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Aviation History
1963
1963 - 0729.PDF
702 FLIGHT International, 16 May 1963 WORLD NEWS . . Mystere Airborne: On May 4 Rene Bigand made a Ihr 5min first fight in the Mystere 20 from Bordeaux, where the aircraft is here seen, in full colour scheme, parked next to a Caravelle. It will be at the Paris Show next month pipe trouble and to get the aircraft to Lympne in time to enter he had flown all the way by switching-off and diving to fill the carburettor then switching-on and climbing while that petrol lasted. George Bulman's heyday as a test pilot was in the late 20s and up to the beginning of the war in 1939. His zenith was reached when the Hawker Hart and Fury were being interpreted from Sydney Camm's drawing- board to the delightful and immensely successful aircraft they became. Patient and meticulous attention to detail was one of his outstanding character istics. Although at Brooklands he had a fine team of mechanics, every alteration from a previous test flight was most care fully checked by himself before taking-off again. As a "photographic" pilot he was with out equal, and this is true whether one speaks of ground-to-air or air-to-air shots. Between us there built up a wonderful con fidence, each in the other's ability, cul minating in the remarkable head-on pictures we used to do. For these he flew directly at me, a foot or two above the ground, pulling up over my head in the last eighth of a second. For many hours over many years we flew together in the Hart -MR; and what happy flights they were—always purpose- Gp Capt P. W. S. ("George") Bul- ful. If an idea for a new picture was put to him he would listen and arrange every thing most carefully before taking off, as these were the days before RT. Once, when he was flying the Hawker Cygnet at the Daily Mail Two-seater Light Plane Trials, he completely fooled me. The job was to clear a tape from the shortest run. George's position in relation to the tape appeared so hopeless that, out of kindness, 1 lowered my camera—only to see him clear it comfortably. When I told him afterwards he patted me on the shoulder and smiled that wonderful smile of his, so full of understanding. He was patient with those who tried, but would tear to pieces the imposotr or the lazy. I last saw him at Upavon on the occasion of the 50th Anniversary of Military Avia tion display. Together we watched -MR perform once more; again heard the bang- crackle-bang of the Kestrel's exhaust and momentarily relived events of 30 years ago. Wg Cdr Arthur's Appointment Well known for many years as chief flying instructor at Fair Oaks Aero Club, Wg Cdr C. E. F. Arthur has been appointed managing director of Universal Flying Services Ltd, and is responsible for all the company's flying activities at Fair Oaks, Redhill and Rochester. NEW R;ULES FOR WOODEN AEROPLANES FOR the past six years, since the Air Registration Board imposed stiffer inspection requirements for wooden air craft with glued ply and timber construc tion, owners have awaited the Board's next move with some apprehension. In Australia, the only other country with many such aircraft more than 12 years old, the Director of Civil Aviation has given notice that no certificates of airworthiness will be renewed after the end of this year, regardless of airframe condition. His decision was based on the results of long-term tests on glued joints that had shown a progressive deterioration of strength with time (acceler ated by temperature, humidity, and frequent climatic change) and on a succession of in flight structural failures. Because of the more favourable climate there is no record of in-flight failures of wooden structures in the United Kingdom. Now, however, foreseeing an increasing risk in the near future, the ARB has taken the precaution of refusing to renew, after December 31, 1963, transport-category Cs of A for aircraft with glued ply and timber torsion-box construction built prior to 1950. Out of 200 aircraft—mostly single-engined —on the British register with this type of structure, only about 20 operate on trans port-category Cs of A. The problem which this kind of deteriora tion posed for the ARB is that it cannot be detected by any practicable inspection; and it is not possible to put a specific life on a glued joint, because the rate of de terioration depends on many factors. The Board says that while it is impossible to state specifically that all or any of the air craft in question have so deterior ated in strength that they could be con sidered unairworthy without this being found by inspection, equally it is becoming increasingly difficult to be sure they are not in a dangerous condition. Having thus taken steps to reduce risk for the fare-paying public, the Board has also moved to protect the private pilot by imposing more severe inspection procedures and recommending certain manoeuvre limit ations. As from May 13 last, no further applications for three-year Cs of A are being accepted for the type of aircraft under review; however, those at present covered by a three-year certificate will be permitted to complete the period; and will then be re-certificated annually in the private category subject to a satisfactory inspection report. No further examples of the types of aircraft involved will be certi ficated or validated in any category and, similarly, any which have been withdrawn from use or sold abroad will not be re- certificated. The ARB is, however, pre pared to consider waivers in the immediate future, where a good case can be made for re-certification of a particular aircraft. Meanwhile, the Board has recommended to owners and pilots that, to avoid over- stressing a possibly weak structure, (I) manoeuvres are to be limited in severity. The normal accelerations in turns and pull- ups should not exceed 2g, i.e., that corre sponding approximately to a level co ordinated turn of 60° bank. In turns in which the angle of bank approaches 60 particular care should be taken to go into and emerge from the turn smoothly. (2) Aerobatics should not be performed. (3) Severe turbulence should be avoided. Notwithstanding this notice, which many private owners will feel is less severe than it might have been, the Board will continue to certify new light aircraft of glued ply and timber torsion-box construction, say ing that it sees no reason why they should not have a satisfactory life if they are not subjected to the more extreme temperature and humidity effects, are properly hangared. and are assembled with a glue considered suitable for the conditions likely to be met in service. Transport aircraft affected by the new ruling include Ansons, Consuls and Oxfords. In the private category appear most of the Miles series, from the Magister to the Gemini; Percival Proctors; and D.H. Puss Moths, Leopard Moths and Moth Minors.
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