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Aviation History
1961
1961 - 0370.PDF
378 FLIGHT, 23 March 1961 PRIVATE AND EXECUTIVE FLYING . . . CLUB PILOT'S CHECKLIST Costs, Clubs, Airfields, Aircraft, Events WHERE can I learn to fly and how much will it cost? Thesequestions, it is obvious from Flight's weekly correspon-dence, are the most basic of the many queries posed bywould-be private pilots. In this country, the respective answers are '"Almost anywhere" and "A lot of money." So much for basicprinciples; now for details. Flying clubs, schools and groups which are members of theAssociation of British Aero Clubs or the Popular Flying Association are listed, together with their home bases, on the opposite page.In general terms the flying schools and air centres concentrate on flying instruction and aircraft hire, the clubs are those whichinclude also a social programme, and the groups comprise syndicates who in many cases reduce costs by personally carrying out routinemaintenance and other chores. The best way for a prospective pupil to determine the cost oflearning to fly is simply to go out to an aerodrome, get hold of the chief flying instructor of the appropriate club, school or group, andask him. To assist prospective pupils, however—and perhaps their CFIs—the following typical rates may be of interest. At clubs inthe London area the cost of one hour's dual instruction can be £4 10s (Auster), £5 (Tiger Moth, Piper Cub or Cessna 150), £6(Chipmunk), or £7 (Prentice or Caribbean). In certain clubs solo training for the Private Pilot's Licence is 10s per hour cheaper, andpost-PPL solo can be 10s cheaper still. Further afield, Tiger Moth and Auster flying can be as cheap(relatively speaking) as £3 12s 6d per hour, and Chipmunks can be £5 5s. "Contract" rates for a block of. say, 50 hours can reduce thisto £2 17s 6d for Tigers and Austers. Even in areas blessed by the London cost of living, contract rates can effect a reduction of5, 10 or 12| percent. How many of these expensive hours are needed to gain a PrivatePilot's Licence ? At least 30, and probably nearer 40—or more, if the overall training period is a long one. Total flying costs can becalculated from the above figures according to the locality, or can be consulted in Flight's dissertation on The British Scene in lastyear's Sport and Business Flying issue (March 25, I960), bearing in mind the increase in flying rates since that date. For experiencedglider pilots, the number of power-flying hours required is reduced. Additional expenses will include an annual club subscription offour or five guineas, and in some cases an entrance fee of another guinea. A Student's Licence will cost 10s, the medical examinationabout a guinea (depending on the doctor) and, upon completion of the PPL course the newly fledged pilot is privileged to pay another10s to a grateful Ministry7 for the actual piece of paper which proves his achievement. Other costs can vary widely. Helmet, goggles, massive layers of protective clothing and flying boots would perhaps look out ofplace in the cabin of a Caribbean, but not in a Tiger. The club might have a well-stocked library, or you might have to buy somebooks to conceal or correct your ignorance. Lectures on PPL subjects might be organized and costly, or disorganized and free.Transport costs to the aerodrome might depend on whether you walked, caught a bus, or drove Dad's second Bentley—andconceivably on the distance involved. In case of queries on the official regulations involved in obtaininga Private Pilot's Licence, contact the Aviation Safety and General Division, SA(L)5, Room 210, Ministry of Aviation, Shell-MexHouse, London WC2. Before and after obtaining your PPL, you can obtain the adviceand assistance of the three organizations concerned with private and club flying in this country. To benefit to the full, one can paytwo guineas to become an independent member of the Association of British Aero Clubs and Centres (7c Lower Belgrave Street,London SW1); two guineas to become an associate member of the Royal Aero Club (Londonderry House, Park Lane, London Wl);and £2 to become an individual member of the Popular Flying Association (also at Londonderry House). Details of their ownparticular benefits will be supplied with pleasure by each of the three bodies. What does this year's sporting calendar have to offer theenthusiast private pilot? Apart from local club events, it includes the following:— April 28-30, Shackleton Aviation Weekend, Baginton; May 5-7.Channel Islands International Air Rally, Jersey; June 2-3, London- Cardiff Air Race and short-circuit races, Panshanger and Rhoose;June 24-25, La Baule Rally; July 1-2, Deauville Rally; July 33-15, King's Cup race and Lockheed Aerobatic Competition, Baginton:July 27-29, Business and Touring Aircraft Competition, Kidlington. His appetite whetted by the sight of other people racing, touring,aerobatting and in general having fun in light aircraft, our enthusiast needs only one further incentive—money—to buy his own aircraftand really get with this thing they call flying. Assuming his keen^ ness is eventually matched by what the Americans might call anadequate financial capability, he is free to consult pages 368-374 of this issue and make his choice. In this, as in learning to fly, hemay well be helped by United Dominions Trust, whose learn-to-fly scheme was worked out together with the ABAC and was introducedto the club movement last year. Although full details of specific types of new aircraft can normallybe obtained from the manufacturers, agents or distributors, it is often useful to have an impartial assessment of relative merits,particularly when used aircraft are involved. In this the advice of reputable aircraft brokers, such as W. S. Shackleton (Aviation)Ltd (175 Piccadilly, London Wl) and R. K. Dundas Ltd (59 St James's Street, London SW1), can be most valuable. The practicalexample of Shackleton's own aviation weekend, first at Kidlington and now at Baginton, has become recognized as an importantannual event. Even when the aircraft of our dreams has been selected, agreedwith the wife, financed and secured, our troubles are not over. The problem of maintenance and servicing remains. Here one caneither depend on the club or aerodrome facilities where the aircraft is normally based, or use such "fly-in" facilities as the expandingprivate and business aviation centre run by McAlpine Aviation at Luton or that of Derby Aviation at Burnaston, Derby. In theLondon area, improved facilities at Panshanger and Biggin Hill are helping to fill the gap left by the closure of Croydon.
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