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Aviation History
1923
1923 - 0417.PDF
JULY 19, 1923 the Avro, and usually the pupil is given considerable flying with tfae instructor before he is allowed to go solo on this type. The last stage in the course is reached when the pupil is sent up solo on the " 9's," and if he proves sufficiently finished he is allowed to put in a good deal of solo flying on this type. This section of the course is not so much intended to teach the pupil the handling of the machine—which will have been thoroughly mastered by now—but rather to familiarise him with the instruments of a modern machine, and one of the tests which a pupil has to pass before being " passed out " of the school is a cross-country flight to some point indicated by the instructor. This, in very brief outline, is the procedure followed at the de Havilland School of Flying, and at present the instruc- tion is in the hands of Mr. E. B. Wilson and Mr. J. Edelsten. The Civilian School Apart from the R.A.F. Reserve training, the de Havilland Aircraft Co. also operate a flying school for civilians. An ' innovation, as compared with pre-War civilian flying schools, has been introduced in that, by paying a certain fee per hour's instruction the pupil is relieved of all liability for damage to the machine, and third party claims up to £1,000. The same types of imachines are in use as those on which the R.A.F. Reserve officers are trained, but if desired pupils with no previous experience may commence their training on the famous D.H. 6 type, which is regarded as one of the easiest machines to fly, while its wing section is of a type which practically prevents accidental stalling, a quality which has resulted in giving it the nickname of " the clutching hand." With regard to the fees charged by the de Havilland Flying School, "these vary slightly, according to the type of machine on which it is desired to be taught. For instance, on the D.H. 6 the inclusive charge for dual control flying in- struction (i.e., with instructor on board) is £6 per hour. When the pupil is flying solo this rate is reduced to £5 per hour. By paying another £3 per hour the pupil is insured against damage to machine, and against third party risk up to £1,000. For more advanced training, or for a refresher course on the Avro-Renault, the fee is £1 per hour flying with instructor, and £6 per hour flying solo. The insurance premium is in this case £4 per hour. Finally pupils wishing to finish off on the D.H. 9 may do so at a fee of £8 per hour dual control, and £7 per hour solo, with an insurance premium of £4 10s. per hour. It will thus be seen that the uncertainty as to possible costs arising out of crashes has been eliminated, and that a pupil will know before he starts what is the maximum he will have to pay. He can leave the school at any time if he does not feel that he is likely to become a good pilot, or he can leave for some time and return to complete his course later. Enquiries for further particulars should be sent to the de Havilland Aircraft Company, Ltd., Stag Lane Aerodrome, Edgware, Middlesex. LONDON TERMINAL AERODROME Monday evening, July 16, 1923. THE aerodrome did not escape scot-free from the violent thunderstorms which swept over the country in the early part of the week. On Tuesday evening a sudden and violent storm swept over the aerodrome from the south-east and coincided with the arrival of the Handley Page machine from Paris and an Instone D.H.34 from Cologne. The Handley Page was just in front of the storm, and managed to get down before its full fury. The Instone machine, however, which was piloted by Capt. Hinchcliffe, was caught, and eye- witnesses state that Capt. Hinchcliffe's landing, into the teeth of the storm, was one of the finest pieces of work it had been their privilege to see. The wind was so strong that it lifted the new iron corrugated roof off the Customs' examina- tion shed and hurled it against one of the Shell petrol pumps near the arrival and departure platform, smashing the top, and giving it an extremely inebriated appearance. The anemometer at the aerodrome registered a wind-force of 52 miles an hour, and eight men, required to hold down the Handley Page after she landed, were thoroughly soaked. One of them, who was hanging on to one of the wires of the machine, received a shock which knocked him over. Mr. Plessman, of the K.L.M., has been visiting London dur- ing the past week in connection with the combined Daimler and K.L.M. Air Line to Amsterdam and Berlin. I understand that the K.L.M. have had so many inquiries for transport of fresh fruit from Holland to London that they are contem- plating running air fruit specials in the near future from Amsterdam and Rotterdam to London. Passenger traffic and also goods traffic keeps at a high level on all lines, and on Saturday the Instone Air Line were compelled to send three machines to accommodate the load to Cologne, while throughout the week the Daimler Airway have been so busy that it has been almost one man's work answering telephone calls and regretfully explaining that all machines are fully booked up. A party of American tourists from Ohio, numbering nine people, booked up one of the Daimler machines to Amsterdam during the week. When they arrived at the aerodrome it was found that they had something in the neighbourhood of 600-700 lbs. of luggage in the shape of 24 large cabin trunks ; and it was impossible, of course, to get the entire party and their luggage into one of the machines. Handley Page Transport had an unfortunate accident with the original W.8, G-EAPJ, while it was flying from London to Paris with seven passengers during the week. I understand that the machine was compelled to land owing to engine trouble, and, after making a perfect landing, ran into a sunken road before it pulled up, and broke its back. Although the pilot and mechanic were thrown out of the machine, nobody was any the worse for their experience. : NOTICES TO AIRMEN Norway : Prohibited Areas 1. Horten Prohibited Area. An alteration having been made to the corridor along which aircraft are allowed to fly within the prohibited area of Horten, the following revised definition of the corridor should be substituted for the relative portion of paragraph 3 (Horten) of Notice to Airmen No. 70 of 1921 :— " Flight at a maximum altitude of 200 metres is permitted above the fairway west of Basto and east of Hortenskrakken." The corridor running from south-east to north-west shown on the sketch map published with Notice to Airmen No. 70 of 1921 should be deleted. 2. Karljohansvern Horten) Seaplane Station. Aircraft proceeding to Karljohansvern (Horten) seaplane station must land in the fiord outside the islands to the north and east of the naval harbour. The seaplane station should then be approached by taxi-ing between the islands of Ostoen and Vealos or between Vealos and Moringen. If weather conditions do not permit of landing outside ^he naval harbour, landing will be permitted on that part of the harbour lying to the east and north of a line drawn from the south point of Ostoen to Trebryggen. In these conditions aircraft flying into the harbour must not cross to the south and west of the above line, and must fly at a height of not more than 50 metres. (No. 52 of 1923.) South Farnborough : Obstructions Two wireless masts, 70 ft. high, have been erected near headquarters offices in the N.E. corner of South Farnborough aerodrome. When night flying is in progress the top of the northernmost mast is marked by a red light. (No. 53 of 1923.) Crystal Palace : Pyrotechnic Displays PILOTS are warned not to mistake for aerodrome signals the pyrotechnic displays which take place at the Crystal Palace (Lat. 51° 25' N., Long. 0° 04' W.). Croydon aerodrome bears 216° true, and is 5 miles from the Crystal Palace. (No. 56 of 1923.) 417
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