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Aviation History
1961
1961 - 0872.PDF
884 FLIGHT, 29 June 1961 FROM ALL QUARTERS RAN Wessex Order PROVISIONAL purchase of 30 Westland Wessex helicopters forthe Royal Australian Navy was announced by the Australian Minister of Defence, Mr Athol Townley, in Canberra last week.The cost is estimated at £A6m (£4.8m sterling). Mr Townley said that certain tests had yet to be made before the order was finalized. Cyrano for Australia IT is now reported that the Australian Government has signed acontract for the supply of C.S.F. Cyrano fire-control radars to be fitted in RAAF Mirage Ills. An Australian decision in favour ofthe Cyrano was reported, but not confirmed, some months ago, although Ferranti still appeared to be very much in the running withAirpass 2. It now seems clear that RAAF Mirages will be identical in all major respects with those ordered for the French Air Force. Light Aircraft al Heathrow FULLY equipped twin-engined private and executive aircraftflown by pilots holding an instrument rating may now use London (Heathrow) Airport without prior permission, except during peaktimes (totalling four hours daily for domestic flights and six hours for international flights) and except for periods of one week beforeand one week after all public holidays. This was the main message contained in the Ministry of Aviation's Civil Aviation InformationCircular No 56/1961 dated June 21, which stated that this new arrangement was to come into force forthwith for a trial period ofthree months. Although this concession will be welcomed as a step in the rightdirection, particularly by the Royal Aero Club and Business Aircraft Users' Association who have campaigned for some time for thistype of assistance, pilots may be forgiven for gaining the impression from certain sections of the circular that the Ministry is perhapsnot wildly enthusiastic about encouraging this type of non- sheduled air traffic. "London (Heathrow) Airport is providedprimarily for the use of civil aircraft operating scheduled passenger and freight services approved by the Minister of Aviation," thecircular begins. "London (Gatwick) is fully equipped and available for other types of flight," it continues. And, just in case anywrong impression is given, paragraph 1.3 puts him straight right away: "These revised conditions do not make the airport availablefor recreational or pleasure flying." The times during which the airport is not normally available tonon-scheduled aircraft are from 7.30 to 11.30 a.m. and 5 to 7 p.m. for international flights; and from 8 to 10 a.m. (take-offs) and 4 to6 p.m. (landings) for domestic flights. During the remaining times when the airport can be used, the conditions are that the aircraftmust have two or more engines; that it carries "all the required VHF/RT frequencies and radio aids to navigation in accordancewith Article 10 of the Air Navigation Order, 1960, including ILS on all four London (Heathrow) Airport frequencies"; that thepilot holds an instrument rating; and that administrative or diplo- matic clearance has been obtained where required. The lucky oneswho qualify are further required to use the special call sign "Cigar" when contacting approach control (clearly someone at theMinistry believes himself fully aware of the true nature of business flights). For the future, the circular holds out hope for aircraft and pilotswhich do not qualify under these conditions, and in particular for single-engined and light twin-engined machines. Trials are being made to evolve standard routes and procedures for these aircraftwhich will avoid long approaches over built-up areas and, when "satisfactory procedures" have been agreed (a further informationcircular is promised on this), these aircraft will be allowed in also, provided they have at least the VHF/RT frequencies to permitcommunication with the airport's approach director, tower and ground movement control—but then "only on special VFR clear-ances and in weather conditions which will permit the pilot to navigate by visual means." Carvair on Test THE first flight of the Aviation Traders ATL-98 Carvair is recordedon pages 890-891. As we close for press it is learned that the aircraft has flown at a weight of 69,0001b at heights of up to 10,000ft. Ithas been stalled at a 15° flap setting and with full flap, with under- carriage down. It was hoped to fly the Carvair to Filton this weekfor position-error checks. At the time of writing about seven hourV flying has been recorded, and a take-off at the maximum weight of74,0001b was imminent. Decca was used as a primary aid during flight trials and will beinstalled as standard in production Carvairs for Channel Air Bridge. J. A. D. McCurdy WE record with regret that John A. D.McCurdy, MBE, LLD, DCL, the pioneer pilot who designed and built the SilverDart in 1908, with it making the first aeroplane flight in the British Empireon February 23, 1909 (at Baddeck, Nova Scotia), died last weekend at theage of 74. He was a director of the Curtiss Aeroplane Co from 1917 to1919 and president of Curtiss Aero- planes and Motors Ltd, Toronto,from 1914 to 1919. From 1947 to 1952 he was Lieutenant-Governor of NovaScotia. Denny Hovercraft Starts Trials LAST Thursday the 4|-ton sidewall hovercraft built as a testvehicle for larger vessels by William Denny & Brothers Ltd made its public debut on Gareloch, near Dumbarton. The purpose ofthis relatively large test vehicle, which carries a crew of three, is to investigate the performance and behaviour of the sidewall hover-craft layout for larger trading vessels capable of operating at about 35kt in rivers and estuaries. The air cushion is retained at the sidesby continuous walls which remain immersed in the water and, at the ends, by inward-inclined air curtains. These and the maincushion air are supplied from four intakes by fans driven by two Excelsior Seafarer III 25 h.p. two-stroke engines. Propulsion anddirectional control are provided by two Mercury 35 h.p. outboard engines with variable-pitch propellers. The test craft is 60ft longand 10ft wide. Advantages of the layout for commercial work are that the side-walls make retention of the cushion, and therefore the lifting- power requirement, fairly low, while the cushion itself reduces dragand eliminates wash. The vehicle can therefore operate effectively in shallow and confined waters and against strong currents. Thesidewalls are lft deep and the efficiency of the air curtains is indicated in the accompanying picture (below) by the small amountof spray generated. The test vehicle will attain speeds of 15 to 17kt and will later betested over a specially prepared measured-mile course in shallow water outside the navigation channel on the Clyde, near Langbank.Hovercraft Development Ltd are co-operating in the project. The sidewall principle was envisaged some years ago by ChristopherCockerell. Denny hope to develop a passenger-carrying "hcver- ferry" by next year. THE DENNY HOVERCRAFT (see Col 2) during trials on the Gareloch. Right, Mr C. F. Morris, technical director in charge of development
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