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Aviation History
1963
1963 - 0020.PDF
20 FLIGHT International, 3 January 19 SPORT AND BUSINESS We took off at 1215 and had to continue a straight climb west wards for some miles before control allowed us to turn on to course (Landsberg was still IMC). This put us some miles west of track initially, but we checked our position on Leipheim—by now one of my favourite airfields—and altered course accordingly. From there we map-read our way across Central Germany; and there were so many landmarks—railways, towns, rivers—that we didn't really have any difficulty. About 35 miles out from Wildenrath, when south of Norvenich, we called for a QDM on 117.9 because the countryside was flat and featureless and the atmosphere hazy with industrial smoke blowing from the Ruhr area. Wildenrath gave us about three QDMs and we were distinctly glad of them, not only because of the poor visibility but because for the last ten miles we were in their control zone. Unfortunately, we hadn't asked them on the telephone frc Landsberg for 80 octane fuel, and it couldn't be produced at Wi enrath without some delay. So we decided to do a limited refuelli with 100 octane and call in at Ostend. Another snag was that c direct route passed through the control zones of Kleine Brog the Belgian Air Force Base, and Antwerp civil airport: we wi given permission to proceed provided we called these zones beft entering them. It was still hazy, though clearing as we flew westwards. The c< trailer at Kleine Brogel accorded us a gay "Cheerio, 'otel Char] 'appy landings!" as we called that we were clear of his zone, a we checked in and out with the Antwerp controller. Further wt there were occasional heavy showers but the visibility away fn them was splendid. We found ourselves north of track north Bruges, so got a QDM from Ostend on 118.3. Ostend refuel us with an admirable celerity and we headed out across the i for Manston towards a horizon of defunct frontal clouds. T QDMs from Manston told us we were on track; and from th we turned onto 266 for our last leg to Gatwick, where we receh most expeditious customs clearance. There was about ten minut daylight left when we took off for Fair Oaks, where we landed j as darkness was falling and the lights were winking on in Woki H. Wind Limitations for American Light Aircraft During a period of fourteen months, it was a fact that three times as many American high-wing, tricycle undercarriage aircraft were "blown over" while taxying, as were other types. This suggests that pilots are not aware of the limiting wind speeds for operating these aircraft, although they know well enough (often from bitter experience!) when it is inadvisable to take out a Tiger Moth or an Auster. The undercarriage of a high-wing light aircraft sprouts from the fuselage, with the result that the track is invariably narrow. The aircraft therefore sits on a small triangle consisting of the main wheels and the nose wheel, and this, together with a comparatively large wing span, makes it particularly susceptible to strong winds. One of the advantages of a tricycle undercarriage is the improved view, and greater manoeuvrability when taxying. Faster taxying than would be permissible with an aircraft with a conventionale?) undercarriage is therefore acceptable, and small radius turns may be made. Inertia, however, acting through the high centre of gravity, causes the aircraft to roll away from the direction of the turn, and the roll will be increased in turns from downwind to crosswind. Such turns should be gentle, and pilots should be prepared to coun teract an increase in the rate of turn caused by "weathercocking" as the aircraft gets across-wind. Apparently some United States manufacturers do not normally specify wind limits for their aircraft, and a representative of one of the leading distributors in this country comments that it is regarded as a matter for the pilots' commonsense, based on a more thorough training in respect of weather and aircraft capabilities. He adds that the resemblance of modern aircraft to cars may influ ence pilots to disregard matters of normal airmanship. There n be something in this, and it is a trend which needs to be watchet There is another factor. In the absence of authoritative guidar experiences are passed on from one pilot to another and, by operation of the Law of Increasing Wind Speeds (nothing to do w Buys-Ballots), the capabilities of an aircraft become exaggeral The Law states that the wind speed increases directly with passage of time and the frequency with which the story is told, influences particularly the more impressionable "bar pilots," s the "anything he can do, I can do better" types. (Its applicat is not confined to matters of wind-speed alone.) An attempt will therefore be made to ascertain the facts relal to future accidents in this category, to try to establish the conditi which may be dangerous: these US aircraft have a considers reputation for safety, and it would be a pity for British pilot! damage it by reckless handling on the ground. D. C. PEI Rallye Results Members of the Air Touring Club at Bif Hill have logged over 230 hours on the club's Morane Saul Super Rallye during its first six months' operation. The aire has been used for all types of flying with complete satisfaction club reports, both on the circuit and in the Alps. It is stated tc the only aircraft within the price range of those tested by club which meets members' varying requirements. "For a cham the club adds, "the aircraft lives up to its specification and flight report, being in particular very cheap to run and usins more than six gallons per hour." On the lint at Rearsby.this recent picture taken at Beagle's Rearsby factory shows A. 109 Airedales (on the left) and Terrier 2s (right) '^wato? 1 r^, ass. wHWi ^niiiijiifliK^^a^^^.^^rUji ip|i sHitl' JHSv'i*- Lxpenmental Occasion Following the success of the US Exr mental Aircraft Association's 1962 Fly-in at Greater Rockf Illinois, the organizers have decided to extend the 1963 even coyer six days. The 1963 Fly-in will take place at Rockford f Sto Aufst 4- Last year the Rockford tower handled air 19,000 aircraft movements during the EAA Fly-in period, at one time during the meeting over 1,800 aircraft were parkes tne airport. Franl*2!180',™8 ^ * a letter to W ***** frS? on?"'- lgR Stl6S nBna8OT of Avian Aircr*ft Ltd at Gee Svi^S^fl^ ^ Pr°t°types of the 2/180 Gyrop are flying and that the company hopes to obtain a C of A this. Avian Aircraft is now a public company and has been exoSe allow quantity production of the 2/W GynJtajTJS^ hTLT^l'X^ ,Brhish Executive ^r Services B2SSIrS^w Vr1™ Aero Services t0 ^ a Bn SefScl tlTf * ^^ Md t0 offer charter' fining Sn AirTorf ^ t0 supPlement those at Kid
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