Club Notices

19 Mar 2021

Article 16


Article 16

CAA Article 16 Authorisation

A guide to model aircraft & drone flying after December 31st, 2020 for BMFA members.

Updated 12/01/2021

Why have the regulations changed?

The UK adopted the EU regulations for model flying in 2019 and these came into effect on December 31st, 2020.  This was the same day that we exited from the EU, but regulations in place at the point of departure were transferred directly into UK law.

Some requirements of the EU regulations were already in place (such as a height limits, Operator Registration and Competency requirements) following changes to the Air Navigation Order set out in 2018, but the EU regulations introduce further changes.  Full details of the regulations for the operation of unmanned aircraft (which includes model aircraft) can be found in CAP 722.

Given the excellent safety record established by model flyers throughout Europe, the EU agreed that model flying conducted within the framework of Associations like the BMFA should be subject to more flexible regulation to allow us to continue largely ‘as we do today’.  The mechanism to facilitate this is referred to as an ‘Article 16 Authorisation’ (within the ‘Specific Category’) and this document provides a guide to how the Authorisation we have negotiated with the CAA applies to our members with effect from December 31st, 2020.

The new regulations allow for alternative sets of rules to be applied to unmanned aircraft. The 'Open Category' rules set out in CAP722 can be used by anyone in the UK, regardless of whether they are members of any club or association and, amongst other things, include a ban on flying above 400ft. The Open Category requirements will not apply to BMFA members flying in accordance with the terms and conditions of our Article 16 Authorisation.

Model aircraft below 250g which are operated in accordance with our Authorisation are subject to the terms and conditions of the Authorisation.  However, in most circumstances they may also be operated within the Open Category instead and so be flown in accordance with the basic requirements outlined in CAP 722 for an aircraft of less than 250g without a camera (i.e. no registration, competency or age requirements but operation limited to less than 400ft).

This guide explains the meaning of the Article 16 authorisation that the CAA has granted to the BMFA.

Section A - General Conditions of our Article 16 Authorisation

 

1. What type of unmanned aircraft operations does our Authorisation apply to:

Our Authorisation covers all existing activities including radio-controlled aircraft of all types (including helicopters and multirotor drones), free flight aircraft and physically constrained aircraft (control line and round the pole) up to a Maximum Take Off Mass (MTOM)** of 25Kg.

Aircraft with an MTOM of more than 25Kg will be subject to a separate Authorisation to be held by the Large Model Association (which will replace their over 20Kg scheme).

Aircraft with an MTOM of less than 250g operated in a manner that uses the privileges within this authorisation (for example, flown above 400ft), are subject to the limitations and conditions described throughout this authorisation.  However, in many circumstances they may be easily operated within the Open Category requirements (for an unmanned aircraft with a MTOM less than 250g) as the requirements are not particularly restrictive for these very light aircraft.

The Authorisation does not apply to rockets (which were not included within the EU regulations) and it does not apply to any indoor operations either, as none of the rules apply to unmanned aircraft flown inside buildings.

** Note:  For all practical purposes the Maximum Take Off Mass or MTOM is the weight of your aircraft when it first becomes airborne on each flight. The MTOM now includes everything, including fuel, which is why the 7kg has gone up to 7.5kg and 20kg to 25kg.

1.1. You must operate your aircraft within visual line of sight.
The Authorisation retains the long standing requirement for the remote pilot to maintain direct, unaided visual contact with their aircraft sufficient to monitor its flight path in relation to other aircraft, persons, vehicles, vessels and structures for the purpose of avoiding collisions, unless the aircraft is being flown in accordance with the specific conditions detailed in the ‘First Person View’ section.

1.2. The purpose of the flight must be Sport, Recreation, Education or Demonstration.
The terms of our Authorisation do not cover any type of commercial operation.

2. Minimum Age
The introduction of Operator Registration imposed a minimum age of 18 on Operators and this does not change.  Lower age limits apply to ‘Remote Pilots’ to allow flying by pilots under 18. When models are flown by adults the Operator and Remote Pilot are usually the same person, and this is recognised in the Authorisation.

The minimum age for a remote pilot to fly unsupervised within the full terms of our Authorisation is 10.  There is no minimum age for a remote pilot operating under the direct supervision of another remote pilot (age 14 or over) provided both have the required evidence of competency. In addition, there must be an adult Operator (when an Operator is mandatory) who complies with the requirements described in section 4.2 below.

There is no minimum age for flying control line or round the pole aircraft.

3. Safety Accountability
It remains the case that the remote pilot is directly responsible for the safe operation of their aircraft and should only fly if reasonably satisfied that the flight can be safely made

4. Operator Requirements

4.1 Operator Registration
The existing requirements for Operator registration remain in place (although now extend to capture operators of control line/round-the-pole aircraft weighing more than 1Kg). It is a legal requirement that anyone operating an unmanned aircraft outdoors be registered as an Operator with the CAA unless:

  • the aircraft weighs 250g or less and is not fitted with a camera; or
  • the aircraft is a control line or round-the-pole (tethered) aircraft that weighs 1Kg or less; or
  • the aircraft is a 'toy' as defined in the EU Regulations (i.e. a product intended to be played with by children under 14, excluding any product with a combustion engine).

There is no requirement to register as an Operator if you only operate model aircraft indoors.

The BMFA has retained the facility for members to obtain their CAA Operator registration via the BMFA GoMembership system.

The Operator I.D. number must be clearly displayed on the aircraft or within a compartment that can be easily accessed without the use of a tool.

 

4.2 Operator Responsibilities
Our Authorisation includes a requirement for Operators to comply with the following requirements (largely common sense):

  • Ensure the remote pilot is in possession of the relevant remote pilot competence requirements
  • Ensure that the model aircraft is sufficiently maintained, and that any repairs carried out to it are satisfactorily made, such that it is in a safe condition to be flown;
  • Ensure that the remote pilot is aware of the limitations and conditions of this authorisation;
  • Ensure that the remote pilot is aware of the rules and procedures of their relevant association;
  • Ensure that any necessary additional permissions or authorisations are obtained for any specific flight;
  • Ensure the remote pilot is aware of any relevant airspace limitations;

The CAA acknowledges that in many instances, the operator and the remote pilot will be the same person. In such cases, this person must discharge the responsibilities of both the remote pilot (see Section 6), and the Unmanned Aerial System (UAS) Operator.

5. Remote Pilot Requirements

5.1 Remote Pilot Competence
The existing requirements for Remote Pilot Competence remain in place.  It is a legal requirement to have evidence that you are competent to operate your aircraft for anyone who is operating in accordance with our Authorisation except for those who:

  • only operate aircraft (without a camera) with an MTOM of less than 250g,
  • only operate indoors or only operate a control line or round the pole aircraft; (but operators of control line and round the pole aircraft with an MTOM exceeding 1Kg must now register as Operators).

There are three acceptable methods for BMFA members to show evidence of Remote Pilot Competence

  • Have a valid BMFA Registration Competency Certificate (RCC)**, or
  • Passing the CAA online DMARES test and having a ‘Flyer ID’, or
  • Have a BMFA Achievement Certificate that was obtained before 31/12/2020 and also have declared to the BMFA that they have read and understood the conditions and restrictions that apply when operating within our Article 16 authorisation. (N.B. Certificates gained after 31/12/2020 cannot be used) See section 14 below

Please note a Flyer ID is only required if you are using the CAA online DMARES test as your evidence.

The BMFA strongly recommend all members take and pass the updated Registration Competency Certificate as it is most relevant to how our members operate and is an excellent way of ensuring understanding of our Authorisation.

It is a requirement for anyone taking a new BMFA Achievement to show proof of one of the above methods. Any candidate who shows proof of a valid RCC obtained after 31/12/2020 will be exempt from answering the mandatory questions during the test.

Updated 12/01/2021

5.2 Remote Pilot Responsibilities
It is a condition of our Authorisation that Remote Pilots comply with the following requirements (largely common sense):

  • Be fit to fly. Don’t fly under the influence of psychoactive substances or alcohol or when unfit to fly (e.g. due to injury, fatigue, medication, sickness or other causes)
  • Have the appropriate competency (and evidence of it such as your membership card/document).
  • Be familiar with manufacturer’s instructions for your aircraft, if applicable.

Before flying, it is a requirement to:

  • Make sure there are no relevant airspace restrictions in place where you intend to fly.
  • Ensure that the operating environment is compatible with the limitations and conditions set out within this Authorisation.
  • Ensure that your aircraft is in a safe condition to complete the flight safely.
  • Ensure that any relevant information about the operation has been made available to the relevant air traffic service (ATS) unit, other airspace users and relevant stakeholders, when required.

During the flight, it is a requirement that you:

  • Comply with the limitations and conditions set out within this authorisation;
  • Avoid any risk of collision with any manned aircraft and discontinue a flight when it may endanger other aircraft, people, animals, environment or property;
  • Comply with any applicable airspace restrictions;
  • Comply with the rules and procedures of your Association and/or Club;
  • Do not fly close to or inside areas where an emergency response effort is ongoing unless you have permission to do so from the responsible emergency response services.

** Note. The BMFA Registration Competency Certificate test will ask you questions relevant to the terms and conditions of the BMFA model flying Authorisation. In contrast the CAA DMARES test will ask you questions about the general rules in CAP 722 that do not apply when flying in accordance with the Authorisation. Whilst passing either test is legally acceptable, it is recommended that members intending to use the Authorisation take the BMFA test, which is directly relevant to their flying activities.

6. Where can I fly?
Essentially, wherever you fly now.

The Authorisation is valid throughout the UK at:

  • Any established model flying club site. Clubs operating in a ‘built up area’ (This means an area substantially used for industrial, recreational, commercial or residential purposes) must conduct a risk assessment and have suitable mitigations in place within their ‘Field Safety Rules’.  The BMFA can assist with this.
  • Any other suitable site which is not a ‘built-up area’.
  • Within a ‘built up area’ if the flying site is within an area which is only used substantially for recreational purposes (for example playing fields or sports pitches) and a risk assessment has been carried out. Again, the BMFA can assist with this.

For guidance on conducting risk assessments to comply with Article 16 see https://rcc.bmfa.uk/article-16-risk

7. How high can I fly?
The new regulations limit the operation of all unmanned aircraft to 400ft above the surface.  However, our Authorisation permits members to fly above 400ft, subject to:

  • The model aircraft is not a multi-rotor.
  • The model aircraft is not automated. (This means a model aircraft with autonomous or automatic flight capability. This does not include systems which are fitted for flight stabilisation purposes or flight termination purposes, such as free-flight termination devices).
  • The model aircraft in not operating with the Flight Restriction Zone of an aerodrome, other than with the written permission/agreement with the aerodrome.
  • The model aircraft remains within visual line of sight of the remote pilot.
  • The model aircraft has a MTOM below 7.5Kg.
  • Model gliders with a MTOM below 14Kg may be flown at a height of 400ft above the remote pilot (which if flying from a slope permits operation at heights exceeding 400ft from the surface beneath the glider).

When operating at heights which may exceed 400ft, it is essential that members maintain a good look out for manned aircraft.  If a manned aircraft appears in the vicinity, their model aircraft should be brought down to under 400ft as quickly as is safely practicable.

8. Separation Distances from uninvolved persons
The stipulation of separation distances from uninvolved persons is a new requirement (the default distance within the EU regulations for most of our operations being 50m), but we have reached a compromise agreement with the CAA to ensure that the terms of our Authorisation are appropriate for our established operations.

There are no minimum separation distances for model aircraft with an MTOM under 250g.

8.1 Model Aircraft with an MTOM between 250g and 7.5Kg
Our Authorisation stipulates that model aircraft (other than free flight aircraft) between 250g and 7.5Kg cannot be operated:

  • Within 30m of any uninvolved person. (Uninvolved Persons are those who are not participating in the UAS operation or who are not aware of the instructions and safety precautions given by the UAS operator). This distance may be reduced to 15m for take-off and landing subject to adequate local mitigations to protect uninvolved persons and the completion of a risk assessment.
  • Within a horizontal distance of 30m of assemblies of people(Assemblies of people are gatherings where persons are unable to move away due to the density of the people present).

8.2 Model Aircraft with an MTOM between 7.5Kg and 25Kg
Our Authorisation stipulates that model aircraft with an MTOM between 7.5Kg and 25Kg cannot be operated:

  • Within 30m of any uninvolved person. (Uninvolved Persons are those who are not participating in the UAS operation or who are not aware of the instructions and safety precautions given by the UAS operator).
  • Within a horizontal distance of 50m of assemblies of people(Assemblies of people are gatherings where persons are unable to move away due to the density of the people present). This distance may be reduced to 30m for take-off and landing subject to adequate local mitigations to protect uninvolved persons and completion of a risk assessment.

9. Dropping of Articles
The new regulations prohibit the dropping of any materials from a model aircraft, but our Authorisation exempts us from this requirement subject to the following condition - The remote pilot must not cause or permit any article or animal to be dropped from an unmanned aircraft so as to endanger persons or property.

10. Provisions for ‘trial flights’
Our Authorisation permits the continuance of ‘trial flights’ for non-members.

The non-member may operate the controls of the model aircraft and does not need to comply with the competency requirements whilst under the direct supervision of a member.

The member supervising the flight must be registered as an Operator and display their Operator I.D. on the aircraft.

11. Provisions for Overseas Visitors/Competitors
Overseas visitors/competitors are permitted to operate within the terms of our Authorisation provided that they hold a temporary membership of the BMFA and agree to comply with the terms of the Authorisation (including the remote pilot competency requirements).

Overseas visitors/competitors must also carry the Operator I.D. number of a UK ‘Host’ on their aircraft.

12. Provisions for Model Flying Displays
Our Authorisation permits any operator/remote pilot to operate a model aircraft as part of a flying display within the terms set out in the Authorisation plus CAP 403 and CAP 658.

If the flying display height will exceed 400ft, it must be notified to other airspace users through the use of a NOTAM.

If the flying display requires operations which fall outside of our Authorisation (such as a requirement to operate aircraft with a MTOM exceeding 7.5Kg above 400ft), then a separate Authorisation and a specific Model Aircraft Display Authorisation must be obtained directly from the CAA.

13. Reporting Requirements
Our Authorisation includes the requirement to report certain accidents, serious incidents and other occurrences.  This is an existing requirement and is referred to in the current BMFA Members Handbook (Section 21) and CAP 658 (Chapter 13).  However, the CAA are wanting to reinforce the requirements (full details can be found in CAP 722).

Therefore, it is a condition of our Authorisation that correct reporting to the AAIB and the CAA must be carried out. For further details see https://rcc.bmfa.uk/reporting

13.1 AAIB Reporting Requirements
The following must be reported to the AAIB if they involve a model aircraft and result in a fatality or serious injury:

  • Accidents
  • Serious Incidents

This requirement differs from the requirements outlined in CAP 722 but reflect the current agreement in place between the model flying community and the AAIB.

13.2 CAA Reporting Requirements
The following must be reported to the CAA:

  • Occurrences which involve any of the following:
    • Fatality
    • Serious Injury
    • Manned aircraft

The following must be reported to the CAA, as a specific condition of this authorisation:

  • Serious Incidents or Other Occurrences which involve any of the following:
    • Manned aircraft
    • Operating above 400ft
    • Operating less than 50m from uninvolved people
  • Instances where aircraft have flown beyond visual line of site.

14 Declaration of understanding of our Article 16 Authorisation

There is a requirement on the BMFA to ensure, as far as is reasonably possible, that all members who operate within the authorisation have read and understood the terms of our Authorisation if they wish to operate within it, any member choosing to operate within of our authorisation should make this declaration. There are 3 options to make the declaration.

  • Log in to the BMFA Go Membership Portal at https://bmfa.azolve.com/ and from your Member Profile click on Opt-Ins and Tick the declaration box.
  • Make the declaration to your club administrators who can update the declaration box on your behalf if they are prepared to do so.
  • Call the BMFA Office to make the declaration and the staff will update the declaration on your behalf.

Please note: Any member using an Achievement Scheme certificate obtained before 31/12/2020 as their evidence of Remote Pilot competence must make this declaration to be lawful.

Updated 12/01/2021

Section B - Aircraft Specific Conditions of our Article 16 Authorisation

Our Article 16 Authorisation includes some provisions for specific types of model flying operations.  Some of these directly replace existing permissions/exemptions, such as the operation of control line aircraft within a Flight Restriction Zone and the operation of First Person View aircraft.

1. Physically Constrained unmanned aircraft
Our Authorisation defines a physically constrained aircraft as a model aircraft that:

  • is flying within a closed building or other physical construction forming a safely enclosed area; or
  • is a control-line model aircraft; or
  • is a round-the-pole aircraft.

1.1. Operation with an aerodrome Flight Restriction Zone (FRZ)
Permission is not required to operate a control line/round the pole model aircraft within an FRZ, provided that:

  • The length of the tether line is less than 25m
  • The flight does not take place within the Runway Protection Zone
  • The MTOM is less than 7.5Kg
  • The flight does not take place over or within the boundary of the protected aerodrome, unless permission has been obtained (in accordance with Article 94A of the ANO).

1.2.  Exemption of some control line and round-the-pole model aircraft from the EU regulations.
Control line/round the pole model aircraft are exempted from all of the requirements of the EU regulations including Operator Registration and Remote Pilot Competency, provided that:

  • The length of the tether line(s) does not exceed 25m
  • The MTOM is less than 1Kg
  • The aircraft is not capable of vertical take-off/landing or hovering (such as helicopters or multi rotors).

In addition, our Authorisation exempts Remote Pilots of control line/round the pole aircraft from the competency requirements altogether (even if the MTOM exceeds 1Kg) though they will be still be required to register as an Operator.

2. Free Flight Model Aircraft
Our Authorisation defines a free flight model aircraft as follows:

A free flight model aircraft cannot be remotely piloted and does not have software or systems for autonomous control of the flight path. A flight termination device may be fitted. The aircraft trim is adjusted prior to flight. The aircraft is trimmed (and fuelled if applicable) with the intent that it will follow a substantially circular path relative to the air and ultimately glide to a low velocity landing. A free-flight unmanned aircraft will drift relative to the user depending upon the speed and direction of the wind. The person in charge of the free-flight unmanned aircraft is deemed to be the remote pilot for the purposes of this authorisation.

Some specific requirements for free flight have been included within our Authorisation.  Most of these requirements are not new and generally reflect the requirements of the existing law (and how it should have been being applied already):

  • Prior to launching their aircraft, the remote pilot should take into account the expected performance of the aircraft, the weather conditions and the availability of any flight termination device and must be reasonably satisfied that the expected flight path will not infringe an FRZ (unless prior permission has been obtained) or other airspace restriction.
  • The operation of a free flight model aircraft must only be carried out within the limits of our Authorisation (or alternatively within the requirements of the Open Category, especially for those aircraft with an MTOM of less than 250g).
  • A free flight model should not be deliberately flown beyond visual line of sight.

A free flight model aircraft must only be launched:

  • From an area free from uninvolved persons (Uninvolved persons are those who are not participating in the UAS operation or who are not aware of the instructions and safety precautions given by the UAS operator).
  • When the remote pilot has identified an area (the ‘flight volume’) within which they believe the aircraft will remain.
  • When the remote pilot is reasonably satisfied that the aircraft will remain within the flight volume.
  • When the remote pilot is reasonably satisfied at the point of launch that no uninvolved persons will enter the flight volume and be endangered.

Within the terms of out Authorisation, the Operator/Remote Pilot of any free flight aircraft with an MTOM of less than 250g which is likely to operate at a height above 400ft, must be registered as an Operator and have evidence of Competency (such as passing the BMFA online test).

3. First Person View (FPV) Model Aircraft
Our Authorisation defines first person view aircraft as follows: In First Person View operations the remote pilot flies the aircraft using images provided by cameras aboard the aircraft. When flying FPV the remote pilot cannot monitor the flight path in relation to other aircraft, persons, vehicles, vessels and structures for the purpose of avoiding collisions to the same extent as a remote pilot maintaining external direct, unaided visual contact with the aircraft.

Our Authorisation incorporates the terms of our existing FPV exemption, but also includes specific provision for FPV ‘drone racing’ which the BMFA had been discussing with the CAA for some time.

3.1 FPV Drone Racing
A model aircraft may be flown by a remote pilot using first person view subject to the terms of our Authorisation and provided that the aircraft is operated:

  • Within a sterile area – meaning a cordoned off, closed area that uninvolved persons are excluded from. (Uninvolved persons are those who are not participating in the UAS operation or who are not aware of the instructions and safety precautions given by the UAS operator).
  • The aircraft is not flown in excess of 160ft (50m) above the surface.
  • In accordance with procedures set out for the purpose of the event and in accordance with the instructions of the race director or other nominated person, including provision of a ‘terminate race and land immediately instruction.
  • Any observers are suitably briefed and aware of their responsibilities, including the monitoring of people or aircraft entering the sterile area.

Individual remote pilots do not require their own ‘competent’ observer when operating under this provision.

3.2 General FPV Flying

A model aircraft may be flown by a remote pilot using first person view subject to the terms of our Authorisation and provided that:

  • The remote pilot is accompanied by a competent observer who maintains direct unaided visual contact with the unmanned aircraft sufficient to monitor its flight path in relation to other aircraft, persons, vehicles, vessels and structures for the purpose of avoiding collisions and advises the remote pilot accordingly.
  • The MTOM of the aircraft does not exceed 3.5Kg.
  • The aircraft is only operated in the areas defined in the ‘Where can I fly’ section (6) above.
  • The aircraft is only operated in accordance with the ‘Separation Distances from Uninvolved Persons’ section (8) above. (Uninvolved persons are those who are not participating in the UAS operation or who are not aware of the instructions and safety precautions given by the UAS operator).

 

And the aircraft is not flown:

  • Within an aerodrome FRZ, unless appropriate permission has been obtained.
  • At a height of more than 1000ft above the surface, unless it is a rotorcraft with more than 1 lift generating rotor or propeller in which case the height shall not exceed 400ft above the surface.
  • Over or within 150m of any assemblies of people (Assemblies of people are gatherings where persons are unable to move away due to the density of the people present).
  • Within 50m of any vessel, vehicle or structure which is not under the control of the remote pilot
 
 
04 Jan 2020

Labelling your model


Labelling your drone or model aircraft

You must label your operator ID on every drone or model aircraft you’re responsible for.

Use the same operator ID for all your drones or model aircraft.

If you’ve registered, you can check your operator ID in your confirmation email or online.

! Warning It is against the law to fly a drone or model aircraft that does not show a valid operator ID.

How to label your drone or model aircraft

Your operator ID must be:

  • visible from the outside, or within a compartment that can easily be accessed without using a tool
  • clear and in block capitals taller than 3mm
  • secure and safe from damage
  • on the main body of the aircraft

You should use a removable label as your operator ID may change when you renew. You’ll need to remove your label if you’re no longer responsible for the drone or model aircraft.

Always use your operator ID, not your flyer ID.

 

29 Dec 2019

Airfield Restrictions Map


https://dronesafe.uk/restriction

 

 

01 Dec 2019

Club location


Boston Model Aero Club flying site location :

Malt Kiln Farm. Main Road, (North Forty Foot Bank), Holland Fen, Lincoln, LN4 4QH

Ordnance survey map grid ref: TF 2396 —5037

 

Latitude  53° 02’ 10” North

     (degrees. Minutes, Seconds)

Longitude 0° 09’ 09” West

 

Mobile Phone APP What3words: Commutes,Shared,Brushing 

 

All details are displayed on the caravan/decking

 

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


As off 30th November 2019 all owners of Radio controlled Planes or Drones must register with the CAA to obtain a Operators I.D 

Cost £9 valid for 1 year

his must then be displayed on the model

If you only fly a model and do not own one you must then register for a Flyer I.D

Cost £0 valid for 3 yrs

All information can be found at:

https://register-drones.caa.co.uk/

http://www.be-lawful.bmfa.org/

IT IS RECOMMENDED TO CARRY FOR CERTIFICATES OF INSURANCE/REGISTRATION WITH YOU WHEN FLYING. THIS CAN BE VIA PAPERWORK OR COPY ON YOUR MOBILE PHONE 

AT ANYTIME YOU ARE UNSURE PLEASE ASK A STUPID QUESTION IS A QUESTION NOT ASKED

 

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


FIXED WING

 

 

Examination Certificate Boston Model Aero Club A+

 

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

Address………………………………………………………………………………………………………………………………………………………………………………….

……………………………………………………………………………………………………………………………………………………………………………………………...

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

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

 

Date…………………………………………………………………Signed…………………………………………………………………………………………………………

Name…………………………………………………………………………………………………………………………………………………………………………………….

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

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

………………………………………………………………………………………………………………………………………………………………………………………………

………………………………………………………………………………………………………………………………………………………………………………………………

Check List                                                                      Done

 

(a)

Carry out Pre flight checks

(b)

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

(d)

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

from the bottom by rolling inverted first)

(e)

Complete one roll into wind

(f)

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

(g)

Fly into wind and complete a half Cuban eight

(h)

Fly inverted for 3 seconds

(i)

Fly downwind gain height to carry out a split S

(j)

Fly a rectangular landing approach and land

(k)

Carry out post flight checks

 

 

 

Questions

 

Remarks………………………………………………………………………………………………………………………………………………………………………………………..

……………………………………………………………………………………………………………………………………………………………………………………………………..

 


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.

Consistency

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.

Continuity

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.

Trim

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.


Nerves

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

testing.

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

GREAT NEWS


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 www.bmfa.org

09 Dec 2015

List for beginners on what to buy and field equipment


 

 

 

 

 

 

Hi Wing Trainer Plane                                                      

4 channel

Black horse: Excell 2000

                        Sedona

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)

Engine

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

Thunder Tiger GP42

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

Radio

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

Propeller’s

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)

Spinner

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)

Electric

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

or

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)

Connectors

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

Information

 www.modelflying.co.uk

www.xcweather.co.uk

www.bmfa.org

www.bostonmac.co.uk

 

Shops

  www.alshobbies.com

www.sloughrc.com

www.kingslynnmodelshop.co.uk

www.sussex-model-centre.co.uk

www.inwoodsmodels.com

www.4-max.co.uk

www.brentfordrc.co.uk

www.modelshopleeds.co.uk

www.rcworld.co.uk

www.slecuk.com

www.stevewebb.co.uk

www.westonuk.co.uk  for fuel

www.pegasusmodels.co.uk

 

Bring to the field for flying

Aeroplane

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

Transmitter

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

 

Disclaimer

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.

EXAMPLE

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.

(THE GARMENTS IN THE PHOTOGRAPHS ARE IN ROYAL BLUE, THE GARMENTS YOU WILL BE ORDERING WILL BE IN NAVY BLUE)

 

 

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

Link

http://www.lincolnshirelive.co.uk/news/lincoln-news/fly-high-syd--tributes-934558

 

 

News

22 September 2014

News articles by date

TWO LANCASTERS PAY TRIBUTE TO THE DAMBUSTERS – FLYPAST OVER DERWENT DAM.

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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