FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1952
1952 - 0608.PDF
FOR HOME CONSTRUCTION; This sturdy little machine, powered by a Continental A.65 engine, is yet another example of the many light aircraft which are appearing on the French market today. Built by the firm of Avions Roger Adam, and designated the Roger Adam 14, it is designed for easy construction by amateurs, the complete set of plans costing the equivalent of about £5. GEMINI FROM THE EAST: Seen at Gatwick recently was this Gemini of the Royal Singapore Flying Club; it had been flown from Singapore by Mr. A. F. W. Andren (centre), chief technical officer to the Malayan Department of Civil Aviation. Accompanying him was Mr. John Vine, captain of the R.S.F.C. (left); there to meet them was Mr. W. D. Beckingham, ex-airport-manager at Singapore. FROM THE CLUBS ON Sunday, May 25th, the Ragosine-Auster Homing Trophy competition will be held at Rearsby, Leicester. Designed to form a straightforward test of flying and navigation, this well-estab lished "annual" gives all contestants an equal chance, for they are handicapped on per sonal flying hours. Entries are restrict ed to Austers, using Ragosine oil for the event; and the same aircraft may be flown during the day by different pilots. Further de tails will shortly be available from the Ragosine Trophy secretary at Rearsby Aerodrome. Last year's event was won by T. B. Meek (Autocrat, Auster Flying Club), with T. F. Ringer as runner-up; for three consecutive years the trophy (with which goes a replica for retention by the holder) had been won by members of Brough Flying Club. The Auster Flying Club, by the way, are already hoping that their 1952 rally and display (Rearsby, June 14th) will be the best and biggest yet. The impressive Ragosine Trophy. HAVING successfully surmounted the difficulties which inevit ably stand in the way of all flying clubs during the winter months, the West London Aero Club, which operates from White Waltham, is now preparing for a busy season. During January the club's fleet of Tiger Moths, Hornet Moths and one Tipsy flew a total of 105 hr and three members gained their Private Pilots' Licences. West London has also been allotted a party of A.T.C. cadets for flying training, one of whom, Harry Skinner, recently obtained his P.P.L.; of the three at present under training, two have already soloed. Club membership now amounts to 250, all of whom are active flying members; and of this total some 30 are private owners. Under the instruction of the C.F.I., Miss Joan Hughes, members can fly for £2 7s 6d in Tiger Moths and £2 17s 6d in Hornet Moths, whilst solo rates are £2 17s 6d and £2 7s 6d respectively. Apart from its own members, the W.L.A.C. offers instruction to the Fairey Flying Club, which also operates from White Waltham with a fleet of Tigers, Austers, a Maggie and a Tipsy. Walking around the hangars at White Waltham recently we noticed that an unusually wide variety of aircraft was housed therein—the Gipsy Major-powered Avro Cadet G-ACHP, the faithful old Puss Moth G-AAZP, Hugh Scrope's damaged Mew Gull G-AEXF, various Fairchild Argus (Arguses, Argi?), a Whitney Straight and a Vega Gull, to mention but few. The first-named machine has now been acquired by the Vintage Aeroplane Club for use by its members and will begin operations as soon as its C. of A. is completed. G-AAZP, at present owned by Mrs. Edna Bianchi, has been used extensively by B.A.C. members during the past few months; G-AEXF still awaits a faky godmother with a large bank balance to get it airborne again. I.C.A.O. CONSIDERS PRIVATE PILOTS' LICENCES Tlf E publish here a summary of certain of the more interesting »* decisions taken by the Fourth Session of the Personnel Licensing Division of I.C.A.O., which met in Montreal during February. Most of these decisions will eventually be incorporated as amendments to the existing I.C.A.O. international standards and recommended practices on personnel licensing, but before they reach this stage they must be submitted to the I.C.A.O. member-states for comment, reviewed in detail by the Air Naviga tion Commission, and approved by the I.C.A.O. Council. According to the terms of the I.C.A.O. Personnel Licensing Standard (Annex 1 to the Convention on International Civil Aviation) a private pilot is not permitted to fly for remuneration, even if the aircraft he is flying is not being operated for remunera tion. The Division recommended that the remuneration restriction should be altered to apply only to the purpose for which the air craft is being flown, and not to the pilot himself. This amendment is not designed to permit the private pilot to carry fare-paying passengers or cargo for hire, nor to allow him to enter commercial operations, but it would clearly permit the following, certain of which are not now allowable for the private pilot in some countries :— (a) An owner pilot may use his machine for personal purposes in connection with his business. (b) A salesman may pilot his own aircraft. (c) An executive may pilot himself to and on his firm's business. (d) A private pilot may perform pleasure or tourist flights with friends or acquaintances as passengers with whom he shares the actual cost of operating the aircraft. (e) A man with a private pilot's licence may work as a test pilot. The Division was of the opinion" that the existing flying-time requirements for the issuance of senior commercial pilots' and airline transport pilots' licences (involving 200 and 250 hours of pilot-in-command flying time respectively) were, for the majority of applicants, too difficult to obtain in larger aircraft and that in many cases pilots were forced to obtain pilot-in-command time at their own expense in very small aircraft. The Division, therefore, agreed that co-pilot time, during which the co-pilot carried out the duties of a pilot-in-command under the supervision of the first pilot, should be accepted in part as fulfilling the requirements of the two licences. The Division also agreed to a proposal for separation of instru ment rating requirements from the requirements for the senior commercial pilots' licence itself. This was designed to make the senior commercial pilots' licence more useful under certain opera tions which are normally conducted under visual flight rule conditions. Because of this amendment the privileges of the licence were restricted to V.F.R. only, unless the senior commercial pilot also holds an instrument rating. The Division also made provision to ensure more flexibility in the required medical standards, taking into account the fact that experience will frequently compensate for certain medical deficien cies. The flexibility clause will ensure that the overall safety standard is not lowered, but that experienced pilots who are borderline cases, as far as medical requirements are concerned, may be allowed to continue to fly. Various other changes and alterations concerning aircraft maintenance engineers', commercial pilots' and senior commercial pilots' licences were also made, all of which will eventually be incorporated in the Annex 1 to the Convention on International Civil Aviation.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
