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Aviation History
1952
1952 - 2089.PDF
FLIGHT, i August 1952 123 Two vintage Avro types are the Club Cadet and the Avian Am, owned by the V.A.C. and the Avian Syndicate respectively. Roth machines have raced during the summer. G-ABEE is powered by a Gipsy II, while the Genet engine originally fitted in the Cadet has been replaced by a Gipsy Major I. VINTAGE ENTHUSIASM Pre-War Club Spirit Successfully Revived: the Aims of the V.A.C. THERE is an old saying that it is always a mistake to try to recapture a pleasant atmosphere of the past; so when the Vintage Aeroplane Club announced that one of its aims was "To try and recapture the spirit that existed in private flying between the wars" it must have sounded like a forlorn hope. But is it really so hopeless ? As a race, we haven't changed so much in twelve years. The only thing that is needed to get us out of the rut is a little stimulus of the right kind; and what better incentive than a common interest in keeping the older (and, to my mind, purer) types of aircraft in the air? Let us not sit around moping and complaining that private flying is beset with restrictions, difficulties and unbearable expense. We know it is difficult—that is why it is so much more enjoyable once it is achieved. But can you think of a better way of spending a summer's afternoon than on a grass field, watching the .leisurely flying of such types as the pretty Cirrus Moth with its quiet, contented engine, or the spritely Tomtit aerobatting near enough to be seen without deafening the onlookers ? They are a treat to fly and a pleasure to watch. The Vintage Aeroplane Club was formed for people who enjoy this sort of thing, either as pilot or onlooker. But it isn't enough to get together the vintage types of aircraft that are flying now. A further aim is to bring the neglected ones out of their dark corners and get them into the air. This may seem wishful thinking; but it need not rest at that, as several of our members have proved. You don't have to be one of the favoured few to run an aeroplane. If you have sufficient enthusiasm, initiative, and the ability to over-ride frequent and seemingly insurmountable setbacks, a slender purse is sufficient to launch an old machine back into the air. Let me give some examples. The Cardiff Ultra Light Club do all their own maintenance, members taking an equal share. They run two Tipsy Bs, and many of them have learnt to fly for next to nothing—if one doesn't count the hard work. The beautifully kept red Aeronca that features at most of our own rallies was renovated by its owner, Mr. Colbourne, and a grand job he made of it. The Avian was built out of two old wrecks by a syndicate that worked all winter in a garage, starting with little or no technical knowledge, and learning the hard way. The Air Registration Board were suspicious at first, but when it was realized that the members were deadly serious and anxious to abide by the rules, the Board gave all the help it could. The work was supervised by a licensed engineer, and each man paid so much a week into the kitty for the cost of materials. After six months' hard work and a lot of headaches, the Avian took the air, and has been a great source of pleasure and pride to its owners ever since, while providing flying at half the usual cost. The Ministry of Civil Aviation has recognized the V.A.C. as a club, and full petrol tax rebate is allowed to all syndicates that are members. This is extremely helpful, and knocks about ten shillings an hour off the cost of flying the average type. The V.A.C. committee want to see many more associate members banding themselves together in order to re-build some fine but neglected type, and for them we have to offer free technical advice and guidance from Mr. Bianchi, a very experienced aircraft engineer, who gives h>s services free to the Club as a technical adviser. A monthly newsletter carries a "wanted" and "found" column for bits and pieces of aircraft and engines and, shordy, an "Any old wrecks" column will carry information about the The two oldest aircraft on the British Civil Register, the Hawker Cygnet I and the D.H.60 Moth, make regular appearances at V.A.C. meetings. The Cygnet, which has an all-up weight of 9001b, is powered by a Bristol Cherub III and the Moth by an A.D.C. Cirrus III. Unlike the two vintage types depicted above, neither of these machines has a C. of A. and both must therefore fly on permits issued specially for each occasion.
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