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Aviation History
1959
1959 - 0329.PDF
158 FLIGHT BRITISH PRIVATE FLYING . . . proof that our nation's youth is, in general, angry, dispirited andaimless—its members seek a challenge which will help them rise above the cossetted pilgrimage from cradle to grave that con-stitutes our existence today. The Outward Bound movement provides such a challenge and so do the Air Training Corps andsimilar bodies; their success is proof of the demand. But this is merely scratching at the surface. The air, with its promise ofrelease from our well-ordered pettiness, offers such a wide scope for inspired challenge to our youth that it must be made acces-sible to them on a scale far greater than hitherto. It is not only the boys who hope to join the Royal Air Force, or the membersof other cadet forces, or even the would-be professional pilots who should be given this opportunity: popular flying must be madeeasily available to the vast majority of boys and girls who are willing to devote time, energy and a little cash towards this end.In short, an Outward Bound movement with wings is needed to provide our citizens of tomorrow with a few ideals on a somewhatloftier plane than cutting a neat caper on a dance-floor. These, then, are the advantages. Now let us proceed to thesecond of these two basic principles—how to maintain a high standard of instructional and general flying and eliminate theblack sheep. A hiUi standard of flying is demanded of any pilot in thiscountry, whether he is flying an airliner or an ultra-light, simply because our airspace is crowded, our weather is uncertain and,most important of all, because aeroplanes are not like ships or motor cars of which it can fairly be said that in the event of acollision the little man usually fares worst. These are the facts, and no amount of avid enthusiasm for popular flying will alterthem. Hence the need for a high standard of flying and discipline whatever the type of aircraft being flown. Mere mention of theword discipline is apt to conjure up fearsome images of regimen- tation in a movement which should essentially be as free and easyas possible. But discipline in this context means common sense and good airmanship—nothing more, and certainly nothing less. To instil and maintain good airmanship two factors are essen-tial. The first is sound instruction. The second is the introduction of a check system that will get rid of the loopholes for the oddmen out. This point deserves emphasis because mere flying experience without occasional supervision is a poor criterion ofa safe flying standard: whereas it should certainly produce an increased degree of dexterity in handling of the aircraft, it isequally likely in some cases to result in a dangerous state of over- confidence, particularly in the early stages of a pilot's flying life,thus sowing seeds which yield a sad harvest in the form of subsequent accidents. While much has been done to ensure that the standard of flyinginstruction is kept as high as possible, the present rating system is, in the opinion of the writer, inadequate to ensure the main-tenance of such a standard in the future. This system was evolved when many, if not the majority, of instructors who could qualifyfor full rating were trained in the C.F.S. tradition, and the latest experience of that body is still made available by the periodicchecks of civilian instructors engaged upon A.T.C. flying. But conditions are changing. There are many instructors who lackService training, there will be fewer coming to the clubs from the Services, not all dubs are approved for A.T.C. instruction (how-ever long that form of activity may be allowed to last) and, apart from this provision, there is little to prevent a civil instructorsoldiering on indefinitely, once he is fully rated, provided that he does a certain amount of instructional flying each year. The Netherlands national civil aviation school at Eelde, near Groningen (its residential block is here seen from one of the hangars) goes a long way towards the author's idea of a University of Flying Tiger Moths and Croydon Air-port have each been synonymous with British private flying tor many years. The past rather than the future of the movement is perhaps typified in this picture This is as bad for the instructor as the corresponding lack ofchecks is for the ordinary pilot. Experience is not the sole criterion: instructional technique deteriorates, and new theoriesand techniques may, or should, be evolved which, even if notified to instructors, may not be adopted because of prejudice or mis-conception. Flying is, after all, a living art: more is learned each day, not only in the course of normal flying but as the result ofaccident-analysis. Instructional technique should be capable of swift modification and universal application in consequence. There is another shortcoming in the present system, and this isthe title of "assistant instructor." To the slightly apprehensive ab initio pupil the man in the other seat is an instructor. He is notassisting anybody, he is doing the job himself. If, due to lack of instructional experience, his responsibilities must be limited heshould be classified accordingly, but not as an "assistant" in- structor, which gives the impression that he is sitting-in for asuperior being who will pop up from the cockpit floor if the going gets tough. The answer seems to be the introduction of a categorizationsystem for civilian instructors based upon that used in the Service. The newly-fledged instructor would commence with the equiva-lent of a B2 category with limitations corresponding to those applicable at present to the assistant instructor. This categorywould be awarded for a limited period during which time the new instructor would have to qualify for re-categorization. Fromthe equivalent of a Bl upwards the incentive for re-categorization would bz financial and qualification would be subject to thesuccessful completion of a practical and theoretical test with the proviso that all instructors, whether qualifying for re-categoriza-tion or not, must be so tested periodically at least once every two years. Such a scheme would naturally entail an amount of testingbeyond the time available to the existing Panel of Examiners, which raises a point of supreme importance. In the light ofchanging conditions, surely it is time that this country should have a University of Flying to earn for us a reputation for civilflying instructional standards equivalent to that which has long been established by the Central Flying School for Service flying.The question of ab initio instruction for potential professional pilots is of vital and increasing importance. It is at this stagechat good or bad habits are formed and first-class example and a standardized, up-to-date instructional technique are essential.The system for providing this instruction must be capable of bear- ing the heavy weight of such a responsibility: the obvious basisfor such a system is a University of Flying. One of the principal functions of the university would be toprovide a nucleus of highly-trained and experienced examining instructors who, because of these qualifications and their liaisonwith the Royal Air Force, would be up-to-the-minute in the latest instructional techniques and who, by virtue of their authority,would be in a position to ensure that these were adopted. Granted the establishment of such a full-time examiningauthority, the maintenance of a high standard of civil flying instruction would be assured. The instructors at clubs and groupswould, in turn, be well qualified to give thorough periodic checks to all private pilots. Thus the up-to-the-minute pattern of instruc-tion would be spread and maintained throughout the popular flying movement and the loopholes would be eliminated. Turning now to the question of equipment, the requirementsare simple. However well the private pilot has been taught, he can still be a menace unless he has the means of knowing exactly
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