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Aviation History
1946
1946 - 1361.PDF
JULY IITH, 1946 FLIGHT APPROACH BY GROUND CONTROL accuracy of fifty feet—which is less than half the width ofa standard runway. The Controller's two meters give him a continuous re-cord of the aircraft's position and, equally important, of its movements. Once the two Trackers have the aircrafton their screens, the approach begins and the pilot switches his radio to '' receive'' while the Controller '' talks himdown" until he breaks cloud. Although the operating limits with this equipment are, at the moment, laid downas cloud-base 200 feet, and horizontal visibility 880 yards, aircraft in distress have frequently been landed completely"blind." It might be thought that a mobile radar set containingthe best part of five hundred valves could not give suffi- cient serviceability to be relied upon as a landing aid, butin practice very little trouble has been experienced. This is partly due to the fact that all essential equipment hasbeen duplicated, and a stand-by channel can be brought into operation merely by throwing a switch. In the past two years many thousands of approacheshave been made with every conceivable type of aircraft, and it is satisfying to record that Sir Robert Watson-Watt himself was recently brought into Prestwick through 8,000 feet of solid cloud, with a base at only 100 feet.Perhaps the best comment on G.C.A. is the fact that almost all pilots who have used this system take a verypoor view of any other. Typical Patter To conclude, an example of a typical G.C.A. approachis given. The "patter" has been evolved as a result of much experience and, as it makes use of normal flyingphraseology, it is easily understood. The Controller does not speak continuously, but, as far as possible, at equallyspaced intervals, so that there are no long gaps during which the pilot can get the impression that he has beenforgotten. The whole approach takes three to four minutes, according to the type of aircraft being brought in. This, is roughly how it might go: " Hallo Demi 20, this is Stratford Talk Down—turn leftleft ten degrees steer 260°—I say again—steer 2600—fly at 1,500 feet—how do you hear me? Over." (Pilot confirms the reception, after which the Controllerremains on the transmitter for the rest of the run. This minimises the risk that (a) the pilot might accidentally remain on "transmit" and (b) of any distraction from theiob in hand—i.e., of accurate instrument flying. The only variation in this procedure occurs when there is need foremergency instructions.) Roger Demi 20—do not acknowledge further instruc-tions." "You are six and a half miles from the runway." " Your present course of 2600 is O.K." You are six miles from the runway—coming along very nicely." "Check your landing gear down and locked."" You are clear to land from this approach." "You are five miles from the runway.""Lose altitude at the rate of five hundred feet per minute." "Your present course is still O.K." " You are four miles from the runway—on the glide path."Turn right five degrees, steer 265—I say again steer 265.""You are three and a half miles from the runway." " You are above the glide path, increase your rate otdescent.'' "Three miles from the runway—your course is O.K.""Coming on to the glide path now, resume normal rate of descent.""Turn right five degrees, steer 270—I say again, steer 270."1' On the glide path—two and a half miles from the runway.''"Check undercarriage and flaps." "Track good—two miles from the runway."" You are fifty feet too low—reduce your rate of descent a little."" On the glide path now, resume normal rate of descent." " One and a quarter miles to go—on the glide path."'' Turn right three degrees, I say again turn right three degrees."" One mile to go—on the glide path." "Three quarters of a mile—track good."" Half a mile from the runway—track good—on the glide path."" Quarter of a mile to go—look ahead for the runway land when in visual contact." FROM THE FLUNG CLUBS DURING its first six months of operation, Marshall's FlyingSchool nas flown a total of 1,523 instructional hours, and has trained 27 pilots to various licence standards. During thesame period, more than 700 houis have been flown on charter work in Euiope, and as far afield as South Africa. Remem-bering the almost entire lack of interest which has been shown by the powers-that-be, this performance at least indi-cates the amount of public interest and support both for flying training and air travel generally. Marshalls' now havefive Tiger Moths in service, as well as two Proctors, an Auster ^and a Rapide, Delivery of a Miles Messenger is expectedwithin the coming two months. • * * To-morrow, July 12th, the Cinque Ports Flying Club is dueto be reopened at Lympne. Arrangements with the Ministry of Civil Aviation have now been completed, and the aircraft—two Tiger Moths and an Auster—have been duly overhauled. The flying rates will be ^3 10s an hour for dual and solo onTiger Moths, and £3 on Austers on week-days, with an increase of ios an hour for each type during the week-end. The club-house, including restaurant tacilities, which was actually used by the club before the war, will be reopened. The address ofthe club is Lympne Airport, Kent, and the telephone number is Hythe 6617. • • • As recorded in last week's issue, the South Coast Flying Clubwas restarted on June 29th at Shoreham Airfield. The simple "opening" ceremony was performed by Alderman Annis.chairman of the Brighton, Hove and Worthing Airport Com- mittee. Afterwards the R.A.F. put on a show with threeVampires from No. 247 Squadron and three Keteors from 234 Squadron, for the entertainment of the members and guests.As the last Meteor departed, its pilot offered the club his good wishes by radio through the loudspeakers. During theafternoon flights were given in the Miles Gemini and Mes-' senger. At present, only temporary club accommodation has beenprovided by the Ministry of Civil Aviation, but it is hoped that the terminal building will be ready for occupationin about six months. The pre-war chief instructor, Mr. Cecil Pashley—who must, by now, have put in as many instructionalhours as any other pilot in the world—is, once again, in charge of flying FORTHCOMING EVENTS July 13th.—Deauville Rally. Aug. 22nd.—Model Engineer Exhibition opens at the New Horticultural Hall, Vincent St., Westminster, London, S.W.I. (II a.m.) Sept. 9th.—Ministry of Civil Aviation demonstrations of technical radio equipment. More details pending. Sept. 12th and 13th.—S.B.A.C. Flying Display and Exhibition, Handley Page Airfield, Radlett, Herts. Nov. 15th.—Paris Aero Show, Grand Palais, Champs Elysees. Nov. 15th.—Engineering exhibition. Kelvin Hall, Glasgow.
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