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Aviation History
1948
1948 - 0229.PDF
FEBRUARY igTH, 1948 FLIGHT 197 ()GHs, that is, controlled descents through cloud, are prac- tised on the home station, and GCA experience is obtajned in conjunction with operators at Bassingboume or Watton. This early experience of radio-controlled instrument flight, together with a comprehensive programme of night flying and day and night navigation, illustrates the policy of in- spiring R.A.F. pilots with an all-weather outlook as soon as they are capable of handling a training aircraft. By the time operational standard is reached, a squadron pilot has enough training and experience in instrument flying to enable him, if the need were to arise, to strike or defend in any weather. Hard Work but Worth While Conditions of service, pay and prospects have been widely publicised and frequently mentioned in Flight. For tlie young man (the best age to enrol is 18) who is keen 011 flying and wishes to join the R.A.F., the training scheme offers an excellent opportunity to become an expert pilot. The course is exacting, and the aim and the com- petitive spirit together seem to challenge each cadet to do his best. Reasonable periods of spare time are allowed, and all sorts of sport and physical training are included in the working syllabus. In addition, there are three ten- day leave periods in the year. (Left.) Meteorological briefing before night-flying starts. (Above)An Air traffic Control Officer playing his part in a Q.G.H. A great deal will depend on the pilots now under train- ing, or who enrol during the next few years. Such is the performance of the modern operational aircraft that youth, fitness and efficiency are no longer just desirable but have become essential. The majority of th« experienced pilots of the late war are already too old to serve again in an active capacity. Their responsibilities must therefore be handed on to the cadets who are now being trained and who, in turn, must make sure they are fit and ready to shoulder them. •-.-,. Aircrew in the making. A group of typical cadets of No. 3 F. T.S.photographed as they assembled for briefing. - THE QUEEN'S CUP .. LOUD applause greeted the announcement made last Satur-day by Dr. A P. Thurston at the Northern Heights Model Flying Club annual dinner that Her Majesty the Queenhas graciously consented to present a cup for model aircraft competition, to be known as The Queen's Cup. It will be forrubber-driven models, and the first contest will be flown during the N.H.M.F.C. gala day at Langley on June 20th. The com-|>etition rules have been approved by Her Majesty. At the Northern Heights dinner Lord Sempill praised theenergy with which Dr. Thurston had infused the club, ably assisted by Mrs. Thurston. He also paid a warm tribute toRobert Kronfeld, whom he first met at the Wasserkupper some io years ago, and later "borrowed" from the Rhon-RossitenGesellschaft. Kronfeld at that time captured all the gliding records, and since he came to this country he had done excellentwork, highly valued by our technicians. Kronfeld had started by making and flying model aircraft. Lady Sempill got herA licence under his tuition and had looked forward to getting her B and C. Model flying, Lord Sempill concluded, was one ofthe few things which did not need the sanction of Lord Nathan, and all possible assistance should be given to the pastime. F/L. Sanderson, of Halton, said they had some 150 ladsinterested in aeromodelling. Mr. E. F. S. Cosh said the Northern Heights was now thelargest club in the country, with a membership of some 1,036. Mr. A. G. Bell referred to the many members of the club whohad given their lives in the war. He was glad Lord and Lady Sempill bad been made honorary members; Lord Nathan was amember, and it was good to have opposition! Lady Sempill presented the prizes. ^ !-.- AIR TRANSPORT FUTURE SIR WILLIAM P. HILDRED, Director General of I.A.T.A.,addressing the Canadian Club of Montreal asserted that the air transport industry must spend the next 2 years inconsolidation before going on to further dynamic develop- ments ; after this flying would become cheaper, safer, faster,more dependable and more comfortable. The impression had been created that jet propulsion on a commercial scale wouldbe possible next year, rocket propulsion in ten years, and week- ends on the moon in 15 years. He did not think things wouldmove so fast in view of the slowness of the application of technical development to commercial practice. Considerationsof economy and safety made operators reluctant to adopt fundamentally new designs, no avenues were being left unex-plored however to improve blind-landing technique, reliability, safety and comfort.
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