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Aviation History
1961
1961 - 0205.PDF
FLIGHT, 17 February 1961 Sport and Business 205 Private View BY P.P.O FIRST of a new series which will appear regularly in our "Sport and Business" section, this comment column is written by an active private pilot. His aim is to criticize constructively, to comment fairly—and amusingly—and to reflect current opinions in the world of light aviation. Readers' comments, aad in particular those from club and private pilots, will be welcomed. ONE of the nicest ways of using a light aeroplane is to takea trip to France. Apart from the food and other well-known joys, the welcome that you get is so delightful. If you are going to Paris, go to Beauvais for Customs; the genialsmile from the brown face of M Crucifix is something to remember. The French Government has just given him the Legion of Honour,so don't forget to congratulate him. Then fly on to Moiselles, which is only about 25km from thecentre of Paris. Here, too, you are certain of being made to feel at home. And it is not everywhere that, when you are lookingruefully at an empty tobacco pouch, an old Frenchman looking rather like Pere Dominic comes over and offers you his! In France light flying and light aeroplane building are in ahappy state. Trie French have a logical and commonsense way of dealing with restrictions, and they believe that everyone has equalrights to use the air. Over here, yachting and small boat sailing are booming. Luckilyfor us there is no Ministry of Sailing. Private flying, like sailing, thrives on freedom. The more freedom you can give it, the moreit will thrive. Just now it is relatively nearly dead in this country because the gentlemen at the Ministry are trying to legislate forthe millionth chance which, most of us were taught at school, is impossible. It is good that the ABAC and the PFA have been putting theirheads together and have got out specifications for a light instruc- tional aeroplane and a light tourer. This has been done beforeoften enough, but the charm of their effort is in the recognition that, as far as light aircraft are concerned, there is a great deal wecan learn from the automobile industry, and that it is not only the price of a new machine that matters, but what it costs to maintainand repair. This especially applies to flying schools where aero- planes may expect rougher handling than in private hands. Butaircraft are in themselves rather delicate tools, and any improve- ment in their "knockabout" utility is bound to make them morepractical for the average private owner who, like the average motorist, just wants to get in and drive away. On this subject of instructional aeroplanes, however, there isone important point to be remembered. Please let us not make them too easy to fly. I think that in some modern aircraft thereis a lot of danger here. Recently in Germany I saw a nasty mess under a tarpaulin. It was the remains of a modern American four-seater which had just killed its four occupants quite thoroughly, I have flown this type; it is normally difficult to make it stall orspin, but just you try filling it up with four large businessmen and their bags, after a good lunch, and fly it carelessly, and thensee what it may do to you. We all know that over-confidence is a disease which kills in the air. If modern aeroplanes are too easyto fly, I can see this disease being spread quite quickly. Naturally, we don't want a machine that will break in everyrough landing, but please let us have a machine for instruction that needs and rewards a little art in its flying. Then, when laterwe buy our own mounts, we shall be all the safer and better pilots. Every pilot is certain sooner or later to get into a position whena steep turn near the ground is necessary with a heavily loaded machine. Then he may thank his lucky stars if accurate turnsare a habit, and if he instinctively keeps his nO6e well down. High power, tarmac runways and insensitive controls are not good prac-tice for boggy fields, overloaded aircraft and an engine that is not giving full revs. I can hear the pundits saying that in diese conditions no sensiblepilot tries to take off. But what is he going to do if he doesn't? Tell Auntie Kate that she must get out and walk, or go home bytrain and come and fetch his machine later? In which case all his holiday plans will be spoilt. Everyone who uses an aeroplane forcommonsense travel will be faced with this dilemma sooner or later, and the fact is mat many will chance it. "What is he going to do? Tell Auntie Kate she must get out and walk. . . ?" Anyone who has been well trained will know instinctively if hismachine is going to make it, or if the moment has come to cut the ignition and use the brakes and rudder. And he will also know-that, having hoicked the machine off the ground, he must keep his wheels close to the ground to take full advantage of the cushioneffect until he has gained flying speed to climb away. The temptation to point the nose up and let the engine dragyou out can be almost irresistible, and is safe enough with a power- ful motor and a lighdy loaded aircraft such as we may have hadat the flying club. But if we have been properly trained we will know that this can be disastrous. However, by using all the air-field, and cutting the boundary fence fine, we can get away quite safely, and Auntie Kate will have her holiday after all. ilHlinillllMllliniMIUIIIIIIIIIIIIIIIIIIIIIIMIIIIIItlllllllllllllllllllMIIIIIIIIIIIIIIIIIIIIIIMIMIMIMIMIIIIIIIIMIIIIIIIIMIMMIIUIIIIMIIIIIIIIIIIIMIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIMIIIIIIIIIIIIIIIilllMIIIIIIIIIIIIIIII FOUR REGIONAL DEALERS to be responsible for sales, sparesand servicing of the Cessna range of light aircraft have been appointed by Airwork Services Ltd, the UK distributors forCessna. The four are: — (1) Midlands area—McAlpine Aviation, Luton Aerodrome.(2) East Anglia—Mr N. A. Rogers, W. H. & J. Rogers (Engineers) Ltd, Gt Barford, Bedford.(3) Northern England—Capt W. Westoby, Westair, Blackpool Flying School, Squire's Gate Airport, Blackpool. (4) Scotland—Airwork Services Training, Perth Aerodrome. The Cessna Sales Division of Airwork Services is shortly moving to Panshanger Aerodrome, where a new hangar and offices willhouse demonstration aircraft and spares and sales and servicing personnel. The Division will co-ordinate the Cessna sales effortsin this country and will continue to cover sales and servicing in the south of England. PRODUCTION OF THE VICTA Air Tourer in Australia is tobr subcontracted to a number of companies by Victa Consolidated Industries, in order to accelerate production and compete effec-tively with the Morane-Saulnier Rallye. The 95 h.p. Continental-: :powered version has now obtained its certificate of airworthiness, and the first all-metal production model is scheduled for deliverynext June. . ' T * Fuselage construction will be concentrated aj the Victa plantat Milperra, Chrysler Australia will build the tail unit, flaps and ailerons, and either Commonwealth Aircraft Corp or de Havillandwill manufacture the wing ribs. Wheels, tyres, hydraulic disc, brakes and fuel ranks will be supplied by the Dunlop AviationDivision at Victoria. AWARDS FOR 1960 have been announced by the British GlidingAssociation. The winners are listed below and the presentation of die respective trophies will be made at the Gliding Ball atLondonderry House on March 10. Wakefield Trophy. Peter Scott (Olympia 419), 298 miles from Nympsfield, Gloucestershire, to Cockburnspath, Berwickihire. de Havilland Cup. G. J. Rondell (Olympia 2b), 29,100ft gain of height. [Continued on page 206
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