FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1932
1932 - 0481.PDF
FLIGHT, MAY 20, 1932 the passenger's seat and pupils had not the embarrassing change of seat before the first solo. I think it is correct to state that the demands of air fighting can be regarded as directly responsible for bringing about this change in flying instruction. No pilot could fight his aircraft if during the whole of the training period he had been taught nothing but how to avoid doing certain move ments. Present-Day Method The present-day method can be said to be a mere elaboration of the Smith-Barry system. It is a comprehensive and progressive method of instruction in the air, embracing all manoeuvres which are of practical value. Efficient telephone communication is re garded as of primary importance together with numerous periods of advanced dual in which careful supervision is given to the individual's flying after the solo stage is reached. This system is worked through a sound and logical sequence of flying instruction which is, however, sufficiently elastic to be made adaptable to the different temperaments of instructors and pupils, and is assisted by careful selection of intelligent and thoroughly trained instructors ; this latter condition being most important. Selection of Instructors In dealing with the system of instruction I propose to deal chiefly with the method by which a pilot is taught to become a flying instructor. If this is followed closely it will automatically cover the ground of " ab initio " flying training. Before commencing training as an instructor an individual must possess certain very necessary qualifica tions, of which I am inclined to place temperament as the most important. By no means can every good pilot be considered as likely to make a good instructor. A pupil must have complete confidence in his instructor and must retain such confidence. An instructor must therefore be a pilot with a complete and accurate knowledge of flying and airmanship and the ability to perform automatically any flying manoeuvre, added to which he must possess the power of explaining his subject in detail, and be blessed with considerable patience. Unsuitable temperaments and clumsy flying are of no use. Here arises one great diffi culty ; a good pilot must have a quick reaction and be able to carry out manoeuvres automatically. If he is to be a good instructor, he must be able to analyse these manoeuvres and synchronise his explanations to his actions when demonstrating. Experience has shown that pilots of experience find this a real difficulty. The careful selec tion of individuals as instructors is one of the most out standing features of the present-day system. In fact this and the improvement in the good communication between instructor and pupil and the stress placed on the necessity for the instructor synchronising demonstration and speech, are approximately the only embellishments on the Smith- Barry system. The old idea that a good pilot auto matically proves to be a good instructor is definitely dead. AN EARLY " PUSHER " : One of the Bristol " Box Kites " with Gnome rotary engine, on which many early pilots were trained. (FLIGHT Photo.) The System of Instruction The necessity for a standard sequence of instruction, particularly for military purposes, is that it permits a change of instructor without loss of continuity of instruc tion, eliminates any haphazard methods, produces a finished pilot known to possess certain knowledge and to have passed certain tests. Whilst the system of instruc tion is thus standardised, giving continuity if an instructor is changed (although any change in the early part of the instruction is to be deprecated), the instructor must adapt this system to suit his own temperament and the indi vidual characteristics of his pupils, and also to the type of aircraft that he is using. A great asset in flying is mobility and the method of instruction must also remain mobile and flexible to suit individual characteristics. It must, in addition, be kept up to date to suit any change in type of aircraft or change of methods of control, i.e., Frise ailerons and slots. The word " patter," which describes the printed form of the Central Flying School syllabus, is un fortunate as it conveys the idea that the method can be learned parrot-fashion and this is the very thing to be avoided. In fact it was noticed that instructors were liable to attempt to become word perfect in the " patter," so now the " patter " is not issued to individuals until they have completed their course. Each individual is now instructed in the whole syllabus, which he puts into his own words when carrving out demonstrations and is only issued with his copy of the " patter " when he leaves. This copy is issued to him so that he can refer to it to ensure that he is keeping on the right lines, and also endeavour to find out any method whereby it may be improved. Instructors' Course The actual instructors' course at the Central Flying School is of eleven weeks' duration. This might be con sidered unnecessarily lengthy, but it gives the staff the opportunity to study the individual and for the individual really to absorb the necessary material. Synchronisation of speech with demonstration alone takes time ; especially to do the movements slowly in order to fit in an adequate explanation to the demonstration. It must be remembered that the embryo flying instructor must be taught exactly as if he was an " ab initio " pupil, i.e., before being considered fit to go solo he must be taught: — (i) How to handle the engine, i which in these days is of comparatively high power and as yet by no means foolproof. (ii) To handle aircraft on the ground with safety to personnel and other air craft, (iii) To fly straight, change direction, get off the ground, back on to it, and, if necessary, recovering quickly from a spin, and deal with any situation which may arise from engine failure. All the above is considered primary dual instruction, and at the end of this stage the flying pupil can fly and may be ready THE MAURICE FARM AN " LONGHORN " : The front elevator was held to give the pilot a very useful datum line from which to judge the attitude of his machine. (FLIGHT Photo.) 449
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
