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Aviation History
1947
1947 - 0355.PDF
MARCH 13TH, 1947 FLIGHT 223 CIVIL AVIATION NEWS No. 4 engine to its airscrew. This, presumably, means thatthere was a failure in the reduction gear assembly. The report then goes on to explain that an oil leak developed in the unit,which rapidly drained the front section of the engine. The engine was stopped but the airscrew continued to windmill,causing overheating and seizure of the bearings. Particles of molten metal were ejected which, with the burning of theremaining oil, gave the impression of fire. Investigation has established without doubt that there was no petrol fire. Theairscrew of No. 4 engine was eventually shed and, as it broke away, came into contact with the airscrew of No. 3 engine,breaking off portions of the blades and causing dainage to several cylinder heads. This caused vibrations and No. 3airscrew had to be feathered. Flight on the two remaining ngines continued satisfactorily at 1,250 h.p., and the aircraftdd safely at Casablanca, having averaged 150 m.p.h. Examination has shown that no damage was caused to theairframe, and the aircraft will resume normal operations as soon as %he two damaged engines are replaced. Contrary to earlierreports, none of the cargo was jettisoned at any time. AIRCREW LICENSING Tl|2 Personnel Licensing Division of P.I.C.A.O. met duringJanuary and made recommendations for the licensing of those specialists responsible for the operation of civilian air-craft. The broad outline of the recommendations for the licensing of pilots, navigators, radio operators and flight en-gineers will probably be accepted in the United Kingdom, but there are details in connection with the ratings for instrumentflying and flight instructors which have yet to be determined and which will inevitably postpone ratification of the newscheme. It seems probable, however, that new regulations will be instituted within about twelve months. Some hint ofthese regulations was given in Flight just over a year ago. Details of the qualifications and experience required foreach licence are too extensive to be recorded fully at present, but it will be helpful to pilots to know the recommended newcategories of licences, for it is in this class that the most important changes have been made. There are five types of licences, starting with the StudentPilot Permit. This allows the holder to fly solo under super- vision of, or with authority of, a rated flight instructor, withinthe State granting the permit. Having completed forty hours dual and solo, including asolo cross-country, a Private Pilot Licence may be obtained. Candidates must be more than 17 years old and must fulfilthe' medical requirements. In addition, a competent authority has to be satisfied that the applicant's knowledge of flyingregulations and air traffic rules in visual flight is adequate. An elementary knowledge of charts and the use of the compassis also necessary. This licence permits the pilot to fly, without remuneration, any aircraft without passengers, or with pas-sengers in a class for which he is rated. Flights may also be made ais co-pilot in any aircraft not flying for remunerationor in an aircraft carrying fare-paying passengers, if a co-pilot is not obligatory.At 18 years of age, a pilot fulfilling all the medical require- ments and with experience of not less than 200 hours' flying,of which 100 has been as captain of an aircraft, qualifies for a Commercial Pilot's Licence. The applicant must satisfy theauthorities on a number of subjects, including, in addition to those for the private pilot, the theory of flight, aircraft equip-ment, airframe and power plant maintenance. This licence carries all the privileges of the Private Pilot Licence, and alsopermits the holder tc fly as captain for remuneration in non- athprlnWI transportation in aircraft weighing not more than»2,5oo lb, in the class of aircraft in which a rating is held. This applies to visual flying conditions. In instrument flyingconditions an instrument rating must be held, but passengers may not be carried for remuneration.A new category has been inserted one class higher than the Commercial Pilot's Licence, which is available for appli-cants over 21 years of age who fulfil the same medical require- ments and who have a greater knowledge on the subjectspreviously mentioned. Applicants must have flown 700 hours, including 200 as captain, of which 25 hours were by night.This licence permits the holder to captain any aircraft not on scheduled air transport weighing up to 12,500 1b, and an air-craft weighing up to 30,000 lb ot the type for which a rating is held. The holder may also fly as co-pilot in any schedulediiir transport. This category bridges the gap between the Commercial Pilot Licence and the higher grade of Airline! ransport PiVot Licence, and allows pilots to gain experience on non-scheduled and scheduled operations to bring them upto the higher qualifications. The Airline Transport Pilot's Licence is the highest categoryand may be held when 1,200 hours have been flown, of which 100 are at night and 250 are as captain. Seventy-five hours'instrument flying must be included, but 25 hours may be acquired on mechanical devices. As in the other categories, fly-ing skill has to be demonstrated in all manoeuvres, but the tests for this licence are naturally more exacting than for the lowergrades. Also, a far greater theoretical knowledge must be proved The Airline Transport Pilot's Licence allows theholder all the privileges of the lower categories, and to fly as captain on scheduled air transportation in aircraft for whichthe holder is rated. DANISH DECCA CHAIN THE Danish Ministry of Marine, acting on behalf ol theDanish Government, recently signed an agreement with the Decca Navigator Company for the construction and opera-tion of a chain of stations for the Decca Navigator System to be sited in Denmark. Fixes are expected to be accurateto within 20 meters in such places as the Kattegat and to within 100 meteri over the North Sea, in the Skaggerrak andthe Southern Baltic, Plans for the Danish system-have been co-ordinated with the layout of the existing English chainand the proposed Scottish chain. The Danish Government are anxious that the service shallbe provided as soon as possible, and it is hoped to have the system in satisfactory operation by the end of this year. TVarea to be covered by the three chains will be in the region of 727,000 square miles, and this senrice will naturally beavailable to aircraft as well as shj|*ping fitted with l)ecca receivers. DANISH CHAIN .TO BE BUILT 1947 NCHESTER BIRMJNCHAM^ AMSTERDAM ROTTERDAM The Danish Deccachain shown in re- lation to the Englishand proposed Scot- tish chains. Eachhas a radius of 300 miles. AUSTRALIAN PILOTS' SALARIEST HE Australian Airline Pilots' Association has made u claim to the three major airlines in Australia—Qantas, A.N.A. and T.A.A.—for a revised scale of salaries. The scale varies according to the weight of the aircraft flown and the rank of the pilot, and is as follows:— Grade Second officerFirst officer ... First officerCaptain CaptainCaptain- Aircraft Wt, Under 100,000 lb.Under 50,000 lb 50,000 >b. and under 100.000 lb....Under 10,000 lb. ... 10,000 lb. to 50,000 lb=0,000 lb. to 100,000 1b Pay /45O— £500£000—£750 £>00-£850£750— £1,050 £1,000—£1,300£1,250—£1,550 For night flying an additional 2s 6d per hour for first andsecond officers, and 5s per hour for captains, and for overseas flying additional pay on a yearly basis, has been requested.Captains flying on the Far East and India route would receive an extra ^300-^400, and on routes to North and South Americaand the British Isles ^400-^500. On these scales a first-class captain flying aircraft in the heaviest category on the routefrom Australia to the United Kingdom or America would receive a total of just over two thousand Australian pounds.Captains on the Pacific, route, with long periods of night flying, would receive an additional £500 approximately. -Annual leave in Australia of twenty-eight days, plus fourteen days' local leave for a pilot based overseas, and two
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