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Aviation History
1920
1920 - 1216.PDF
IFilCHT NOVEMBER 25, 1920 CORRESPONDENCE ; The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters intended for insertion in these columns about the future developments of aircraft. Always I havelooked for, and always I have failed to find, any mention ofTHE PRESENT AND FUTURE CIVILIAN PILOT.[2035] During J;he discussion following the reading of Squadron-Leader Roderick Hill's paper on " The Flying of one of the most important factors controlling the expansion *** T,.,,« TT i A: X^ I. w^ j.v_ -D 1 * __„ Qf aviation services. So long as aeroplanes are propelled bypetrol (or steam) engines, skilled pilots will "be required to ensure safety to the craft and passengers. Before aviation services can expand pilots must be found. The present tendencyin civil aviation is to drive pilots into other occupations. When the time comes for the prophesied expansion, where arethe pilots to come from ? No individual will pay the sum required for training if pilots' salaries are small. If lessflying experience is considered good enough, then the per- centage of accidents will most likely increase and the ex-pansion cease to expand. I know that the R.A.F. have appointed many officers toShort Service Commissions, most of whom I venture to suggest have accepted these commissions to give them time to lookabout for a job outside the Service, and preferably a non- flying job, at a decent remuneration. Very few of themare likely to be keen qn a civil flying job at average civil flying salaries. The men who were keenest on civil life(with its added individual responsibilities and anxieties) left the Service soon after the Armistice. Those who re-mained on have so much paid into their banking account every month, and are looked after in a way that a civilianis not looked after. Many of the Short Service officers hanker after a permanent commission. I do not decry theservice pilot. I simply emphasise facts. I do not think the future need for civil pilots can safelybe entrusted to the R.A.F. We have been told that civil aviation must stand or fall by itself. In my opinion, in itspresent attitude of indifference as to what becomes of the men who can fly, it looks very much like falling.There is a sufficient number of sound pilots available at the moment. In five years' time, ten years' time, there maybe an astonishing scarcity of really good pilots. A pilot's life as such must necessarily be short. The average mancannot expect to go on flying steadily long after he is forty, at any rate.The R.A.F. suits itself and takes on Short Service pilots now, but its future permanent officers are most likely to comestraight from the public schools via the R.A.F. Cadet College. There is no guarantee that the Short Service commissionswill continue in the future. Rather is it the reverse. And R.A.F. authorities have stated that thev look to civil aviationto provide a reserve for national emergeVicies. I put it to those interested in civil aviation today that it isup to them to look ahead. Machines may be forthcoming, cargo, passengers, and aerial routes may be obtained, but ifcivil aircraft firms are not careful, the time may come when machines, cargo and passengers are hung up awaiting thereturn of that white-haired veteran servant of the company, the last War pilot able and willing to carry on, from the triphe has started on with those who were lucky enough to head the queue. I submit that there is much to be done. The good pilotswe have today ought to be retained. When the need begins to be felt (let us hope it is soon for the sake of civil aviation !)air transport companies must bethink them of their future pilots. Why not take on approved apprentice pilots, havegood instructors to put them through on school machines, fit the passenger carriers with dual control, and do not certificatea " pass schools " pilot fully qualified until he has flown a satisfactory number of hours as assistant pilot on the passengercarrier, as well as having flown it solo. I suggest that some- thing on these lines will become necessary. Qualified in-structors are available today. They may not be so easily obtainable five years hence. It is up to the air transportcompanies to consider the whole question. If satisfactory salaries are paid, premium apprentice pilots will be assured.As we stand today, if there is any genuine hope of speedy expansion in air services the far-sighted company that retainsas many pilots as it can possibly afford will reap a sure reward. The test pilot is even more valuable. NORMAN MACMILLAN,--•- : M.C., A.F.C, AM.I.Ae.E.Bristol, November, 1920 • Single and Twin Engined Aircraft " before the Royal Aero-nautical Society, Mr. Pierson, the designer of the Vimy and the Viking, said that he thought the time had come whenpilot and designer should work together to improve the design of aircraft. I do not guarantee the exactitude ofthe wording, but Mr. Pierson's meaning was clear—the aircraft designer of today wants the skilled pilot's knowledge(accumulated by experience in the air) and also the pilot's application of that knowledge in his considered criticisms of> aircraft. There are many pilots flying today who are most excellentpilots. Their sense of balance and their judgment i» handling controls is well-nigh perfect. They are born pilots. Theycould balance a tray on the bridge of their nose, or a golf club on their chin, equally well. They are good, sound, safepilots. But many of them simply cannot describe any of the sensations of flight, nor can they detail accurately howr amachine behaves in the air. The engine was all right or it wasn't. The machine ditto. They have observed no detail,they cannot suggest any alterations to improve the flying qualities of the craft. They have no technical knowledge,and they have not used their opportunities to acquire such knowledge. As test pilots they are useless to the designer. If designers want the services of pilots who can assist them,who can accurately report on the behaviour of an aeroplane in terms that mean something, who can offer suggestions ofvalue, who can actually assist them in their endeavour to advance their designs, then surely these pilots should be paidfor their abilities ? 1 imagine that most designers do think this, but they are notresponsible for the financial side of their firms. The director or secretary who engages the pilot simply wants a man whocan fly at the cheapest possible figure. Most aircraft firms are experiencing difficulty owing to the depreciation ofcurrency and small orders. They endeavour to cut expenses to the minimum. And the pilot is one of the first to suffer.A firm without a retained pilot tries to cut the pilot's fees, and usually selects the lowest bidder for the job, irrespectiveof qualifications. And the designer suffers in silence. A really good test-pilot must possess certain qualificationsbesides being a first-class pilot. He must have nerve, quick perception, ability to " siz; up " a nrw machine, the facultyof accurate observation of flight " sensations " and the flying qualities of aircraft, ability to express his observationsclearly and in their true ratio, and sufficient technical ex- perience to enable him to assist the designer in arriving at thecorrect deductions from the observations and their application to the machine undergoing tests. Consider the whole question purely on a financial basis.It is the best way. Money talks louder today than it has ever done.Take a pilot who has flown 500 hours (that may be taken as the minimum experience required by most firms), andconvert it into money values. The kTwest average cost of flying per hour is ten pounds, and I submit that the War-trained pilot's flying experience cost much more. But, taking the lowest figure, a pilot is not considered sufficientlyexperienced to be worth while, at a training cost of less than £5,000. I can imagine the director or secretary of the com-pany indignantly exclaim, "Yes, but who paid for that'. The Government, the tax-payer, ourselves ! " Quite so,when you leave out the risks the War pilot ran, the services he rendered to the country, on a pay that was less than thatoften earned by munition workers at home, and eliminating the fact that he was the man who brought the aviation firmstheir handsome War profits. He earned his capital valuation. Today, despite his costly training, he is often expected tooffer his skilled services at less than the wages of a miner. Possibly there are not many civilian pilots in this country- with all the qualities I have outlined as desirable in the test pilot. But a man possessing these qualities can turn hishand to almost anything. He may love flying, but if other professions offer better prospects he will assuredly give upaviation. And aviation can ill afford to lose the few we have. There has been much talk (at conferences and elsewhere)... , m M A Flying School for Ecuador-^ IT would appear that the exhibitions of flying arranged in connection with the centenary celebrations in Ecuador have not been without effect. A.t any rate, it is reported thatPresident Tamayo,.of Ecuador, has signed a decree authorising the establishment of a school of aviation at Riobamba. I2I8
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