Trevor and only on a couple of occasions did I have to dredge deeper through my mental filing system to come up with an answer. I always regard my own mind as infinitely expandable but operating in a slightly clunky fashion similar to lap top running Windows XP......it gets there eventually but that is sufficient for the purpose!

As far as the A-test flights were concerned, I was operating at a level of less than full confidence. On the Sunday before the test, I was confident of a pass under coming test conditions on the Tuesday. I`d flown reasonably well in front of around twenty club members that afternoon and managed three consecutive dead stick landings on the pitch. I felt good and happy and was clearly primed and ready for the test. Next day (Monday) the wind had dropped to nothing and any that there was came from the North West rather than from the East. I knew that landings would be faster than on Sunday and that I`d have to work a bit harder to set the model up for the finals approaches between the two trees at the Biggin Hill end of the landing patch. I managed a couple of good flights but on my third landing l lost concentration for a moment and caught the model on the lower bough on the right side of the huge model eating oak tree! The Ultra Stick lodged in the tree for a couple of seconds before dropping flat to the ground. The damage to the tail, a wing tip, a wing leading edge and a displaced wing/fuselage mount was enough to cause me nine hours of frantic repairs and a consequential loss of built up confidence. Next day, I flew a test flight to confirm the model was good again but I certainly had the jitters. I could have cried off taking the test but I decided to continue regardless. (Get back on the horse that threw you attitude.) I`m a pretty emotionless person and refused to let the tree incident get a strangle hold on me. Never the less, my flying no doubt showed signs of nervousness. Trevor was the examiner and was typically he was his usual encouraging self and showed sympathy for my dose of jitters. I was chuffed to bits to hear I had passed the test and on the way home bought a chilled bottle of Pinot to enjoy in a deck chair on the patio. In the afternoon, I fell asleep, rather exhausted but very happy.....

Saturday saw me attend the Sevenoaks fly in/barbecue. I flew three flights and began to feel the confidence return. It became obvious that the more elapsed time and the more flying I put in between the tree smash and my later flights, the sooner I would begin to forget about the incident. I know that almost everyone finds that oak tree at some time so the best thing to do is just put it down to experience and laugh it off. These things happen.

The A-test examination occurred fairly quickly for me. I had the advantage of learning to fly models when still a teenager. Even forty years later, the skills had stayed with me and just needed polishing up again. I suppose the run up to the test took me about six weeks and in the final week I attempted to fly almost every day dependent on suitable weather conditions. At all times I was conscious that the Club had given me the total responsibility of my own actions which included adherence to CAP658, the content of the BMFA guidelines, BMFA questions and also those local rules of our Club. Trevor Searle who kindly nurtured my journey towards the test was consulted when ever I required advice and I listened intently to his advice if I was seen to have strayed off the track. I`m immensely grateful for his quiet, careful and watchful tutelage and his regular appraisal of my progress. As a pupil it is important that one listens to ones mentor and then takes the steps necessary to advance to the next stage or correct errors in procedure if they become evident. Trevors` unflappable temperament instills instant confidence and I can`t thank him enough for his time and efforts on my behalf. 

As I was a returning flyer after a 44 year break, I surmised that my reappearance on the modelling scene would probably be at a low intermediate level. That recognized, I began to look for a suitable air-frame for the A-test training regime. Knowing that I would need a tough model and one that I could easily repair myself, I discounted most of the ARTF/PNP foamy offerings. They can look a dreadful mess after multiple repairs and in any case, I really don`t seem able to bond with a model that I have not built myself. I was looking for a laser cut ply and balsa model that was capable of absorbing a huge amount of punishment on the lead up to taking the test. In my internet search, the Hanger 9 Ultra Stick 10cc quickly gained my interest. Whilst the H9 kit is ARTF,  there was enough work needed from myself to enable me to bond with the model and make it "mine".  Now having six of these models, some of which are scratch built copies, I can usually build an H9 kit example in abut nine hours. That the US was a product off the design board of Ali Machinchy gave the model some serious credentials. Sales videos confirmed that the model could be used as a benign advanced trainer but could also operate as something akin to a flying witch on a broomstick. There was no opposition or competition really. At £207 delivered from Als Hobbies (Ali Macs`  fathers model shop in Milton Keynes) all that was needed to complete the kit to flying condition was the power system, radio receiver, suitable Lipos, an ESC and six standard servos. In my case, I asked George Worley at 4-max to spec and supply the power system.  George sent me a 70a ESC, a 5065-420Kv motor, a 3700mAh lipo, a 14x8 prop (15x8 found to be better) and a motor program card. That package came out at around £270 so it wasn`t particularly cheap. Savings could be made by buying cheaper gear or going the i/c route with a .60 size or larger two stroke glow motor.

Would the Ultra Stick be suitable for a raw ab initio student pilot? Perhaps not.....a new flyer really needs a couple of cheap and cheerful PNP models on which to cut his flying teeth. I`d say for a beginner, he really needs a relatively valueless model that can be bashed and smashed without fear of having to find over £200 each time the model gets hit hard enough to make it a bin bag job. Training thrills and spills can and do happen! There are plenty of cheap trainer models around and the possible the demise of a cheapy shouldn`t cause too many tears before bedtime. My suggestion for a newbie pilot would be to take advice from his tutor in respect of selecting a low value tool to fly until basic flying skills are attained. Once that is achieved, moving onto a more expensive model such as the Ultra Stick could then become a sensible progression.

A newcomer to the hobby is almost certainly best taught using a buddy box lead and two similar linked transmitters. Once a reasonable standard of proficiency has been reached, then I believe it is essential that the the newbie flyer gains flying time off the buddy box system. It is one thing flying with a tutor having master control with one transmitter and the novice being on the end of the buddy lead with the slave transmitter. It is quite another thing flying off the buddy box system as one progresses to flying solo. As a newbie progresses to flying solo, he should also have studied and taken on board the contents of CAP658, the BMFA guidelines and questions and the local club rules. At our Croydon Club progressing to a level of basic proficiency leading to the A-test allows the novice flyer to fly off the buddy box system as part of the learning curve once reasonable proficiency has been reached. At other Clubs, the regime is not so helpful and one is tied into the buddy box system until the day of the test. I don`t think that is particularly helpful as it could come as something of a shock to suddenly find oneself off the buddy box in one swift moment. I think our Croydon Club operates an excellent policy of allowing you to fly solo and off the buddy lead before you take the A-test and I`ve been very grateful for that. It has meant that I could visit the Fickleshole site alone and get some true solo experience and practice achieved before submitting to examination under test conditions.

My next target is obviously the B-test. Subject to test flights and confirmation that the model is suitable, my plan is to use my low wing version (conversion) of the H9 Ultra Stick. This is simply a standard 60" Ultra Stick modified by turning the fuselage upside down, correcting side thrust, adding a couple of inches of dihedral and re-locating the landing gear. That is for the future after progressing flying skills to the test standard.

So thanks again to Trevor for his time and assistance. The picture below shows us together immediately after my A-test and was sent to me by Ivan Smith. The other image is of my Ultra Stick low wing conversion which might make a good model for B-test flying.

Mike K