Club Notices

13 Jun 2019

The Cars, Tanks and Airplanes of WWII

The Cars, Tanks and Airplanes of WWII

World War II, a global conflict that lasted from 1939-45, was among the most far-reaching conflicts in history. The war spanned six continents, involved more than 30 countries, and introduced new weapons and machinery. Nations pushed their best scientific minds to their limits designing and manufacturing equipment for troop and supply transport. The United States alone raised hundreds of millions of dollars through bond campaigns to fund the war effort. Unlike in previous wars, when horsepower was the main means of transport, military vehicles became a key part of the fight to capture territory, supplies, and enemy soldiers. Whether in the air or on the ground, the cars, tanks, and airplanes used during World War II had a great impact on a nation’s ability to successfully campaign against the enemy. As Joseph Stalin said, “The war was decided by engines and octane.”

World War II Cars

If you’ve ever gotten a car title loan quote for a Jeep, you’ve gotten one for a piece of military history. Though the jeep has been in the civilian world for more than 70 years, it was initially designed as a military transport. At the beginning of World War II, many countries still used horses and wagons to move troops and supplies, including Germany. The United Kingdom was the only nation that entered the war with a full complement of military vehicles, including the Guy armoured car and the Bison concrete armored lorry. The United States soon followed Britain’s lead when it came to the use of military vehicles and stopped using horses before entering the war. In 1940, the U.S. Army solicited bids for automakers to design a light reconnaissance vehicle that would later become the jeep. These vehicles moved soldiers and supplies over some of the most difficult terrain in Europe and Asia and demonstrated the superiority of modern vehicles over traditional transports in warfare. Both the Axis and Allied powers used jeeps, whether built or captured, for troop and supply transport.

World War II Trucks

Along with the jeep, trucks played a vital role in troop transport, maintaining supply lines and serving as fire engines. Most of the trucks were supplied by GMC, which built more than 500,000 2½-ton 6×6 trucks from 1940 to 1945. This truck, dubbed the “deuce-and-a-half” by soldiers, was sturdy like a Jeep, but its larger size allowed it to transport more troops and supplies. The deuce-and-a-half also carried tons of gasoline to the front lines, enabling Allied forces to continue to advance without fear of running out of fuel. Germany, still dependent on horsepower at the beginning of the conflict, was unprepared for the speed with which the Allied forces could move troops and supplies. Though they attempted to quickly assemble mechanized transports, they often ran out of gas, which left German troops open to Allied attacks.

  • GMC Trucks in World War II: Discover the story behind the more than 500,000 military trucks built by GMC to support the Allies in every theater of the war.
  • The American Auto Industry in World War II: GMC wasn’t the only supplier of trucks during the war. Learn more about how Chevrolet aided the war effort on this page.
  • Fire Trucks of World War II: Fire trucks are key to troop safety and supply security. Learn more about the trucks that kept troops safe during World War II.
  • Fire Trucks at War: Learn more about the vehicles and men that made up the U.S. Army engineer fighting platoons of World War II.

World War II Tanks

Tanks first appeared during World War I and quickly proved their worth in battle. A modern take on ancient siege engines, tanks protected troops and served as mobile artillery units, while their all-terrain mobility made them ideal for going over ground impassable to trucks or jeeps. That every country that fought in World War II had tank regiments speaks to their effectiveness. Smaller, lightweight tanks scouted locations for troop movement in enemy territory, while heavier models transported key military personnel in safety. The United States, Britain, the Soviet Union, and Germany had the most advanced tanks during the war. The American M-4, known as the Sherman, with its moveable turret and 75 mm cannon, was lightly armored and maneuverable and saw action in every theater of World War II. Other notable tanks from this era include Germany’s Tiger II and Panzer tanks, Britain’s Churchill Crocodiles, and the Soviet T-34.

World War II Aircraft

Aerial warfare existed well before World War II. Hot air balloons were used for propaganda distribution and reconnaissance as early as the Napoleonic Wars, and planes performed aerial bombardments during the Italo-Turkish War of 1911-12. In the years leading up to World War II, advancements in aircraft brought aerial warfare to new heights and illustrated the importance of maintaining air superiority. The Messerschmitts used by the Luftwaffe, the German Army’s aerial warfare branch, were integral to its early victories during the Polish Campaign, the invasion of Norway, and the Battle of France. Allied military aircraft like the British Spitfire and Hurricane gained near-mythic status after seeing action at Dunkirk and during the Battle of Britain and helped turn the tide of the war. Japan’s B5Ns, Zeros, and D3As were used at Pearl Harbor in 1941 in the attack that officially pulled the United States into the global conflict. American planes like the P-51 Mustang and P-38 Lightning were instrumental as fighters as well as long-distance escort planes. The P-38 Lightning was so feared by the Luftwaffe that it earned the nickname “Fork-Tailed Devil.”

World War II History Resources

28 Apr 2019

CAA Drone Registration Scheme


Registration will start in  NOVEMBER 2019 and will result in an online test and fee.
23 Dec 2018

Boston A+ Q&A

Boston Model Aero Club A+ Test Questions

Q(1) What does Article 240 (previously 137) of the ANO state ?

A 'A person must not recklessly or negligently act in a manner likely to endanger an aircraft, or any person in an aircraft.

Q(2) What does Article 241 (previously 138) of the ANO state ?

A ‘A person must not recklessly or negligently cause or permit an aircraft to endanger any person or property.’

Q(3) When flying your model you suddenly realise that it is not responding to you Tx control, what should you do? A Keep hold of the controls in case it is just interference and control comes back.

Q(4) What should you check before attempting to start your engine ?

A Make sure no one is in line or in directly in front of the propeller and the model is secured. Q(5) When setting your fail safe what is the minimum requirement?

A The throttle setting should be set to a minimum of idle

Q(5) You notice that your propeller has a crack in it what should you do re balance or replace ? A replace with a new propeller which has been balanced.

Q(6) You have called a landing and are halfway through the landing circuit when a pilot next to you calls dead stick. What should you do?

A You are to give way to the pilot who called dead stick. When the runway is cleared you may then call landing and complete

Q(7) At what height is it safe to fly over the no fly zone.

A No aircraft at any height is permitted to fly over the no fly zone? Q(8) When can you Taxi to and from the pits?

A never

Q(9) How many flyers can be actively flying at one time at BMAC?

A 4

Q(10) You are flying when you notice a low flying full size aircraft approaching towards the flying area what should you do?

A Call a landing land immediately

Q(11) You notice something fall of your aircraft when flying what actions should you take? A Call a landing Land immediately

Q(12) When should the range check be completed for each model you intend to fly ? A Before the first flight

Q(13) How should you check the control surface hinges are secure and operating properly?

A Gentle pull on the control surface to make sure the hinges are secure in to the wood/foam. On the Tx move the control in the appro direction and watch to see if the control surface moves the correct way.

Q(14) Where is the first aid kit kept?

A in the caravan in the cupboard marked first aid. Walk in the kitchen door and it is right in front of you.

Q(15)Explain how to complete a range test ?

A place Tx into low range as per your Tx manual. Walk 30 paces away from the model. Make sure you face the mod- el and in turn move the controls on the Tx and watch to see if the correct control surface moves.

Q(16) Which propellers are you not permitted to use?

A Any propeller that has been damaged, Been repaired, Metal, Forward folding or an out of balanced propeller Q(17) How must an electric model be treated when a battery is connected when there is no on/off switch

A The model must be treat as live at all times.

Q(18) Explain what the throttle cut function does?

A The throttle cut function enables you to stop the motor in a safe manner

Q(19) You are flying around when you hear surface flutter from you model what should you do? A Call a landing Land and check out the control surface

Q(20) What is the maximum height you can fly your models A 400ft

23 Dec 2018

Boston A+ Test




Examination Certificate Boston Model Aero Club A+


First Name………………………………………………… ……………….Family Name…………………………………………………………………………………….



B.M.F.A           No…………………………………………………………………………………………………………………………………………………………………………….

This is to Certify that the above has completed the Boston Model Aero Club A+




Examiner       No………………………………………………………...B.M.F.A.     No…………………………………………………………………………………………….

Model Details (Type, Wingspan, Engine Size, etc)



Check List                                                                      Done



Carry out Pre flight checks


Take off and complete a left (or right) hand circuit and overfly the take-off area

( c )

Fly onto wind and complete one inside loop


Fly downwind and complete one outside loop (a bunt) (this can be done from the top or

from the bottom by rolling inverted first)


Complete one roll into wind


Complete one roll downwind in the opposite direction of roll rotation to that used in (e)


Fly into wind and complete a half Cuban eight


Fly inverted for 3 seconds


Fly downwind gain height to carry out a split S


Fly a rectangular landing approach and land


Carry out post flight checks









23 Dec 2018

Boston A+ Guidence


Boston Model Aero Club

A+ Test Guidance for Test Candidates









The Model

The tests can be performed with virtually any powered fixed wing model, i/c or electric. It is not expected that the test will be taken with an electric powered glider, however.

For the A+ test the minimum weight of a model used is 1 kg (2.2 lbs.) without fuel but with batteries, and the use of gyros, au- to pilot or other electronic stability/pilot aids is not permitted during the tests. If any such system is fitted to the model it must be disabled during the tests and you should check that this has been done. The model must also be capable of taking off from the ground. Electric Powered Models must be treated as LIVE as soon as the main flight battery is connected, irrespective of

radio state and great care must be demonstrated by the candidate. The arming sequence should be clearly understood and discussed/demonstrated to you by the candidate.

Whatever model is brought by the candidate it must be suitable to fly the manoeuvres required by the test they are taking.

It is a common misconception that

on no account may the candidate use the performance of the model as an excuse for a poor performance on their part. For

instance, a candidate flying a three-channel model through the rolling manoeuvres accurately deserves the credit but one who makes a mess of the rolls with the same type of model cannot say that it is the fault of the model. You should make no allowances on this point.

You do not have the authority to alter the required manoeuvres to suit a model and if, in your opinion, the model is unsuitable for the test then you should explain this to the candidate and tell them that they cannot use that model. The selection of the model to do the test is the responsibility of the pilot and it is they you are testing, not the model.

Similarly, the type of model presented cannot be used as an excuse for not completing certain manoeuvres. A pilot cannot turn up with a twin, for instance, and then say that the spin is too dangerous because the model would not pull out of it.

Height and Speed and Positioning

The 'A+' certificate candidate should be a reasonably confident pilot, even though they may only have been flying for a few months. The test should be flown at a height of between 200 and 250 feet (that is roughly five to six houses high); any higher could be a sign of lack of confidence.

Intelligent use of the throttle is an important factor in confident flying and you should watch out for this. A pilot who flies at take-off power throughout the whole flight should not pass; they are not thinking.

Most electric powered models will have speed controllers that are capable of excellent throttle control. However, if a model is fitted with a very basic type of speed controller which is capable of little more than an on-off action, the comments about speed may not apply and you will have to make some allowances for the fact. Discuss this with the candidate before the flight.

The distance out from the pilot is also extremely important. Any crossing manoeuvres during any one flight should be per-

formed at a consistent appropriate and safe distance out from the pilot, depending on the size of the model being used to take the test, and you should establish this with the candidate prior to the test. Flying closer in or further out than this should be

brought to the attention of the pilot and if he does not then comply with the requested crossing distance he must fail.

It is a requirement that "all manoeuvres are carried out in front of the pilot" with the implication that the model will be cross-ing in front of the pilot just beyond the take-off and landing area on several occasions during the flight. Care should be taken by

Another important point to remember is that the candidate is not expected to build or even own the model they use. There is no reason why a flyer who does not own a suitable model could not borrow one from a friend or club mate.

Buddy Box Systems

Buddy leads, and other dual control training aids must not be used during any achievement scheme test.


It is a requirement that "all manoeuvres are carried out in front of the pilot" with the implication that the model will be crossing in front of the pilot just beyond the take-off and landing area on several occasions during the flight. Care should be taken by the pilot that the line of approach each time is consistent, and you should note if it is not.

For the Basic Proficiency and ‘A’ certificates the combination of reasonable height and good use of the throttle should mean that the model will be flying at constant height throughout most of the test and you should note if the height flown varies significantly. Slightly varying height and somewhat inconsistent lines are not necessarily reasons to fail the candidate, but they do give you a good indication of the pilot's general level of competence and could influence your final decision.

Very poorly flown height or lines are a sure sign that the pilot has not practised the test and are a legitimate reason to fail them.


Although the manoeuvres are set out in such a way that they can be flown one after the other as a schedule, this is ABSOLUTELY NOT what is expected. The candidate can opt to fly the

test in this way but it is not mandatory. Most flights will have a combination of direct transitions and positioning circuits between manoeuvres and will help if you discuss this with the candidate before the flight. You, of course, should be watching any extra circuits just as carefully as the rest of the flight as they can tell you a lot about the competence of the flyer.

A pilot who transitions directly from one manoeuvre to the next is not to be penalised as this is quite acceptable but watch out for the pilot who hasn't practised enough. Trying to fly the test in this way can get them into some very awkward positions.

Two attempts per examination will be allowed in any one day.


It is expected that the candidate will start the test with a model that has been trimmed out previously, but they should be able to trim the model out in the air very quickly if necessary. If you see obvious signs that the model is out of trim and the candidate makes no attempt to rectify

the matter you should seriously question their basic competence.

Any re-trimming should be done on the first circuit and if the pilot cannot accomplish this then you should again seriously think about their basic ability, especially if they put the model in any danger or the model flies behind the pilot or in any other unsafe areas. then you should again seriously think about their basic ability, especially if they put the model in any danger or the model flies behind the pilot or in any other unsafe areas.


Quiet competence is what you are looking for during the flight, but most candidates will be nervous, and you should make some allowance for this. If the flyer is very nervous you should seriously consider abandoning the test for the time being and offering the candidate a coaching flight or two to settle them down before re-taking the test. This can be done on the same day and can really help those candidates who have trouble with nerves when flying in a test situation.

Repeating Manoeuvres

A'+ certificate level the manoeuvres are simple, and the candidate should be competent to fly them with very few errors. If you see any major faults the test should be taken again. It may be, however, that the candidate will make a minor mistake on a manoeuvre and if you are not fully satisfied with what you have seen you should consider asking for the manoeuvre to be re- peat. Some judgement is called for on your part here. A major mistake is grounds for failing the candidate, especially if loss of control has occurred or a dangerous situation has arisen. You should not let them have multiple attempts at each manoeuvre until they get it right, but you must give yourself the best chance of assessing the competence of the pilot you are


You should consider what you have seen the model do and if you think to yourself "could be better" than a request that the manoeuvre be repeated may be considered. Be extremely careful about using this option, however, as you could very easily be degrading the worth of the test. It must not, under any circumstances, degenerate into a series of 'practice' manoeuvres.

Repeating the Test

The rules allow two attempts at the test in a day. If the candidate fails, the first of these you must consider their performance in deciding what to do next. Many failures will be reasonably good pilots, or they could be borderline cases. In these circumstances it might be appropriate to offer one or two coaching flights and then a repeat of the test. Remember that many of the candidates will be unfamiliar with flying under pressure and might do very well on the second test.

On the other hand, it will probably be obvious to you on many occasions that the pilot you are testing is simply not ready for

the test they are taking. In this situation it is better that you tell them so quite clearly. It could then be extremely useful for you to offer to fly a demonstration test for them (assuming that a suitable model is available to you and that you are happy to do so) so that they can gain an idea of the standard of flying required, especially if they have shown a lack of understanding of the manoeuvres and positioning. This, possibly along with a little coaching, is far more useful to everyone than simply telling the

candidate that they have failed.

Interruptions to the Test

A possibility that may occur during a test is an engine failure part way through which could very well lead to a damaged model. If this is the case, then the test obviously cannot continue, and you should invoke the rule that the test should be performed in one flight and count the flight as one of the two attempts allowed during the day.

Genuine engine trouble or even engine-out situations during the test may be dealt with in one of three ways.

If the test was being generally flown in a satisfactory manner and the problem can be rectified quickly then the candidate may be allowed to continue the test from the start of the manoeuvre in which the problem occurred.

If the problem cannot be rectified quickly but you consider that it was a genuine unforeseen occurrence, you may annul the test and not count it as one of the two attempts.

If the test up to the point of failure was not satisfactory, you have the option to cancel the rest of the test and count the flight as one of the two attempts allowed during the day.

Obviously, you will have to use your judgement on this matter as there will rarely be black and white situations but how they handled the emergency should be of great interest to you when you come to review the candidate’s overall standard of flying.

Intermediate Landing

Exceptionally, at a pre-determined point in the flight an intermediate landing may be permitted for the sole purpose of either

re-fuelling or the fitting of a freshly charged flight battery. This landing may only be made with the prior consent of the Examiners. The pre-determined point may be either after a specific manoeuvre or at a specific time of flight, whichever is requested by the candidate and agreed by the Examiners.

Full pre and post flight checks are not normally required during an intermediate landing and take-off unless the model suffered a hard landing. However, the candidate should give the model at least a quick visual examination whilst on the ground.

Helpers for Disabled Candidates, Young Candidates and Others Who have Requested Help During the Test

When disabled or young candidates present themselves for the test it may be that they will not physically be able to perform all the actions that most candidates can. At times, other candidates may also request help with certain physical aspects during the test (they may, for instance, have an injured finger). There will be times when you, as an Examiner, will think ‘how much can I

relax the test requirements for this person’.

Some Examiners make the decision to make no allowances at all, but this effectively bars many people from attempting the

tests. If we think of the achievement scheme as a true national scheme then we must consider how we can accommodate candidates, not how we can stop them from participating.

The answer, of course, is that you, as an Examiner, must make on-the-spot decisions about what you will allow during the test and, in such cases, you are within your authority to take such decisions. The guidelines set out below may help but at all times the two items at the end of this section must take precedence. They are not negotiable and mean that, whoever the candidate is, they must convince you that they know what they are doing or what is happening for the full duration of the test.

For instance, a disabled flyer may have difficulty handling the model and may not be able to carry it out to the strip, release it for launch or retrieve it after the flight. The sensible use of a helper is certainly allowable in such cases, but it is essential that

they only do what the candidate asks them to do. Pre-flight checks and engine starting may be another problem area that can be overcome by a helper, but you should expect the candidate to do as much of the work as possible themselves and they should be able to talk you through anything that the helper does for them. Be sure to discuss all this with the candidate before starting the test.

All of these comments can apply to younger flyers too but there is an added complication with engine starting. Many parents are very unhappy about letting their children near a running engine and will not allow them to start their own engines. This is a perfectly valid view and, again, is a case where a helper can be used. If this situation does occur with the younger candidates, however, you should insist that they do all the pre-flight and preparation work themselves, up to applying the starter to the engine. If they cannot do this then they should not pass.

After engine start, the helper can adjust engine controls and carry the model but only on the instructions of the candidate. In all cases:

(1)  If, at any time, the helper takes over the decision-making process from the candidate then the candidate must fail.

(2)  You can make no allowances whatsoever for anyone during the flying of the test. The candidate can either perform the flight manoeuvres as specified or they can’t. If they can’t then they must not be passed.

Make sure in your briefing that both the candidate and the helper are fully aware of both points.

The A+ Test

(a)  Carry out pre-flight checks as required by the BMFA safety codes.

The pre-flight checks are laid out clearly in the BMFA Member’s Handbook. The candidate should also go through the pre-flying session checks, also laid out in the Member’s Handbook. Ask the candidate to go through their checks as if the test flight was

their first flight of the day. Particular attention should be given to airframe, control linkages and surfaces.

Points to look for are that the candidate has a steady and regular ground routine, especially when starting and tuning the engine. Nerves may play a part in the pits, but you should satisfy yourself that the candidate is actually in control of what they are doing when preparing their aircraft for flight.

A neat ground layout makes a good impression but bear in mind that many 'A' certificate candidates will not have been flying for too long and you should be prepared to make allowances. A poor performance in this area is not grounds for failing the candidate, however, it is inevitable that you will be making mental notes of all aspects of the candidate’s competence and this is one that might have an effect on a real ‘borderline’ case.

Pay particular attention to the way the candidate uses the local frequency control system and make sure that they fully under- stand it and use the correct sequence appropriate to their model. For 35 MHz, this is usually 'get the peg, Tx on, Rx on'. For 2.4 GHz, the candidate should be aware of any local transmitter usage limitations and if a flight peg is required, it must be obtained before the Tx is turned on. Some radio equipment and, occasionally, a specific model requirement requires that the Rx be

switched on first and, if this is the case, the candidate should explain this clearly to you.

With electric powered models, take note that the candidate is aware that the model is ‘live’ as soon as the flight battery is

plugged in and that they take appropriate safety precautions. If a separate receiver battery is fitted, the candidate should have the opportunity to check the operation of the radio equipment before the flight battery is plugged in.

Watch carefully and take note that the transmitter controls, trims and switches are checked by the pilot.

All candidates are required to be aware of the local the frequency control system and anyone who is required to use it but switches their radio on before doing so should be failed on the spot.

If there is no one else available, then there is nothing to stop you aiding the candidate by holding the model for the power

check, carrying it out for take-off etc. but any such actions must be performed by you directly on the instructions of the candidate. You must not prompt them or carry out any actions of your own accord. Talk this over with the candidate in your pre- flight briefing.

If the test is being taken with an electric powered model, then the candidate should show that they are familiar with the safe handling of such models.

In particular they must demonstrate to you the ‘arming’ sequence for their model. For safety reasons many speed controllers have a pre-programmed sequence of actions that have to be followed before the motor will respond to throttle stick movements. For instance, after switching on Tx and Rx and then plugging in the main flight battery, one type of controller requires

that you move the throttle stick from low to full throttle and then back to low before the motor is ‘armed’ and ready for flight.

The candidate must be fully familiar with the system fitted to the model and should brief you on the system and demonstrate it working at some time during the pre-flight checks.

Generally, they must show that they are paying particular attention to the transmitter and receiver switch on sequence and

they must make you aware that they are treating the model as ‘live’ as soon as the flight battery is plugged in, no matter what arming sequence they may then have to go through.

The pilot must demonstrate the correct function of the failsafe, where appropriate, before committing to the flight. The pilot must stand in the designated pilot area for the entirety of the flying part of the test.

(b)  Take off and complete a left (or right) hand circuit and overfly the take-off area.

The model may be carried out to the take-off position by the candidate or a helper or it may be taxied out from a safe position in front of the pits/pilot’s area. Taxiing out of the pits is an instant fail. Prior to carrying or taxiing out, the pilot should inform other pilots flying that his model is going out onto the active area.

Take off must be performed with the model a safe distance from the pilot box area and on a line, which does not take the model towards the pits, other people or any other danger/no fly area.

Take off should be reasonably straight with the model not being pulled off the ground too soon. It can be a point in the flyer's favour if, in the case of the take-off going wrong, they abandon it in a safe manner. It's far better that they think about what

they are doing rather than try to coax a model with a sick engine into the air. If a take-off is aborted in a safe manner you should immediately reassure the candidate that they will not be penalised for taking correct actions, even though these may conflict with what the test requires.

Climb out should be at a steady angle and straight until operational height is reached when the model should be levelled, the throttle brought back to cruise power and the model established in the circuit.

The type of circuit is not stated so either racetrack, rectangular or circular is acceptable. This choice of circuit type applies to the rest of the flight as well except when a certain type of circuit is specified for a manoeuvre. On completion of the circuit,

the model will be flying into wind past the front of the pilot and, for safety reasons, just over the far edge of the take-off area. Tell the candidate prior to the flight the line that you want them to be following.

You must make sure that the candidate is clear on this, the line will be set by the model flying across in front of them on a heading which should be agreed before the flight (usually, but not always, into wind) and passing over a set point. This first pass in front of the pilot is extremely important as it sets the standard height and line for the rest of the test and this standard height and line will be referred to often in these notes.

(c)  Fly into wind and complete one inside loop,

Run in height and line in should be standard and the manoeuvre should be performed exactly in front of the pilot. A perfect loop is not required but the exit height and line should be very close to the original.

Skewing out is a sign that the model has not been trimmed correctly or that the wings were not level at the start of the manoeuvre. The pilot should not get into this situation to start with but if they do then they must be able to compensate; if they cannot then you have to draw your own conclusions. Watch that the throttle is used during the manoeuvre and penalise the pilot if they fly the manoeuvre at a constant high throttle setting.

(d)  Fly downwind and complete one outside loop

From the Top Downwards

The climb to an appropriate height for the manoeuvre should be executed neatly and, after tracking in on the standard line,

the bunt should be executed directly in front of the pilot. A perfect bunt is not required but the exit height and line should be very close to the original.

Skewing out is a sign that the model has not been trimmed correctly or that the wings were not level at the start of the manoeuvre. The pilot should not get into this situation to start with but if they do then they must be able to compensate; if they cannot then you have to draw your own conclusions.

The throttle should be closed for the first part of the manoeuvre but don't expect it to stay off for too long. Many models will not complete this manoeuvre if throttle opening is delayed to the bottom of the bunt.

From the bottom roll to inverted

The manoeuvre should be executed neatly and, after tracking in on the standard line, the bunt should be executed directly in front of the pilot. A perfect bunt is not required but the exit height and line should be very close to the original.

Skewing out is a sign that the model has not been trimmed correctly or that the wings were not level at the start of the manoeuvre. The pilot should not get into this situation to start with but if they do then they must be able to compensate; if they cannot then you have to draw your own conclusions.

The throttle should be closed for the first part of the manoeuvre but don't expect it to stay off for too long. Many models will

The throttle should open fully for the first part of the manoeuvre but don't expect it to stay on full for too long. Many models will not complete this manoeuvre if throttle opening is delayed to the bottom of the bunt.

(e)  Complete one roll into wind.

This should be performed from standard height and line and must be continuous roll. The model should be half way through the roll when it passes in front of the pilot although you may allow a little leeway here.

There should be no serious loss of height or direction during the manoeuvre although slight barrelling of the roll is permissible. The speed of the roll should be such that the pilot has to make noticeable elevator inputs to maintain the model's height.

'Twinkle roll’ that are so fast that no visible elevator input is required are NOT acceptable, you have to be sure that the pilot is using the elevator. Slow rolls which require elevator and rudder input are acceptable if the pilot can perform them but are NOT a requirement.

Don't forget to note which way the model rolls.

(f)  Complete one roll downwind using the opposite direction of roll rotation to that use in (e).

All the comments in (f) above apply but you can allow a little more leeway on the centring of the manoeuvre as the model will be travelling faster over the ground. You should, however, be satisfied that the pilot is making a reasonable effort to centre the manoeuvre. Make sure that the model rolls in the opposite direction to (e).

(g)  Complete half Cuban Eight with half Roll

This should be flown from standard height and line, but not positioned directly in front of the pilot. The model should be flown past the pilot for about 100 metres before the manoeuvre is performed, returning past the pilot at standard height and line when the manoeuvre is complete.

The pilot may choice to pull to 45 degree first then roll to inverted and complete half downward loop. i.e. bunt.

The second way to complete this manoeuvre is to complete half loop. When at the top push down to a 45-degree half way down complete half a roll to upright. Carry on the 45-degree angle.

The entry and exit should be on the same height. A slight deviation is permitted.

(h)  Fly Inverted for 3 seconds

The model must be rolled inverted first and flown for 3 seconds then rolled upright. The count only starts when the model is inverted. The manoeuvre must be flown in front of the pilot. The use of the elevator must be shown to be used to keep the model on a constant straight line.

(i)  Fly down wind and gain height to complete a Immelman Turn

The manoeuvre should be executed neatly and, after tracking in on the standard line

Complete half loop when the model is at the top of the loop roll to upright and carry on flying straight and level

The use of throttle is key, if the model enters the loop not on full throttle the model could skew out. Full throttle is not need at all times only to allow the model to complete the loop

(j)  Fly a rectangular landing approach and land.

The visual checks of the active area are very important and as in (j) you should watch for head movement.

If the candidate opens the throttle and climbs away then they should have a very good reason, such as people on the runway.

Any reasons offered by the candidate for an unscheduled overshoot cannot include not being lined up correctly or anything similar. At this stage they should be capable of getting it right.










(k)  Complete the post flight checks as required by the BMFA safety Codes.

The candidate should agree with the examiner beforehand whether they intend to take the transmitter with them when retrieving their model or choose to leave it with a competent person. The candidate must explain the safety considerations be- hind their decision, which must be agreed with the examiner. If the candidates elect not to take the transmitter and no one else is available to hold it then you should offer. Whatever process is agreed, it must also be in accordance with any relevant

club rules, as appropriate. Generally, for 2.4GHz operations and with suitable consideration, candidates should be able to give a robust safety-based argument for taking their Tx with them to recover the model, if it has landed on the normal landing/take

-off area. Conversely, it is difficult to see how any such argument could be made for candidates using 35MHz or 27MHz equipment.

Remember that electric models must be assumed to be ‘live’ until the flight battery has been disconnected and the handling of the aircraft by the candidate must reflect this during retrieval and in the pits area.

Appendix 1

Examiners and Candidates A+ Test Check List

The following is a short checklist of matters to discuss with the candidate taken from this document. This checklist can be used to ensure that all points raised above have been discussed with the pilot prior to any flights:

1  Has the candidate read: -

The BMFA Member’s Handbook

Local site rules (if applicable) CAP 658

2  Discuss whether the model is suitable in “these conditions” 3 Any “no fly zones” need to be identified

4  Remind candidate to talk you through anything that the helper may do for them as the test progresses

5  Agree any Airspace requirements that need to be pre-determined by the Examiner and Candidate prior to the commencement of the test flights

6  Clearly identify the landing area and agree with the candidate the required landing pattern that they will be flying, and you will be being looking for.

7  Agree on how the manoeuvres are to be carried out in (d), (g), and (i)

14 Jul 2018


Its is with great pleasure I can inform that Boston Model Aero Club has been granted Tuesday and Thursday for I.C 

The new times for I.C :

Monday, Tuesday, Wednesday, Thursday and Friday 10am to 8pm (1000hrs-2000hrs)

Saturday and Sunday 10am to 4pm (1000hrs-1600hrs)

21 Aug 2016

Air Navigation Order's

To All Member's,

An updated revision of the ANO's has been released and comes in to effect on the 25th August 2016.

for more information visit

12 Apr 2016

Club Flyer

Are You Interested

In Having a go at Radio Controlled Flying  

For more information


09 Dec 2015

List for beginners on what to buy and field equipment







Hi Wing Trainer Plane                                                      

4 channel

Black horse: Excell 2000


Phoenix Models: Canary 40

                                Classic 40

 Ripmax: Wot Trainer

Thunder Tiger Models: Ready

                                          Trainer 40

Electric plane BNF E: Flite Apprentice S15e

Many planes can be Internal Combustion or Electric. The planes above will need some sort of building. There are many other planes to many to mention from ARTF to Bind’N’Fly. Only electric models are Ready to fly or BNF where all equipment is in the model. BNF will have a receiver fitted .RTF will have the electronics fitted and come with a receiver and transmitter please check to see if this can be buddy up to Spektrum or Futaba. ARTF will have nothing only the airframe, Fuel tank, Push rods and accessories

ARFT Almost Ready to Fly

BNF Bind’N’Fly

RTF Ready to Fly

(Before building or connecting a battery please read the instruction booklet which comes with the kit)


2 stroke .40-.46 ASP, OS, SC

Thunder Tiger GP42

(or 4 stroke .52 this will depend on model selection and recommendations by manufactory)


Main brands used at the club are Spektrum and Futaba

Spektrum DX6 2.4ghz

Futaba T6J 2.4ghz

(Look for transmitter and receiver package)

Receiver must be a minimum of 4 channel and the same make as the transmitter

Make sure transmitter comes with charger

Receiver Battery

4.8volt battery with a minimum of 1200mah

Team Orion, JR, Logic RC storm, Overlander/ overlander eneloop, Ripmax/ ripmax Hi energy

Receiver battery charger

Fusion NX83 universal charger

Switch harness

Make sure the on/off switch has a charger lead fitted

Servo and leads

4 x servo’s and 1 x servo extension lead           

Futaba s3003

Hi Tec HS311

JR NES 591

Extension lead at least 300mm long

(make sure servo comes with horns, screws, grommets and eyelets)

Some airplanes will use 5 servos’ if this is the case you will need (please check with shop or instruction manual)

5 x servo’s, 3 x extension leads and 1 x Y lead


For most 2 stroke engines .40 size 10 x 6 / 7 APC, Graupner, Master Airscrew

                                                .46 size 11 x 6 / 7

Propellers for electric will depend on the motor size and will state in the manual

(Please make sure you only used the correct propeller for the correct engine as you cannot use an electric propeller on and I.C engine)

(It is recommended that you have a spare propeller)

Glow Plugs

Make sure the plug is for the correct engine i.e. 2 stroke of 4 stroke

OS No 8, Taylor, Enya No3, Model Technics firepower F5 or Qwikfire

(It is recommended that you have a spare glow plug)


2 blade 2 ½ spinner

SLEC, Irvin, Du Bro, Flight line, Radio active

Fuel & Tubing

5% nitro fuel for 2 stroke engines

10% nitro fuel for 4 stroke engines

Model technics Duraglo, Formula Irvine, Optimix

Weston uk fuels liquid gold, viper, pro synth 2000

1/8 or 3 3/2 size are available, At least 1 metre in length

Wing Bands

Some airplanes require wing bands to hold the wings on to the airframe SLEC wing bands are very good come in different sizes please check wing cord for this. A minimum of 6 bands are used for the wing at a time, spare bands are must.

Starting Equipment

Fuel pump (hand or electric) I.C only

Flight box

Engine starter I.C only JP Power torque 11, Thunder tiger deluxe

Glow plug starter I.C only if battery operated make sure comes with charger

Power panel I.C only Jamar Titan LCD, Ripmax Pump, J. Perkins power Pro

Plug spanner I.C only

Model restraint

Chicken stick I.C only (finger guard)

Allen keys 1-6mm

Screw drivers small both types

12v 7ah lead acid battery and charger

Fuel tubing for fuel pump

Banana plugs for power panel

(fuel filling station set)


Motor Brushless

Depending on Plane model and manufactories recommendations

OS, E: Flite, J. Perkins, Overlander, Ripmax, Hacker

Electronic Speed Controller (ESC) Brushless

This will depend on the motor and the motor recommendations

ESC programme card is advisable

Please try and use the same make as the motor this is not a must

Li-Po Batteries

3s 11,1v


4s 14.8 v E: Flite, J. Perkins EnerG, Kong Power, Overlander, Dualsky

 you will need to have at least 2 batteries

Li-Po Charger

It is recommended to purchase a good charger which has a balance function and can be connected to a battery at the field and can be used at home

Fusion Ethos LX41B Pro

Battery for Charger

The battery needs to be able to recharge all Li-Po’s used during the flying session

12v Lead acid battery minimum (needs charger)


Not all motors, ESC and batteries come ready fitted with connectors. Depending on motor size and battery will depend on the connectors used please ask shop for help in this matter

Deans, EC3 or 5, Gold corally, Double bullet, XT 60 are just some connectors

When soldering any connectors make sure that these are done correctly and will not pull apart and the heat shrink is correctly placed if used

MISC Items

Li-Po battery bag recommended electric only

Fuel Stopper I.C only

Thread Lock

Epoxy Glue 5minute and 30 minute

Cyano Glue medium

Transmitter Case

4.8/6v Battery checker for receiver battery I.C only

Li-Po battery checker electric only

Watt meter electric only

Double sided foam tape for RX

Tie wraps

Velcro straps for Li-Po battery

Foam padding

Webs Sites



Shops  for fuel


Bring to the field for flying


Wing bands (if used)

Fuel and means to transfer fuel to plane i.c

Li-Po batteries electric only

Flight box with tools

Starting equipment starter, glow starter

Spare glow plug i.c

Spare propeller

Charger electric only

Battery for charger electric


(This is only a guide to help you get started please seek help from a model shop for more information and manufactory recommendations)



Boston Model Aero Club does not accept any responsibility for any products bought or recommended from this list Beware when buying from EBay as clone items are around

Products can change or be discontinued without warning

Any electronic item that is not EU stamped will not be able to be used on BMAC field

28 Mar 2015

Boston Model Aero Club Clothing

Dear all members Terry Brown has been out and looked at Club clothing.

He is delighted to inform the  club that  clothing is now available to order. This will be done in two ways , You can let myself  or  Terry know Then in the club house an order form will be displayed so you can write down any items you wish.

Clothing available: SWEAT SHIRT  £14

                            POLO SHIRT    £12.50

                            BASEBALL CAP  £9.95

                            Fleece             £22.50

                            Hoodie            TBC


All clothing will be in Navy Blue and will be available in Small, Medium, Large, X Large and XX Large

Baseball Cap in one size only

Club has purchased some clothes in different sizes so you can try on please be careful as these will be sold.


To recap on how to order:

Member            Item                  Size      Quantity                  Price                         Total            

Rob Dunn    sweat shirt                XL           1                        £12.50   

                  Polo Shirt                  XL           2                        £19.90

                  Baseball cap                             1                       £10.00                       £42.40

Picture of the clothing are in the gallery under the head clothes.




08 Nov 2014

Syd Marshall R.I.P

It is with sadness that out Founder Syd Marshal land President  has passed away on 11/12/2017 age 93

Tributes have poured in for Syd Marshall





22 September 2014

News articles by date


During the Second World War the Derwent Dam was used by pilots of 617 Squadron for practising the low-level flights needed for Operation Chastise (commonly known as the Dambusters raids), due to its similarity to the German dams.

The Royal Air Force’s Battle of Britain Memorial Flight (RAF BBMF) worked together with Severn Trent Water because, this Sunday, the last two flying Lancasters flew over the Derwent Dam for the first time in over 50 years. This was a very historic flypast, in a commemorative tribute to the Dambusters and all of those who have made the ultimate sacrifice.

Lancs over dam

RAF BBMF based at RAF Coningsby in Lincolnshire has hosted a very special guest during August and September 2014 as the Canadian Warplane Heritage Museum (CWHM) flew their prized Avro Lancaster to the UK for a visit.

Canadian Warplane Heritage Museum President and CEO, Sqn Ldr (Ret.) David G. Rohrer C.D. who is a current Lancaster pilot, stated that this flypast is a "Once in a Lanc Time" event as it will not happen again. It is also an opportunity for the Battle of Britain Memorial Flight and Canadian Warplane Heritage Museum to fly together as tribute to all those who served in the time of need, in Canada, Britain, and the entire Commonwealth.

Leon Evans, Chief Pilot at the CWHM flew the sortie on Sunday and said “We arrived at Coningsby on August 8th with less than perfect weather, to be greeted by our hosts the BBMF and thousands who, like us, believed weather was not going to dampen our arrival. As we prepare for our final displays and the historic flyover Derwent Dam, we will have heavy hearts as we depart on Tuesday leaving our dear friends at RAF BBMF and adoring spectators.”

Officer Commanding the RAF Battle of Britain Memorial Flight, Sqn Ldr Dunc Mason said “It has been a milestone in BBMF’s history to fly with VERA in the UK. To carry out a flypast over the Derwent Dam will be a fitting finale before the Canadians make their long trip home next week. Used to train for the famous Dambusters Raid by 617 Squadron in 1943, the dam is part of our nation’s history. To carry out this flypast on Sunday will be a significant part of the RAF’s and the BBMF’s heritage”

Syd Marshall

Thanks to the CWHM team, there was a very special passenger on board VERA as it passed over Derwent Dam. Syd Marshall, a veteran based in Boston, aged 90, is currently one of the volunteer guides at the RAF BBMF Visitors Centre, carrying out guided tours for the members of the public visiting the flight. However, during World War II, Sergeant Syd Marshall was a Flight Engineer on Lancasters, on 103 Squadron based at Elsham Wolds and he and his crew carried out 36 operational missions. He flew with a Canadian Captain, Flt Lt Lou Morgan, throughout his tour and they were reunited in 2009 when he flew in the Dakota with Lou as the RAF BBMF Lancaster flew alongside. Sadly, Lou passed away several weeks later, but left Syd his cap – Syd flew in VERA wearing that cap, in memory of his dear friend and colleagues who made the ultimate sacrifice – Lest We Forget.

Sid said “When I received the telephone call asking me if I wanted a flight in the Canadian Lanc, I was completely amazed. I never thought I would have the opportunity to fly in a Lancaster again, to fly in a Canadian one with a Canadian crew is just a dream come true.”

Flt Engs

Syd is pictured here with the Flight Engineers from each aircraft - left to right - Flt Lt Nigel Painter, RAF BBMF Flt Engineer, Syd Marshall, Randy Straughan, Canadian Flt Engineer.

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