Basic Multirotor – BM

The Wings Scheme is run by the MFNZ as a National Scheme, and it is open to all members.

The examination for a Basic Certificate may be taken on application to any Registered Examiner.

The candidate must successfully complete the test schedules in one attempt. A maximum of two attempts at the examination are permitted in any one day.

The test schedule is split broadly into five areas; the pre-flight safety checks, moving from the pits/start-up area to the take-off/landing area, the flying manoeuvres, the recovery & return to the pits, and the questions.

The Basic Certificate is a measure of flying ability and safety which “may be equated to a safe solo standard of flying”.

As an Examiner, the level of competence you should expect of a candidate should be based on that criterion; that is this person, in your opinion, fit to be allowed to fly unsupervised.

The candidate should have studied the MFNZ Members Manual, any local site rules (if applicable. Besides being an excellent guide to the safe flying of model aircraft, most of the questions asked at the end of the test will be from these sections of the MFNZ Members Manual.

Also, be aware that you may ask questions on any local site rules that the candidate should be aware of, and these may form an important part of the test questions you ask.

Note that the Basic flying test does not finish until the model has been retrieved and the post flight checks have been completed

The tests can be performed with virtually any model multi-rotor, fixed pitch or collective.

A multi-rotor for the benefit of this test is defined as a rotorcraft with three or more rotors. Whatever model is brought by the candidate; it must be suitable to fly the manoeuvres required by the test they are taking. 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 their ability you are testing, not the model.

On no account, may the candidate use defects or limitations in the performance of the model as an excuse for poor performance on their part and you should make no allowance on this point. The type of model presented cannot be used as an excuse for not completing certain manoeuvres.

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.

Gyros, Electronic Stabilisation and GPS

It is acceptable to use an electro-mechanical or solid-state gyro/s in a multi-rotor being used to take the test although electronic stabilisation is restricted to enabling flight, at no point should the stabilisation effect take over control from the pilot or achieve automated or self-levelled flight. This allows a range of gyros to be fitted, from simple yaw dampers to solid state heading lock units.

The use of any autopilot and/or artificial stability features which are (or may be) designed into such units beyond definition above is not acceptable during the test for the Advanced and Basic certificates and is not permitted.

Candidates should be prepared to explain the capabilities of the system they are using and show that it does not take over control from the pilot and that automated flight will not be achieved during the test.

GPS must not be used during any test.

When taking a multi-rotor test, it is your responsibility as the Examiner to lay out a series of ground markers to assist both the candidate and you to assess the manoeuvres being flown. Small cones or any other similar marker may be used if they don’t interfere with the flying of the model. However, it is vital that the marker used for the take-off/landing point (TOLP) does not affect the model at all and probably the best marker in this case would be something like the fluorescent discs that lay flat on the ground.

Alternatively, you could use some of the biodegradable ground marker spray paint that is readily available.  The layout of markers required is shown below and it must be emphasised that absolute accuracy of distance is not required when setting them out. Pacing will be quite accurate enough. It is essential, though, that the centre marker, the TOLP and the pilots position are in line.

The general positioning of the markers will depend very much on the geography of the flying site and safe operation of the model, and you should set them out with these factors in mind.

It is not a requirement that the markers in the cross bar are used by the pilot, but they are there to help. However, the centre marker, the take-off/landing point and the pilots position must be used with some accuracy.

Landings should generally be no more than a metre from the take-off/landing point and the pilot is expected to stay close to the selected pilots position mark although it is not required that they plant their feet. If you feel that the pilot is starting to wander, you should stop them and insist that they stand near the pre-selected mark.

Remember that it is a requirement that all manoeuvres are carried out in front of the pilot so the use of the pilots position point will be important.

All take-offs and landings should be smooth, without undue oscillations, and lifts and descents should be straight and controlled with the model a comfortable and safe distance in front of the pilot. In any stationary hovering the model should remain steady and should not oscillate unduly.

The standard brief hover time is about five seconds. You should discuss this with the candidate before the test so that they know that you will want to see a positive stop with the hover long enough to show that the model is well controlled and steady with little wandering or oscillation. Stopwatch accuracy is not required.

The candidate should also be aware that the decision to move on is theirs and that you will not be asking them to commence with the next manoeuvre. However, during your pre-flight briefing, they may ask that you indicate when you are satisfied that they have completed their brief hover times to help them decide when to move on. This is quite permissible if requested by the candidate.

Circuit and other flying manoeuvres should be performed at the heights mentioned in Height and Speed above. Movement of the model from one point to another whilst in the hover should be done at a steady walking pace.

Care should be taken in the flying manoeuvres that the line of approach and height each time is consistent, and you should take note of performance in this area.

Intermediate Landing

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

Multirotor Types

Multirotors come in numerous variations, sizes and formats, not all of which will be suitable for the multirotor tests. Some use servos to tilt motors, but these should not be confused with tilt shift aircraft.

Bi-rotor

These have two motors only and two servos. Each motor is mounted on a servo-controlled pivot. These are the least stable of the multirotors and are therefore not recommended to use for either test.

Tri-rotor / Tricopter

As the name suggests these have 3 motors, typically spaced in a Y-shape, with the rear single motor being mounted on a servo-controlled pivot.

Quadrotor / Quadcopter

These are likely to be the most common model used, using four motors and no servos. (This excludes variable pitch models mentioned further down this list) They can be safely flown in either a plus or cross format, this will boil down to what the individual pilot feels is easier to orientate and no preference should be given to either. There will be two motors spinning clockwise and two counter clockwise to overcome the torque effect. By slowing a pair of motors down and speeding up the other pair, the torque effect is used for yaw.

Hex-rotor / Hexacopter

With six motors, these can either have the motors spaced out evenly in a circle or doubled up in a Y-format. Again, no servos are used for this format. Hex-rotors offer no more stability than a quad but do offer an ability to keep flying in the event of a certain motor failures. These will have three motors spinning clockwise and three counter clockwise, when set up as a Y-shape, there will be one motor of each direction on each arm.

Octo-rotor / Octocopter

As per the hex-rotor, these can be set up with all motors in a circle or set up with double motors as per the plus or cross quadrotors. As with hex-rotors these offer more resistance to motor failures. These will have four motors spinning clockwise and four counters clockwise. When set up as a quad-rotor format there will be one motor of each direction on each arm.

Variable Pitch Multirotors

These can be any format from above but are most typically done as quad rotors as this tends to be the best balance between size and aerobatic performance. In the quadrotor format a single motor drives four variable pitch rotors, which are intern controlled by servos. This variable pitch approach allows for a motor idle up being set and sustained inverted flight to be achieved.

Reverse Direction Multirotors

Another recent development has seen multirotors with reversible speed controllers / motors, this allows for sustained inverted flight as the motors reverse when inverted.

Multirotor Flight Modes

All multirotors will require a flight controller for operation, a device which contains a three-axis gyro, much like a flybar-less helicopter, but with the additional task of taking the radio control signals (Throttle, Aileron, Elevator and Rudder) and converting them in to motor or servo outputs. For a multirotor to fly, the flight controller will be making constant adjustments to all parts of the flight train, however it can also offer additional flight modes.  It should be noted that multirotors of all formats and sizes could be fitted with none or all the following flight modes as part of the main flight controller or in separate units.

Manual

This is the only flight mode acceptable for use in the tests, as in this mode the multirotor is not self-stabilised. A continued aileron input for example will see the model continue to rotate around the aileron axis. An easy demonstration to request from the pilot to confirm this is the flight mode in use is to ask the pilot to apply a small aileron input and then release the stick to centre. The model should continue along the new aileron trajectory and not self-level, requiring opposite aileron input to stop the slide and return the model to level.

Attitude / Stabilised Mode

Often referred to as ATTI mode or STAB, this is the first of the auto pilot modes. In this mode, the model will self-level when the sticks are centred, and the model will simply drift with the wind if no input is given. In addition, full aileron or elevator will only result in the model reaching a maximum tilt of 30-40 degrees and never tipping over.

GPS Mode

Occasionally referred to as Loiter Mode, the model uses GPS to lock its position via satellite. The model will often still accept flight control inputs and behave much like in ATTI Mode, however cantering the sticks will see the model stop still in its position. In this mode, the model will also resist external forces such as wind and make corrections to stay still. It is also possible with some GPS equipped models to set waypoints and send the model on its way completely autonomously or have the model Return to Home.

Compass Mode

Often also referred to as CAREFREE mode. This mode works by setting an artificial North. With the model facing in a set direction, entering compass mode will see the model travel along its new North from forward elevator input irrelevant of which way the model is now facing. Essentially this allows the model to be pirouetted while always travelling in the same direction from forward elevator input. It should be noted that the compass will typically take the front of the model as its new North when activated, so it is possible for forwards on the stick to become left, right or backwards, depending on which way the model was facing when activated.

Altitude Mode

Some models are also capable of maintaining their altitude.

Multirotor Pre & Post Flight Checks

Checks before daily flying session.

• Check that all rotor blades are in good condition with no damage and securely attached to the motors or blade grips.
• Check for loose or missing nuts and bolts.
• Check all ball links for slop and change as necessary.
• Check there is no backlash in the drive system apart from gear backlash, which should not be excessive.
• Check that servos are secure.
• Check that the receiver aerial is secure and in good condition with no chafing or damage.
• Check that the flight controller is secure and that all aerials including GPS are secure and orientated in the correct direction.
• Check all transmitter switches are in the right positions.

Checks before and after each flight

• If the multirotor suffers damage or a heavy landing, recheck all (A) above.
• Check all controls before starting especially for binding links or slowing servos.
• Check for vibration and eliminate before flight.
• Check that all wiring is secure and cannot become entangled with any moving or rotating part, especially the receiver aerial.
• Before starting to ensure all switches are in the correct position for take-off and the correct flight mode selected before EVERY flight.
• If planning to use GPS at any point during the flight, confirm that you have a suitable lock before taking off. (Method for this will vary from unit to unit, but is typically by way of a flashing indication LED)
• Are the multirotors arms secure, especially in the case of collapsible or folding air frames?

Multirotor Additional Safety Considerations

The following is a list of additional scenarios that multirotors can create but is in addition to standard procedures for electric or I/C models and general safe flying practices. Due to the fast-changing nature of multirotors this list should not be considered definitive.

Different multirotors will use a vast selection of propellers from soft plastic, through wood and up to carbon. In all cases the propeller should be suitable for the type and power output of each motor and metal propellers must never be used.

Many multirotors use the frame as a power distribution board, it is important to ensure that all wires are secure and that there is no risk of short-circuiting. Multirotors can create more RF interference than the average model aircraft and although the use of ferrite rings might not be necessary with 2.4Ghz radios it is advised to carefully consider the positioning of all aerials and wiring.

Multirotors are predominantly electric, so all standard controls of electric models should be applied, especially the consideration that the model is live the moment it is connected. Thus, models, should not be connected in pits areas or car parks.

Models with GPS can typically be programmed to follow waypoints, at no point may the craft become fully autonomous, in other words the pilot should be in control as all times and capable of taking control and overriding any pre-programmed flight commands with the transmitter. The same applies to the use of the Return to Home feature.

Models using Waypoints or Return to Home must consider the flight path of the model and ensure no obstacles will interfere with the model, as this type of flight is often As the crow flies.

Careful consideration must be taken with models with GPS and Return to Home features as to where they are connected and or started, as this is often the Return to Home location and must be set as a safe area, e.g., a safe distance into the runway and not the pits or car park.

It is not easy to safely restrain a multirotor so when testing the failsafe, it is necessary to remove the propellers.  GPS is typically very good at holding a model to within inches of its position but is only truly accurate to within 5m of latitude, longitude and altitude.  GPS can take time to find itself, especially on the first initialization of the day, so time should be given to achieve a safe and stable lock before EVERY flight.

A descending multirotor is flying through its own prop wash and will often wobble as it descends. Trying to descend too fast can cause a model to suffer too much wobble creating a tip stall. A great method to avoid excessive wobble is to descend while travelling, e.g., a 45deg descent.

A multirotor with too much gyro gain will oscillate in the air, whereas too little will create a model that rocks or drifts excessively.

A multirotor that appears to “toilet bowl” (drifting around in a circle) typically requires compass recalibration

Models with GPS that are armed too quickly can shoot off trying to return to their last known GPS position. This again refers to arming and flying before GPS is fully engaged. Pre-test considerations / checks for examiners.  The following is a guide for examiners to assess that a pilot truly understands the aircraft they are flying and the modes it operates in.

Flight modes

As mentioned in the earlier section of this document, multirotors can have numerous flight modes. The pilot being tested should be able to clearly explain what each mode is on their model and what switch it is assigned to. They should also be able to explain how the model will react in each mode and any special considerations that should be made for each mode. Again, you can refer to the earlier section on flight modes for reference, but here are some key things to consider for each mode that the pilot should understand.  Things that need to be considered for each mode:  GPS: GPS does not work instantly when a model is armed and may take time to arm, especially on the first flight. All GPS equipped models will have a warning LED indicating the GPS Status, i.e., is it locked, how many satellites its reading etc. GPS will not work indoors, under trees or near power lines. Failing to wait for a successful GPS lock can result in a model struggling to hold location or even a fly away. GPS units typically have an orientation, and a pilot should be able to demonstrate that is in the right position/angle.

RTH – Return to Home

A pilot using RTH should understand exactly when the model sets its home position. In some cases, this is as soon as the battery is plugged in, whereas on others it is when the model is first armed for flight. In either case, the pilot should explain this for their model and arm the model in line with this.  If equipped with RTH the pilot should be able to explain what will happen in this mode. Many models will stop where they are, gain height, then fly in a straight line as the crow flies to their RTH point before then entering a slow decent to landing. Others may simply fly back at the altitude they are starting at, and some may then only loiter at a set height once reaching the RTH point and not land.

The pilot should also understand the legal implications of RTH. At this moment in time, RTH is not a legal option for failsafe (This is currently being discussed with the CAA and may change). RTH can only be used as a controlled mode of flight, i.e., the pilot can deliberately put the model in a RTH state, but then instantly regain control at any time. RTH is not legal if the model decides to enter RTH mode on its own due to say loss of signal or low battery, or if the pilot cannot re-take control once RTHs is initiated.

Compass Mode / Carefree Mode

Carefree mode as mentioned earlier sets an artificial north for the model. The pilot should mainly be aware of the risk of setting an unusual or uncomfortable attitude for this mode. I.e., setting the mode while flying towards yourself will result in a model being set in a permanent nose-in attitude. The pilot should be able to explain how to either exit this mode to normal flight or what they would do if this was accidentally set in flight.

Attitude / Stabilised Mode

This is mostly an idiot proof mode, however some of the earlier control units required the model to be positioned horizontally at point of arming to set the level point, i.e., arming with the model at 20deg will see the model always wanting to level to that angle in flight. As with many gyros devices, many control units don’t like to be moved during the initial arming.

Gain adjustment

Even a basic board that is only capable of manual flight mode can still have a switch assigned to adjust the gyro gains, essentially like a helicopter tail gyro having heading hold and rate mode. On a multirotor, the behaviour difference between the two could best be described as high and low rates. With the gyro gain high the multi will be more docile / sluggish, whereas with the gain dialled down it will be twitchy and able to rotate faster. A pilot should be willing to demonstrate to an examiner that both modes are still manual mode and that the low rate mode is not in fact self-levelling.

Motor Arming

Many control units have a safe mode, where the motors will not react to control inputs, requiring the transmitter to first use some set positions. For example, this might be throttle down and full right rudder to arm, with throttle down and full rudder left to disarm.

Failsafe

Multirotors are capable of various levels of failsafe, from the basic motors to idle minimum, to automatic flight modes. Such self-flight modes are; auto land, where the multirotor self-stabilises and goes in to a slow decent and RTH (return to home), in this mode the multirotor will typically climb by a set amount, turn and fly straight home to its initial arming point and land. Consideration should be taken in RTH mode as the craft typically flies in a straight line, so any obstacles in between such as trees or people may be hit.

Examination question suggestions

Flight mode – The pilot should be able to explain all their flight modes and how the aircraft will behave in each mode.

Failsafe settings – The pilot should be able to explain what will happen on loss of signal, i.e., standard motors to idle or slow decent or return to home. This can also be linked to switches.

Arming sequence – Most multirotors have a set stick/switch position to start or stop motors.  Switches: The pilot should be able to clearly explain what flight modes are assigned to each switch.

Specific craft considerations – A pilot should be aware of specific behaviours relevant to their multirotor. I.e., a motor failure on a bicopter, tricopter or quad will result in a crash, however on a hexacopter or octocopter the model will typically begin to pirouette, but still fly.

Pre Flight

Carry out pre-flight checks as required by the MFNZ documentation.

The pre-flight checks are laid out in the MFNZ Multi-Rotor documents. The candidate should also go through the pre-flying session checks, laid out in the MFNZ Members Manual. Ask the candidate to go through their checks as if the test was their first flight of the day.

Points to look for are that the candidate has a steady and regular ground routine, especially when starting and tuning the engine. Nerves should not play a part in the pits, and you should satisfy yourself that the candidate is in full control of what they are doing whilst preparing the helicopter for flight.

A tidy flight box and a neat ground layout makes a good impression but bear in mind that that Basic certificate candidates may not have been flying for too long and you should make allowances.

A poor performance in this area is not direct grounds for failing the candidate but can certainly be part of a cumulative failure if other aspects of the performance are below the standard you expect.

Pay attention to the way the candidate uses the local frequency control system and make sure that they fully understand 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 usual Tx on, Rx on sequence. 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.

Electric powered models must be carried out from the pits area to a safe point before the flight battery is connected and they MUST be considered live as soon as the flight battery is plugged in. Great care should be taken at this point and any help available to the candidate should be used in the interests of safety.

If there is no one else available then there is nothing to stop you aiding the candidate by, for instance, carrying the model to the test area 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.

It is important that you talk these points over with the candidate in you pre-flight briefing.   (b), (c), (d), (e), (f) and (g) together form a horizontal T.

During manoeuvres (b), (c), (d), (e), (f) and (g) the model should not have deviated significantly from a straight line drawn between the end points Slight drifting may be permissible in adverse wind conditions but should be rapidly corrected and put back on the correct course. If the deviation is severe, or the model does not follow the line at all, the candidate should not pass. The hovering speed between the end points is at the discretion of the candidate but must be no faster than a slow walk.

Each stop should be a controlled hover, with any movement being quickly checked, without signs of large over-corrections. The pauses at each hovering point should be about five seconds, other than in (b).

The height of the multi-rotor should be consistent throughout these manoeuvres with no major deviations.

Take Off and Hover

Take off and hover over the take-off point, with the multi-rotor at approximately 10 feet, for about twenty seconds and then land.

Take off should be smooth and the lift to 10 feet should be vertical, straight and controlled with the model a comfortable and safe distance in front of the pilot. Once at 10 feet the model should remain stationary and should not oscillate unduly. You should notify the candidate when the hover time of about twenty seconds has passed and ask him to commence with the next part of the manoeuvre. The descent and landing should be smooth and steady with little oscillation on touchdown.

Take Off and Hover Forwards

Take off and hover for about five seconds, then hover the multi-rotor slowly forwards for approximately five metres, stop, and hover for about five seconds.

After the take off and five seconds hover time and, on your command, the pilot now hovers the model forward, at a slow hovering pace, for about five metres then stopping and hovering for about five seconds. All the previous comments about line, height at approximately 10 feet, speed and steadiness apply and the orientation of the model should still be facing in the same direction as this initial forward hover, as for all the rest of the first set of manoeuvres.

Hover Sideways

Hover the multi-rotor slowly sideways for approximately five metres, stop, and hover for about five seconds.

The pilot may choose to perform the initial sideways hover in either direction (to his left or right) and, once you have been told the direction, the candidate should, without turning the model, commence a sideways hover at a height of approximately 10 feet for approximately five metres. Having travelled about five metres the pilot will stop the model and hold it in a steady hover at 10 feet and, with the rear of the model pointing in the same direction as it was when it took off, for about five seconds

Hover Sideways (opposite)

Hover the multi-rotor slowly sideways in the opposite direction for approximately ten metres (five metres past its original position in front of the pilot), stop, and hover for about five seconds.

At the end of the hover time the pilot, without turning the model, will hover it sideways in the opposite direction, passing in front of them and stopping 5 metres past the centre line. At this point the pilot will once again stop and hover the model with it still facing in the same direction as it was at take-off.

Hover Return

Hover the multi-rotor slowly sideways in the first direction to bring it back to its original position in front of the pilot, stop, and hover for about five seconds.

The candidate should, without turning the model, commence a sideways hover at approximately 10 feet for approximately five metres back to the centre marker. Having travelled to the centre marker the pilot will stop the model and hold it in a steady hover for about five seconds at approximately 10 feet and, with the rear of the model pointing in the same direction as it was when it took off.

Hover Backwards

Fly slowly backwards, bringing the multi-rotor back to its original position over the take off point, stop, hover for about five seconds and land.

After hovering for about five seconds, the model is hovered backwards (without turning it) to the start position, stopped and hovered for about five seconds above the TOLP with skids at approximately 10 feet. After the hover time, has been completed the model should descend and land close to the original take off point. During this last section, you will be observing the same criteria as previously and the model should have performed as before in relation to the course and at a similar speed. The descent and landing should be smooth and steady with little bouncing on landing, caused by not being level or poor throttle control.

Lazy Eights

Take off and fly slowly forward for approximately 5 metres, stop and hover for about five seconds. Turn 90 degrees either left or right and fly forward to perform two lazy eights, each at least 30 metres in length. Each time the multi-rotor passes in front of the pilot it must be sideways on to the pilot and throughout the manoeuvre the model must be flying forward, not sideways.

The pilot should make a quick visual check that the area he intends to overfly is clear and that no other models are flying in the near vicinity; you should be watching for definite head movements as they scan the area.

The pilot should fly this manoeuvre at a safe height above eye level but should not fly at such a height that the model cannot be clearly seen by both the pilot and you. Between three and five metres is the correct height band for this part of the test and the model must hover through the lazy eights, not fly through them. The pilot must be clear about the height at which they wish to fly before they take-off and you should discuss this with them in the pre-flight briefing.

Having ensured that it is safe to start the manoeuvre, the pilot then takes the model off, rises smoothly to the flight level previously selected and hovers forwards for approximately 5 metres, stopping over the centre marker and hovering for about five seconds.

The pilot then turns the model 90, either left or right and, at the same time, slowly moves off forward at about a walking pace (but still in the hover). It is not required that the 90o turn is completed before the model accelerates; the turn and acceleration may be one smooth manoeuvre although the pilot may treat them as separate manoeuvres if they wish.

The pilot moves away at his chosen height for about fifteen metres where they begin a turn the model smoothly through 180o, flying forward in the hover all the time, and bringing the model back across in front of them. Without hesitation, the model continues at the same speed in the new direction until it has flown past the pilot for a further fifteen metres to his opposite side. At this point he smoothly executes another 180° turn, causing the model to be now moving in the same direction as the first leg, again hovering across in front of the pilot.

The model does not stop at this point, but it then repeats the events of the first lazy eight until two full eights have almost been completed and the model is near or over the centre ground marker.

During the lazy eights, you will be looking for a safe controlled flight throughout. The candidate should not lose or gain height significantly on the turns and should hover in a straight line between the turns with only sufficient drift on the model to prevent it from moving either further away or, more dangerously, closer to himself during each leg of the manoeuvre. The overall length of each eight should be at least thirty metres and the model must be sideways on to the pilot each time it passes across their front.

Some allowance can be made for a strong or gusty wind, but the basic points of the manoeuvre must still be demonstrated.

At no time during the manoeuvre should the model be flying sideways. Throughout all the turns and straight flight, it must be flying forward in the hover and not crabbing sideways.

The turns should be made by use of cyclic and rudder co-ordinated correctly and must not be half pirouettes at the end of each leg. The flight pattern should be as the diagram in the MFNZ Multi-Rotor Certification Appendix document and not deviate significantly from it. The pilot should be equally competent to the left and to the right when flying this manoeuvre. If any significant difference in their flying skills shows up here, then you should seriously consider whether they show the degree of competence necessary. It should be borne in mind that the manoeuvres in the test have been made reasonably simple, so that a high degree of control can be demanded.

Landing

After the two lazy eights, bring the multi-rotor to a halt sideways on over the centre marker. Turn the model until the rear of the model is facing the pilot and hover for about five seconds. From this point fly the model to a landing on the original take off point.

At this point the model should be approaching the area of the centre marker, still at the chosen manoeuvre height, and the pilot should aim to smoothly decelerate the model to a stop in front of and sideways on to himself. The model is then turned to the heading it had before the lazy eights were started and hovered for about five seconds. At this point it should be over the centre marker, about five metres in front of the TOLP and hovering at the standard height.

The model is now flown to a landing at the original take-off point. The path taken is entirely at the discretion of the pilot and you should take the opportunity to watch carefully for a smooth well-thought-out and safe manoeuvre.

After landing, the candidate should shut down the engine/s and allow the rotor blades to stop turning before collecting the model to return to the pits.

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.

Post Flight

Complete post flight checks as required by the MFNZ documentation.

These are set out in the MFNZ Members Manual and MFNZ Multi-Rotor Certification Appendix document, but you should pay attention to the correct Rx off, Tx off sequence and ensure that the frequency control system in use is cleared correctly.

The candidate must answer correctly a minimum of five of the Mandatory Questions (Refer – Mandatory Questions for all Disciplines (1-15)) on safety matters, based on the MFNZ documents for general flying and local flying rules.

The candidate must also answer correctly a minimum of eight questions from the General and Specific Discipline Questions (Refer General Questions (16-29) & Multirotor Specific Questions (45-56)) on safety matters, based on the MFNZ documents for general flying and local flying rules.

It is suggested that the questions are asked before the flying test.

Prior to the flying test the examiner should also ask a minimum of three Local site/club Rules.

Such questions should query the maximum altitude models can fly over the flying site as well as the boundaries of the site together with site etiquette and pilot safety.

Remember, the Proficiency scheme is a test of both flying ability and knowledge. It doesn’t matter how well the candidate can fly, if they cannot answer the safety questions they should not pass.

As an examiner however, you should prepare yourself thoroughly for any testing that you do, and you may wish to sort out your own personal and private list of sensible questions. Don’t forget that you can use any local rules which you know and which the candidate should be aware of. Remember that the majority questions you ask are to be BASED on the MFNZ documents; you are not expected to ask them parrot fashion and the candidate is not expected to answer that way either.

This opens up the possibility of asking a candidate if they can think of reasons behind specific rules. For instance, why is the club frequency control system operated as it is and what might go wrong? Why operating transmitters should not be taken out when retrieving models from an active flying area? Or why should models not be flight taxied in or out of the pits area?