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Aviation History
1953
1953 - 1082.PDF
FLIGHT, 21 August 1953 233 CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. In Praise of Farnborough I REGRET that your Editorial article of July 17th has only now caught up with me. May I add a word in praise of the R.A.E. by reminding you that their contribution to jet propulsion was of the highest significance? It was at R.A.E. that the first industrial-type gas turbine in the U.K. was installed; where much : work was done on turbo-supercharging; and where the systematic \ study of axial-flow compressors was started. The inventions of R.A.E. men have vividly coloured the pattern of aero gas-turbine ; development. Dr. Griffith and Hayne Constant, when they were ' almost alone in Departmental circles in so doing, were intent on i the future of the new kind of engine—and that required great I courage in pre-war years. London, W.l. PATRICK JOHNSON. The S.E.5 I WOULD like to join with your other correspondents in con gratulating J. M. Bruce on his most interesting and detailed S history of the S.E.5 aeroplane, published in your issue of July 17th. • To my mind, this series is of absorbing interest. We have, in the Shuttleworth Collection, the complete airframe I. of an S.E.5, and it is my hope that, in the near future, we shall J be able to commence the reconstruction of this historic aeroplane. We are, however, requiring a petrol tank, tail skid, and a Wolseley Viper engine to complete the machine. If, by any chance, any of your readers is in possession of any or all of these items (particularly the last-named) or knows where I they might be obtained, I would be most grateful if he would ! get in touch with me at The Shuttleworth Collection, Old Warden [ Aerodrome, Biggleswade, Beds. Old Warden, Beds. L. A. JACKSON. Airline Pilot Error T SUBMIT that your editorial on July 31, in connection with the Nutts Corner accident, does not go far enough. Perhaps you f were limited for space; but maybe you will allow one who has \ acted as a second pilot on airline flying to offer some comments. First, I do agree that it is most unlikely that a second pilot ! would have made the same error at the same time if he had » been in control of the aircraft. But with some of your further I arguments I am unable to agree. You say you are led to suppose that in an avoidable accident I the co-pilot must normally be otherwise engaged, for if it were I not so he would voice his opinions to the pilot. But would he I voice them? No, not always, because by the time a potentially I dangerous situation has passed that critical point which separates I it from an irretrievable situation, it is too late to speak. Let me 5 explain this generalization with an example. Think of yourself J as a 1st officer sitting in the right-hand seat. On final approach I the captain begins descending very rapidly from 1,500 feet with I little power and much flap on. This is only potentially dangerous, \ because at any time down to a certain height it is possible for I him to add power, arrest the rate of descent and proceed to a I. safe landing or overshoot; but once past that height no addition [ of power will be sufficient to overcome the aircraft inertia before f it touches the ground short of the runway. Suppose this height I to be 500 feet. At 1,000 feet you are saying to yourself, "Well, I it's all right if he does not keep this up too long." But he does ! keep it up. At 600 feet you think "It's about time we had some [ power, or else—." Suppose you now "voice your opinion"; by I the time you have done so, and the captain has agreed and added I power, it is too late. All right, you may say, I would speak at 800 feet, but then I the captain could very justifiably turn to you and say, "You let I me fly this aeroplane, I'll decide when I want more power." Further, although you are an experienced pilot by all proper [ standards, you may be less experienced than he, and you may I not have flown with him before; you are therefore all the more prepared to give him the benefit of the doubt. After all, what 1st officer has not mutely watched an approach I and landing of which he has said to himself, "That seemed a bit I unwise," but which has worked out all right in the end? There I could be the odd case in which it did not work out. I believe there are good reasons why a 1st officer might well I not "voice his opinions." Incidentally, I cannot help chuckling at your euphemism. Would you really, on short final, on a rainy, I bumpy night, with the windscreen wipers clattering like a train I with square wheels, turn to the captain and say, "Sir, it seems I to me that . . . ?" Far more likely it would be, "For 's sake I open the throttles." Everyone will agree with you that the co-pilot should be relieved of all duties during take-off and landing other than following the job in hand. Indeed, most of your readers who are familiar with the matter will agree that the 1st officer has very few distractions during final approach; all the pre-landing checks have been done, it only remains to flick on the final flap setting at the captain's command. A notable exception to this state of affairs is where no radio officer is carried, and there is only one radio compass, which has to be returned to the locator non-directional beacon after passing the main n.d.b. in-bound at some airfields; but I do not suppose this would arise very often. This leads me to say that I think your supposition that the co-pilot concerned in an avoidable accident must normally be otherwise engaged is of only limited validity. More often than not the problem is one of human relations, together with the fact that there is only a hair-line between the potential and the irretrievable. London Airport. • 1ST OFFICER. [Lest our correspondent's letter implies otherwise, we should make it clear that our leading article was not an expression of opinion on the Nutts Corner accident in particular, but on "pilot error" airline accidents in general.—ED.] Centaurus Power Preferred TN your issue of July 24th your contributor A. H. Yates states A that I am said to keep in gliding practice "by 'thermalling' B.E.A.'s Elizabethans". Though obviously intended in the lighter vein, this statement is I feel, liable to misconstruction by readers not technically conversant with the intricacies of soaring flight. I do not, of course, "thermal" Elizabethan aircraft, and in any conditions into which I should care to take my passengers I con sider it a virtual impossibility. This does not mean that soaring flying cannot derive benefit from power flying, and vice versa. Undoubtedly die pilot who flies sailplanes and power can and should derive a fuller knowledge of his environment, with benefit to all his operations in it. Farnham Common, Bucks. FRANK FOSTER. A Tangmere History A N attempt is being made to compile a history of Royal Air •**- Force Station, Tangmere, and many former officers and airmen, and officers and airmen still serving, or who have at any time served on this station, will have in their possession photo graphs, combat reports, and other material which might find a place in it. May I, through your columns, appeal to them for the loan of any material which they think might be of interest? I can assure them that the greatest care will be taken of any photographs, or other item which may be sent, and that it will be returned by registered post. Material should be addressed to the Officer Commanding, Royal Air Force, Tangmere, nr. Chichester, Sussex. Royal Air Force, Tangmere. W. MACHENRY, F/L., for Officer Commanding. FORTHCOMING EVENTS Aug. 22. A.T.A. Association : A.G.M. and Summer Reunion, White Waltham. Aug. 22. Coventry Air Day and Siddeley Challenge Trophy Race. Aug. 29. Vintage Aeroplane Club: Rally, White Waltham. Aug. 30. Aero-club d'ltalia : Pescara Rally. Sept. 3-5. Chester Searchlight Tattoo (R.A.F. Night, Sept. 4). Sept. 3-10. Aero-Club de Cannes : Cannes Grand Prix. Sept. 6. S.M.A.E.: "Yorkshire Evening News" Model Flying Festival, Sherburn-in-Elmet. Sept. 7. S.B.A.C. Farnborough Display and Exhibition : Technicians' Day. Sept. 8-10. S.B.A.C. Farnborough Display and Exhibition : Private Invita tion Days. Sept.11-13. S.B.A.C. Farnborough Display and Exhibition : Public Days (Public premiere, Friday, 11th). Sept. 11. Helicopter Association of Great Britain: Annual Dinner. Sept. 12, "At Home," R.N. Air Station Eglinton. S«pt. 14. R.Ae.S. Wilbur Wright Memorial Lecture: "Structures," by Prof. N. J. Hoff, F.R.Ae.S., F.I.Ae.S. Sept.14-17. R.Ae.S. and I.Ae.S.: Anglo-American Aeronautical Conference. Sept. 15. Battle of Britain Day. Sept. 19. "At Home," R.N. Air Station Abbotsinch. Sept. 19. R.A.F. At-Home Day. Sept. 20. St. Albans Model Aero Club : Ail-Britain Rally, Radlett. Sept. 20. Aero Club de Milan : Milan Grand Prix. Sept. 24. City of Coventry Freemen's Guild: Lecture "Development of Armstrong Siddeley Gas-turbine Engines," by W. H. Lindsey, M.A., F.R.Ae.S. Oct. 8. Start of England-Christchurch (N.Z.) Air Race. Dec. 17. Anniversary of the Wright Brothers' First Flight.
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