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Aviation History
1936
1936 - 1578.PDF
JUNE 18, 1936. FLIGHT. 645 Correspondence The Editor does not hold himselj responsible jor the views expressed by correspondents. The names and addresses of the writers, not necessarily jor publication, must m all cases accompany letters intended for publication in these columns. DE-CLUTCHING THE PUPIL I WAS much interested in a recent letter in your columns signed "Non-Freezing Pupil." Presupposing the mechan ical efficiency of the device suggested, there seems to be a lot to be said for the idea. I myself have missed the ground by fifty feet or so when pulling out of a dive caused by a hefty pupil freezing on to the controls ! In any case, I believe that circumstances could arise where such a " de-clutching" system might result in the saving of two or more lives, and surely anything which promotes safety in aviation should be encouraged. I should be particularly interested to hear the views of other instructors (may I suggest that Mr. Pashley would be worth hearing on this matter?) and the G.A.P.A.N. on the possibility of the practical application of such a " de-freezer " for pupils. INSTRUCTOR. London, W.n. UNSEASONABLE TOPIC " A VIATOR " states in last week's issue that " . . . when •£*•• cloud is not actually on the ground the pilot merely drops down to a warmer layer of air and melts the stuff [ice] away." He then continues with references to Swissair ice- formation charts, and says, " At certain heights the probability of ice formation is shown." Is it not logical to assume that dropping down to a warmer layer (if, indeed, a warmer layer is encountered by dropping down) might, if the moisture content of air was great, acceler ate rather than diminish ice formation ? Pilots of standing and experience have frequently found that climbing from 5,000 to 8,000 ft. has considerably diminished ice formation. I write as a student of aeronautics desirous of enlighten ment. JOHN G. MATHIESON. Southend Flying Club. AIR-DISPLAY ORGANISATION N OW that the great day at Gatwick has come and gone perhaps you can kindly find space for this letter in^addition to your most able review, last week, of the opening ceremonies and air display which I was privileged to organise for British Airways, Ltd., and Airports, Ltd. First of all I would like to take this opportunity of thanking all the private owners who turned up in such gallant ami amazing numbers. We had planned to have them arrive just as the special train drew in, so that the distinguished guests would see an airport with much business going on. This suc ceeded, for 100 machines came in during the half-hour of the arrival competition. Every pilot will in due course receive from me a souvenir tankard. It was not possible to distribute them on the field, as most pilots flew away immediately after the display. If we were not able to have all the private owners at the official luncheon, the reason was solely because of the problem of accommodation. Hence two luncheon parties were arranged. This problem is likely to grow more acute in future years. The pioneers among private owners are now mostly distinguished persons holding responsible posts in the development of civil aviation. On their merits both as pilots and administrators they are entitled to be invited to the more official function. The ranks of the private owner are now joined by a newer generation, none the less welcome, which has still to make its mark on aviation and to contribute something towards its progress. Time was when the private owner was the backbone of an air display. His arrival in impressive numbers in the days when all machines had letters beginning with G—AA drew the " gate," while he was relied on to give the show as well and, of course, he was always a volunteer. Those days have passed, since manufacturers are now keen on showing off their pro ducts at the bigger air displays, and their test pilots are able to put up a professional show. At the Gatwick Official Luncheon some 700 invitations were sent out and 487 people accepted, while seats were laid for 531 *o allow for last-minute acceptances. Actually we were host to 580 guests, and a few had rather a struggle to get in. This was entirely due to the fact that many did not trouble to replv and accept or refuse their invitations, despite appeals by letter to all of them a few days before June 6. Then a number turned up, despite the fact that they had not responded ; this sort of thing will have to be guarded against in future. While as time goes on the private owner will tend to take a less conspicuous part in air displavs than formerly he will always be welcome, and, I think, should always be given the now traditional hospitality of lunch and tea, and some contest such as an arrival competition or an air race, both to get him in to time-table and to stimulate his prowess and foster private ownership. The fact that larger aircraft are now available raises another problem. Many people will arrive at displays by air, and once they are in it is not so easy to make sure they pay their admis sion charges. I made it a rule at Gatwick that the pilot and one passenger should be guests, and I think this is iair enough to all concerned. Numbers beyond two per aircraft are merely passengers and should be treated as members of the public. They will have arrived by air, commendably, to suit their own convenience, but do not do anvthing more towards the success ful running of the show than the pilot's presence does. The problem of control of aircraft grows more acute at these displays, especially at a commercial airport, and I should like to take this opportunity of expressing thanks to Capt. Jeff:; and Capt. Lamplugh, who achieved a record in getting 100 machines safely put away in 26 minutes, and who ran the pro gramme of events nicely to time-table. One pilot who came as a private owner and a guest was not asked to take part in the display, but he sought permission to "shoot-up" the.crowd, either during or after the disolav. This was refused him both by myself and by the control officers. He then deliberately took off and "shot-up "the crowd. He cannot plead the youthful exuberance of a..young private owner, since he is a commercial pilot. Stops wif] be taken at anv future air displays I organise to keep Such pilots awav. One cannot be too strict about a matter like this where the safety of the public is concerned—a matter which is bread and butter to the commercial pilot himself. London, E.C.4. WILLIAM COURTENAV, Organiser, Gatwick Air Display, for Airports, Ltd., and British Airways, Ltd. AIR, ROAD AND RAIL WE feel we must replv to "A. Viator's" views entitled " A Question of Time " on page 629 in the issue of Flight dated June n. In the first place, we would state that we are not responsible for the quotation of various time-tables as between Croydon and Gatwick to which he refers, and we certainly do not wish to enter into a discussion as to the various merits of different air lines using different aircraft from different airports. Your correspondent has got very involved in attempting to make comparisons between aircraft of different speeds opera ting from different airports; however, that is not the point at issue. We would, therefore, draw your attention to the following facts:— (1) The scheduled train service to Gatwick is 38-42 minutes, which is certainly less than the time taken to reach Croydon, especially since thfi institution of the 30-mile limit and the traffic lights, which in themselves cause variations from day to day. (2) The distance between Gatwick and Le Bourget is more than ten miles shorter than the distance between Croydon and Le Bourget. It is therefore obvious that a transport company using Gat wick Airport will get its passengers from London to the air port in a shorter time, and, taking any given aircraft, that aircraft will then reach Le Bourget again in a shorter time than if operating from another airport; and this saving in flying time, with all its implications of fuel oil, flying pay, maintenance, etc., adds up to important figures in a year's operation.
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