The B Test Thread

Mike you are quite correct that it is not an aerobatic competition and the moves do not have to be perfect (Just as well or i would have failed )
They do need to be flown in a controlled and safe manner, anyone interested should have a quick look at the examiners notes in the handbook as this will give them a good idea of what is expected
As for flying a sequence that is down to personal preference, I certainly found it easier to do it like this, whilst you are allowed a caller it is far easier if you know what is next
Alan
Some moves will have to be flown crosswind as it states they have to be in front of the pilot, but it also states that the examiner will discuss this with you before the flight starts

MikeSeale wrote: IMHO, JRI's post about practice and the aresti schedule to go with it make it sound like an onerous task..

I have to disagree with you there Mike, if you don't follow a fully worked out pattern schedule then you will probably run out of fuel before completing all the required manoeuveres; and will look incompetent for performing a safe and controlled public display as you scrabble to re-position the model for the next manoeuver (which IMHO is what the 'B' certificate is all about). Also there are/were requirements about where the manouvers are performed (usually around the center line) and how big and accurate they are. I think the BMFA handbook rather simplifies the task and a candidate needs to discuss the expectations with the examiners well before embarking on the examination.

A useful read if you are interested in taking the B Cert

I was attempting to encourage people to have a go by pointing out that the B certificate is not a test of your aerobatic prowess and that you do not need to learn Aresti diagrams. I think that most of our members will be put off by your posts. Perhaps Jon can set the record straight?

MikeSeale wrote: I was attempting to encourage people to have a go by pointing out that the B certificate is not a test of your aerobatic prowess and that you do not need to learn Aresti diagrams. I think that most of our members will be put off by your posts. Perhaps Jon can set the record straight?

I think it would be fair to say you are both right Mike. You are correct that it is not intended to be like an aerobatic competition flight and a fixed schedule is by no means necessary.

However John also has a point in that flying a repeatable schedule, in my opinion, will help when it comes to the test, as you will not have to worry about what to do next and how to get into position for the next manouvre during the test, as you will already have planned and practiced it. That is not to say you have to copy John's schedule, I think that is just his suggestion in order to assist.

I suggested to Chris that he worked out his flight pattern so that each time he practiced, he did it the same way, he tried it and it worked for him. During the test you don't want to be worrying about how you are going to get from exiting one manouvre to the start of the other, pre planning removes this issue, the flight will seem more familiar and should make the pilot feel more relaxed about the test.

End manouvres can be whatever you want, reversals, 1/2 cubans etc or just 180 or 360 deg turns, it doesn't matter.

The side benefit of preplanning your flight is that it is likely to appear much more in control and planned from the examiners perspective and fundamentally this is what the examiner wants to see. It is more about being in control and being safe, than it is about precision of the manouvres, they obviously need to be of a reasonable standard but certainly not perfect.

Having said all of the above, if the pilot just wants to wing it on the day, that's their choice as long as they can demonstrate the required standard.

Initially the pilot just needs to practice each required manouvre individually until they are comfortable with all of them, after that is when you would think about stringing them all together.

Hope that helps.

AlanF wrote: I would like to have a go at the B this year.
Judging from my attempts on Sunday getting an accurate exit from a 3 turn spin I have much work to do

First question(s):
The Schedule talks about loops and rolls being performed into wind or down wind etc. Do we establish a flight-line depending on the wind direction or can we fix a flight-line parallel to the runway and perform loops and rolls crosswind?
Can we choose?
At what point is the flight-line established?
Is the order of maneuvers fixed?

Hi Alan

Due to the restrictions of the field, we would set the flightline up and down the field as we do for normal flying, which means you could end up flying in a cross wind if that is the wind condition on the day. One of the fundamentals of the test is to establish a 'crowd line' which if crossed would be an instant fail, this is due to the test being to ensure the pilot would be deemed safe to fly at a public event. Obviously at a public event, show or competition, you would have a fixed flight line irrespective of wind direction. For Cashmoor it is sensible that this would be our normal 'dead line' in line with the pilots box.

If on the day of your test the wind was a severe cross wind, you would probably elect not to take the test on that day and wait for better conditions. If you were at a public event having passed your B and you weren't happy with the conditions, I would hope that you would make the same decision.

On your other question, according to the rules, you have to pass the A before the B but can take them both on the same day.