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Aviation History
1951
1951 - 0104.PDF
66 FLIGHT, 18 January 1951 CIVIL AVIATION NEWS • = - passenger movements reached 101,114, and 2,511 tons of freight were handled. The freight figures represent an increase of 34 per cent over the total for the corresponding period of 1949. London and Northolt again accounted for nearly two-thirds of all passenger movements. The next busiest passenger airports were—in order of importance—Prestwick, Belfast and Glasgow. * * * Statistics published by Panair do Brazil for operations in 1950 show that nearly 11,000,000 miles were flown and over 250,000 passengers carried. Freight lifted amounted to some 6,000,000 kg. With the inauguration of several routes which are planned for the near future, the company's network will be extended to 97,374 km—the sixth longest in the world. * * * \ The first production version of the S.E.2010 Armagnac madeits first test flight on December 30th. The second production aircraft has also been finished and is expected to fly shortly.Fifteen machines of this type are already on order—eight of them destined for Air France and six more for the Compagnie desTransports Aeriens Intercontinentaux. Incidentally, the experi- mental Nene-powered S.O.30 Bretagne has now been deliveredto the S.N.C.A.S.O. test-flying establishment at Villacoublay for trials in the immediate future; it is expected to have a maximumspeed of 750 km/hr (approximately 468 m.p.h.) at 30,000ft. Take-off weight is about 38,000 lb. WINGS ON SPRINGS : Clearly seen in this close-up is^he oblique, faired-in hinge-line of the variable-incidence wing used in the French Rey 01, which, as recorded in "Flight" last week, recently made its first flight. An elastic-linkage system allows the wing to vary its incidence automatically in turbulent air, but the pilot has an over- riding control. Two 220 h.p. Renault engines provide the power. FROM THE CLUBS ON December 21st .the Wolverhampton Aero Club held itsannual dance at the Wulfrun Hall, Wolverhampton, and 250 members and guests spent a very enjoyable evening. TheMayor and Mayoress of Wolverhampton were the guests of honour, while other visitors included civic dignitaries and thepresident of the Derby Aero Club. During the evening several cups, offered by the membersfor annual competition between club-members, were presented. The Ductility Trophy, which is awarded annually to the memberjudged by the flying committee to have achieved the most out- standing performance during the year, was won by Mr. D.Jemmett, a consistent air-race competitor and owner of a Hawk Trainer. Several W.A.C. members participated in the National AirRaces held throughout the country last year, while twelve of the club's aircraft took part in the Deauville rally and five attended the gathering at Cognac in July. * * * /^OMPARED with the figure for previous months, the total^-/ number of hours flown during December by the Strathtay Aero Club was low. This was primarily due to adverse weather—in spite of which, however, a considerable amount of dual was given and a number of keen (but by now somewhat im-patient) pupils are ready to be launched on their first solos. The A.T.C. Flying Scholarship Scheme has been in operationfor six months and during this period fifteen cadets have com- pleted the course and have qualified for their licences. The nine Saudi Arabian students attached to S.A.C. forinstruction on Tiger Moths have all reached P.P.L. standard and are now being given advanced training on Proctors. GLIDING SAFETY AS mentioned in Flight last week, the Ministry of CivilAviation has issued a summary* of notifiable accidents in- volving British aircraft during 1949. Nine such accidents occurred to U.K.-owned or registered gliders, of which two were fatal. They were classified as follows: Error of launching per- sonnel and damage during premature launch caused airframe failure during take-off (1); too-steep climb stalled winch (1); stalled in turn on approach (2); collided with cables on approach (1); stalled in steep turn (1); other causes (3). .Other accidents doubdess occurred, but did not come within the notifiable category. Readers may recall that early in 1950 London Gliding Club decided to discontinue insurance (other than compulsory third- party) on their aircraft, on the grounds that the high premiums made it uneconomic to insure. From then onwards the club was carrying its own risks, and accordingly took drastic steps to tighten-up on flying instruction, flying discipline and airman- ship. The high premiums being asked by insurance companies were not confined to the London Club and, indeed, the com- panies' experience of glider accidents in general made them hesitant to accept any proposals except at very higb premiums. Even allowing for the higher standards of pilots competing in contests, companies were unwilling to accept the risk of tem- porary contest-coverage. In an attempt to meet this situation, certain' interested groups and individuals are now trying to obtain lower premiums by producing proof of consistent accident-free flying, although an alternative solution would appear to be a continuance of the existing high premiums, but with a correspondingly generous " no-claims " bonus. Most accidents involving gliders are avoidable, and many accidents which do occur may be attributed to slackness in training, non-observance of flying regulations and failure to practise (mostly elementary) principles of airmanship. t These are matters within the province of the gliding clubs themselves, and seldom affect the relationship between the gliding move- * M.CST^Publication g^T^Accidents to Aircraft of the United Kingdom." Price 9d, H.M. Stationery Office. ment and outside bodies. In the past year or so, however, the B.G.A. has entered into a number of agreements with the M.C.A., as a result of which clubs have been singularly free from Ministerial regulations and restrictions. The removal of such restrictions has generally been conditional on the adoption, under the auspices of B.G.A., of certain recommended standards and practices. It is obvious that the M.C.A., in relaxing its control, acted in the good faith that the practices recommended would be enforced by the B.G.A. The latter, on its part, obviously expected that clubs would appreciate the valuable concessions gained by B.G.A., and accordingly conform to the standards. Unfortunately, theory has not accorded with practice, and some clubs and others have not fallen in with the spirit of B.G.A.'s negotiations. In other words, the standards are not being observed and enforced with the unanimity which is essen- tial if the Association's relationship with the Ministry is not to be jeopardized. In the case of agreements negotiated with the M.C.A., failure of dubs and others to observe B.G.A. standards may result in concessions being withdrawn and clubs again being required to conform to M.C.A. and A.R.B. standards, enforceable at law. In the case of regulations laid down by the Association itself, non-observance leads to lower standards all round and makes a mockery of the whole B.G.A. organization (which, after all, is made up of the clubs themselves); and it brings a correspond- ing danger of the present accident-and-damage rate continuing and eventually placing gliding out of reach of the average man, who cannot afford to support unproductive waste. If gliding is to progress, wasteful slackness must be eliminated. The enforcement of B.G.A. regulations relating to C.s of A., instruction and operations is obviously the concern of clubs. However, individuals who gained their " C " gliding certificates prior to the agreement between B.G.A. and M.C.A. might profitably spend a little time in these winter months studying the summary of flying regulations issued by B.G.A. under the title Oral Examination for the " C " Certificate. M. E. P.
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