Before being allowed to fly a large model at one of the LMA's main events, it goes without saying that, members must have demonstrated the ability to control aircraft in a safe and responsible manner. All members wishing to fly large models at an event where the public is admitted will have had to pass the LMA Proficiency Scheme Test.
Examiners are appointed by the Chief Examiner to test
the competence of members. The Examiners may test candidates at an LMA fly-in
provided they have the permission of the event organiser and the public are
not in-attendance or they may elect to be tested on "home ground". In calling
on an Examiner to test a candidate on their home patch, travelling distance
will have to be taken into consideration. The candidate will be asked to get
in- touch with the Examiner to arrange a mutually convenient time and place.
If the Examiner has to travel then it is possible to claim some form of expenses
directly from the candidate at a rate to be negotiated for the round journey.
The details of the test are contained on this page. It has been drawn up after
consultation with LMA Examiners, the BMFA, and the CAA . It is specifically
designed to ensure that those who qualify are competent to fly at LMA events
to which the public is admitted.
These test details are applied in conjunction with the LMA Handbook. Examiners
are expected to make use of their experience and knowledge of well established
practice backed up by these notes, by the Handbook and by liaising where necessary
with the Chief Examiner or Proficiency Scheme Secretary. This last point is
important to achieve the necessary consistency and in order to provide feedback
so that we can bring in any improvements which Examiners may find advisable.
Throughout it should be remembered that the point of the Proficiency Scheme
is to ensure that people who fly in public are SAFE to do so. It is also hoped
that it will help to raise standards generally. We expect that any competent
and experienced member will be able to qualify.
A list of examiners who can carry out this test is given here.
Feel free to approach one of them. They will be only too willing to help you.
Good luck!
The Examiner will take careful note of the candidate's general approach and airmanship, including intelligent use of the helper. Although it is important to ensure that pilots have a sound ability to control their models it is just as important to be able to make judgements about positioning and about what is a safe procedure to follow in the event of something unexpected happening.
To begin with, the candidate should produce a current
LMA membership card and be advised that the test aircraft needs to be the type
of aircraft (or similar) to that proposed to fly at public shows. It should
be recognised that the test can be conducted whilst other aircraft are in the
air as this helps to give the Examiner a better indication of what sort of performance
would be achieved in public displays.
It should also be appreciated that whilst it would not be considered acceptable
to do the test in extreme flying conditions, there should be no attempt to postpone
a test because the conditions are not perfect on the day - this type of situation
may well be applicable to public show days.
Also, the assistance of a helper is an integrated part of the test and the ability
of pilot and helper to work as a team will be a measured part of the testing
procedure. In other words, the helper duties are not completed after starting,
but remain an important of the whole process.
Section A :Structural Integrity of the model - Preparation and Start Up procedures.
The candidate should be observed checking the general
integrity of the assembled airframe and particularly including the attachment
integrity of the flying surfaces and their correct deflection upon command from
the transmitter.
The Examiner should observe the starting procedure employed by the candidate
with particular regard to safety. This should include the position of other
persons relative to the propeller and appropriate precautions if the motor is
petrol fuelled e.g. is an extinguisher present?
The Examiner should observe the candidate making checks at various throttle
settings and in-particular be satisfied the idle is sufficiently slow to enable
the model to descend and make a safe landing. As most models presented for test
will over 7kg the candidate should be asked to perform a "fail safe" check.
The Examiner should observe the candidate checking the general area for safety
before taxiing out to the take-off position and confirming with other pilots
before doing so that it is safe to join them.
Section B: Standard of take - off in relation to the wind and entering into
display demonstration.
The Examiner should ensure that the candidate is capable of taking-off safely
in various directions, not standing behind the model, and with regard to the
imaginary crowd-line.
After take-off, the climb-out and first turn should be observed as to safety,
with the possible need to make the first turn tight to avoid getting too close
to the crowd line.
Section C: Quality of display at various heights, adherence to display line
distances and simulated wind directions.
The Examiner should test the candidates ability to display the model to the
crowd at different heights and speeds without encroaching over the imaginary
line 50 metres from the crowd and, as far as possible, without making turns
towards the crowd-line. It should be demonstrated that tight turns can be made
without losing height and of being able to fly a "figure-eights" in front of
the pilot, again without significant loss of altitude.
Section D: Response to two of the following: imaginary
emergency, engine out, stall and/or spin.
The candidate should be able to recover control of the model as soon as it gets
into difficulties. Nothing should be required by the Examiner which would hazard
the candidate's model, but it is thought reasonable that, as a minimum, ability
to recover quickly from a stall situation should be demonstrated.
If the model is appropriate, the Examiner should look for the ability to recover
quickly and accurately from a spin and should require simple aerobatics and
judge the quality of execution.
The type of model on which the test is taken is important and no candidate should
be required to do anything which is not within the reasonable capability of
the model or which would put it at risk.
The Examiner should test the candidate's ability to cope with an unexpected
situation without endangering the model, or the crowd. For example: -
The Examiner could tell the candidate that the wind had swung through 90 degrees.
How, if at all,
will the landing approach be changed?
The engine has stopped or has lost power. The candidate would be expected to
make use of the
helper to call a warning to other
pilots and to the flight-line director to help find a safe landing
approach. Circumstances would dictate
where this might be, but it could be said to be unsafe at
a particular height to turn the model
into wind and that a downwind landing would be necessary. It
would be up to the Examiner to use
ingenuity to test the candidate's capacity to sum up the
situation and enlist what help was
available to ensure that there were no obstructions ahead and to
take quick and decisive action which
would have the prime object of safety of spectators.
Section E : Quality of approach, overshoot, and landing.
On the landing approach the Examiner might tell the candidate to overshoot.
It would be obvious that on setting-up this test the Examiner should not make
unfair demands or do anything which might be expected to put any person or model
at risk.
Candidates should show that they can judge the distance of a model and its sinking
speeds. They should be prepared to enlist their helper to assist with lining
up the model, warning others of the landing approach and ensuring the runway
is clear and should demonstrate that they are able to ask for and use this help.
The candidate must be able to land from the left or right and show that adverse
wind conditions can be handled including, where appropriate, making a safe but
sharp turn close to the ground. Again the capabilities of the model being flown
need to be taken into account.
After landing the pilot should clear the runway and stop the engine in a safe
area. Awareness should be shown of the need to clear the runway for other aircraft
as rapidly as possible and to taxi to a safe position and stop the engine in
an approved manner e.g. not by throwing a rag into the propeller.
Section F: General impression of airmanship and team work with helper.
The Examiner should comment on the way the candidate reacted with other fliers
during the test and how much use he made of the helper in ensuring that a high
standard of airmanship was maintained throughout the take off, flying, and landing
phases.
Section G: Oral examination.
The candidate will be asked a range of questions which deals with the regulations
governing operation of large models. It is not considered that the candidate
should fail the whole test simply upon mistakes in his replies to these questions
. If however the Examiner feels that the candidate is on the borderline in the
flight test, the outcome of this question and answer session should be taken
fully into account.
The questions cover all aspects of the ANO , our own LMA Handbook Guidelines
and other aspects of flight safety that are particularly relevant to Public
Show flying. Examiners are free to word questions in a manner which is considered
to be most appropriate. During the course of the question and answer session
elements of all four sections below will be covered.
Section 1 - the ANO
Article 64 - this gives emphasis to the fact that any
pilot, in any situation, irrespective of the weight of the aircraft is always
responsible for the safe conduct of the flight "shall not recklessly or negligently
cause danger to person or property".
Article 87 - this emphasises that models between 7kg and 20kg, whilst not requiring
an Exemption to fly, "shall not fly unless the person in charge of the aircraft
has satisfied him/her self that the flight can be safely made".
It also covers several other vital aspects:-
"Shall not fly in Class A,C,D,E airspace without ATC permission",
"Shall not fly within an air traffic zone without ATC permission",
and perhaps most importantly "shall not fly above 400' unless prior authority
is obtained".
Based on the ANO the following recommendations have been made by the CAA to
modelling organisations in the UK. Model aircraft from 7kg to 20kg "should only
be flown":
Below 400' except with permission
When the weather is suitable
Clear of controlled airspace unless ATC permission
Within sight of the operator
Well clear of any congested area of a city, town or settlement
At least 50m from any person, vessels, vehicles, or structures. This can be
reduced to 30m for the
purpose of taking off or landing. Seaplanes
may have these reduced to 20m for take off and
landings.
A serviceable "fail safe"
Section 2 - Large Models - 7kg to 150kg.
Questions in this section concern:
The suitability of local flying sites
The skill of the pilot in relation to the flying projects envisaged
The effect of weight on performance
The effect of power on performance
Type of hinges, linkages, and control rods on surface areas which have high
loadings
Wing and tail fixings
Radio Installation
Appropriate servo selection
Plugs , sockets, and switches.
Engine & Exhaust mountings
Spark screening
Propeller suitability, care and maintenance
Section 3 - Pre Show scrutiny.
Ensure that the candidate is aware of the following aspects which will be covered
by scrutineers:
Security of wing, tail, and other dismountable surfaces
Suspect hinges, linkages or pushrods
Security of clevises
Low battery warning systems
Engine mounting and propeller security
Serviceable fail safe
Section 4 - Show procedures.
Questions will cover aspects of:
20 Khz spacing
Purpose of Tx control
Flight briefing attendance
Involvement of helper
Purpose of "ready box"
Purpose of " start-up box"
Issues to be aware of in start-up box
A brief explanation of the following duties as set out in CAP 658:-
Flying Display Director
Flight Line Director
Flight Line Marshall
Important aspects applicable to Flight Box
Statutory distances from spectator barrier of flight box and display line
Action to take when an accident involves a Third party
Follow-up Action
The completed Examiners Report for a successful candidate is returned to the
Proficiency Scheme Secretary, by the Examiner with the result duly certified
in the place provided, ensuring the candidates full name, address and LMA number
have been entered.
On receipt of this information the Proficiency Scheme Secretary will issue a
new membership card which will certify that the candidate now holds a Proficiency
Scheme Certificate and he can produce this for validation purposes to public
show organisers.
This text was taken from documents prepared for Examiners in March 2004 by:
Tony Hooper
LMA Chief Examiner & Safety Officer
To complete this page, for fun, and to test your knowledge, why not try the
quiz below. Note that this is not part of the set of actual questions asked,
but includes some similar topics.
This page was last updated on 9/9/04.
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