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Aviation History
1947
1947 - 1503.PDF
SEPTEMBER 4TH, 1947 FLIGHT 259 CIVIL AVIATION NEWS This photograph of the prototype Ambassador was taken during flight tests which after some aeiay are again progressing. aircraft has been undergoing resonance tests. 7 he Criticisms from the Pilot's Association : I.C.A.O. to Discuss Temperature Accountability : Belgian Service to Australia I.C.A.O. MANUAL THE International Civil Aviation Organization has issued aJ- manual for reference in the air and on the ground, covering the North Atlantic routes. Known as the I.C.A.O. RegionalManual North Atlantic, it contains necessary information for operations in the North Atlantic area Including navigation,communications, search and rescue and meteorological facilities. The characteristics of airfields and marine airportssuitable for international use are included and examples of instrument approaches and landing procedures for use in badweather conditions are given. A section is devoted to pro- cedures, and the technical organization in existence andresponsible for the control of air traffic on the North Atlantic routes, which, in fact, supplements the standards and prac-tices already recommended by the Organization. Facilities and procedures are constantly changing and themanual will require constant amendment. All purchasers of the manual will in consequence receive amendments from theICA.O. containing information which has been extracted from tiational Notices to Airmen. The manual is the first of aseries of such publications planned for each of the I.C.A.O. regions and when the series is completed it will make available,in concise form, essential information for flying in most parts of the world. It is understood that the next manual will coverthe European-Mediterranean region. B.A.L.PA. OBSERVATIONS THE Air Safety and Technical Committee of the British•*• Air Line Pilots' Association has commented on the report oi the accident to Rapide G-AFFF which occurred on Septem-ber 27th, 1946, near Renfrew. A report of the accident appeared in Flight-dated May 8th, 1947. The committee wasunable to find serious fault with the conclusions of the Inspec- tor of Accidents, but considers it unlikely that the pilot of the"ashed aircraft mistook the bearings given to the other aircraft for his own; it was, however, a possible assumption. Thecommittee did consider that there was lack of control in that two aircraft were allowed to fly blind and at a low level onvarious headings in the immediate vicinity of Renfrew. In view of the risk it was thought that Captain Stephens mighthave been anxious to break cloud. It was considered that the controller should have passed a safe height to fly, although, asthe committee pointed out, at Renfrew even if control had arranged separation there was no satisfactory method ofaccurate navigation. The committee considered that ground facilities at Renfrew were inadequate and out of date, in fact,showed little improvement on the practice of fifteen years ago, and made the observation that there had been no improve-ments in aids since the accident had occurred. The inadequacy was matched, in the opinion of the committee, by the out-of-date airborne equipment and weather reporting facilities. An urgent recommendation was made that additional radio aidsshould be provided on the ground and on Rapide aircraft to afford more than single channel working, some kind of airbornenavigational equipment, and that a ruling should be made to forbid aircraft being flown for hire or reward unless equippedwith those minimum radio aids. ACCIDENT REPORT A REPORT from the Chief Inspector of Accidents dealingwith the accident involving the B.O.A.C. "Dove," G-AHRA—which crashed at Chewton Common, Highcliffe,Hants, on March 13th—has been published. The flight was planned to obtain fuel consumption figuresof the Gipsy 70 engine- under cruising conditions, and Capt. R. G. Buck, the pilot, took-off from Hum Airport at 1620hours, his intention being to carry out a flight of one hour's duration below the cloud which was then at 1,200ft. No noti-fication of the flight was made to flying control until the time of take-off and no weather forecast was requested or given. Itis presumed that the test was satisfactorily concluded, for at 1714 hours the Captain requested permission to join the circuitprior to landing. This was given, together with weather in- formation and Q.F.E. Weather conditions then commencedto deteriorate rapidly, cloud base lowering to 800ft \yith rain. Capt. Buck gave his position as "over Bournemouth Pier"at 1724 hours, and he was instructed by control not to fly above 1,500ft owing to the presence of another aircraft at
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