FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1949
1949 - 1528.PDF
2Q2 FLIGHT, 8 September 1949 MINISTERS SEE FOR THEMSELVES . . . to provide a pool of trained pilots (in different categories) whowould be of immediate use in the event of an emergency; but the Air Ministry has hesitated to respond to these offers, andthe reason has never been stated. The A.B.A.C. believe that it might be connected with the pre-war Civil Air Guard scheme,a costly experiment which failed largely because the Air Minis- try imposed no standards in training or in the efficiency ofpersonnel. Now, however, the situation is different; the A.B.A.C. has established standards of training and of aircraftmaintenance for its members. The Air Ministry is aware of this, and, in fact, is represented upon the A.B.A.C. PilotageCommittee. There may be, then, some, other reason for the official hesitation. So far the A.B.A.C. has apparently based its approach to theproblem on the pilot requirements in the initial stages of the last war. Training methods, however, developed and changedradically during the course of the war and '' all through '' training is now an accepted practice in the R.A.F. Modernweapons have also influenced pilot-requirements and training to an extent we can only surmise; but the effect has probablybeen to reduce the number of pilots that might be required. In these changed circumstances, therefore, a vast pool oftrained pilots may not be necessary and the Air Ministry would be unwilling to allocate a valuable part of its already inade-quate vote for such purposes. There is, however, a valuable asset in the flying-club move-ment which cannot be overlooked. Whether for warlike or commercial reasons this country must maintain an air-mindedyouth. To quote Mr. Ashley Hall again: "We must educate the general public in the meaning of aviation. . . . There is agreat deal of indefinable value in the club movement and for airmen to get a real smell and sense of the air they must flyin, handle and work on aircraft." In this matter the Air Ministry and the M.C.A. have equalresponsibility, for it is unthinkable that the flying club move- ment should disintegrate. If the M.C.A. was truly interestedand direct contracts could not be granted, material assistance could be rendered by removing obstructions. For example,at M.C.A. airports the clubs and Qieir private owner-members pay full commercial hangarage. Again, the telephone andheating services cost more when a club is situated on an M.C.A. airfield than when it is responsible for its own amenities.Moreover, high landing fees are charged to all private owners thus discouraging casual callers and social activities, the profitsfrom which are necessary to help with club expenses. Mr. de Freitas said in the course of the tour that the AirMinistry would have to decide if the spending of public money to support flying clubs was warranted. Mr. Lindgren said theclubs were doing a good job of work and he urged them to carry on until they could convince someone that support wasnecessary. This remark, we feel, is one that may mean anything ornothing. Meanwhile, there may be some consolation in the thought that, as a result of the tour, the Ministries are nowbetter acquainted with the feeling among the clubs and the value of that which they have to offer. TEA and a CHAT at WHITE WALTHAM HTHAT 76 aircraft flew into White Waltham last Saturday,-*- September 3rd, for the A.B.A.C. Convention was again proof enough of that enthusiastic spirit which prevails in theclubs, and also, perhaps, of the gregarious nature of those who fly for pleasure. The London club representation wasreinforced by several contingents of motorists, but aircraft were flown from Elstree, Woodley, Broxbourne, CroydonDenham and Fairoaks. From Thruxton came the largest team, consisting of 11 aircraft, of which nine were privatelyowned. Sherburn and Wolverhampton were represented, as were, Sywell, Tollerton. Elmdon, Luton and Redhill. Someof the northern visitors carried on to spend the night at Le Touquet, and others left soon after tea to return before dark.To call such a gathering of some 300 flying enthusiasts a convention was perhaps a little grandiose, for on Saturdavthere was nothing " on the agenda," so to speak, and all enjoyed the free and easy atmosphere. One of the subjectsof conversation was, as might be expected, the future of the clubs and the Government's attitude—a topic encouraged, nodoubt, by the presence of Mr. Geoffrey de Freitas, who arrived in an R.A.F. Anson. We heard several expressions of relief at the absence of anyflying display or race—everyone was left free to enjoy the social amenities of the delightful premises of the West LondonAero Club, who are to be complimented upon their hospitality. An arrival contest added a little spice to the afternoon andensured that most of those who came by air had arrived by 1500 hr. The winner was Capt. D. M. Spencer-Smith, whoarrived at 1428 hr in his own Auster from Thruxton. This convention, or conversazione, was the first of its kind,but we hope it will be repeated, perhaps bi-annually, at con- venient and suitable clubs throughout the country. 4,1 OSII It METEOR F. Mk.8 1 N company with an experimental E.I0/44 single-Nene fighter is one of the new Mk. 8 ' Gloster Meteors. By comparison with the Meteor 4 this new mark has a lengthened nose (basically similar to that of the Mk. 7 trainer), and a tail unit similar to that of the E. 10/44, with thinner sections than formerly employed for the Meteor. The new single-piece "teardrop " canopy, of improved aerodynamic form, will also be noted. Handling qualities of the new Meteor at high Mach numbers and great altitudes are superior to those of earlier Meteor variants. Three drop-tanks can be fitted Length 4¥i 7in Span 37ft 2m G 16
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
