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Aviation History
1971
1971 - 0013.PDF
12 Straight and Level: BLAC's View SIR,—Over the last few weeks, there has been some correspondence concerning Mr Bramson's article on straight and level (light. I note from Mr I). I*. W. Johnson's letter in the issue of December 10 that he wishes to know whether a division comes within the 151,AC Panel of Examiners. This query arises no doubt through the fact of Mr Rramson being an examiner. I would like to take this opportunity to quote a memorandum that I have recently circularised to all members of the examining panel. (1 ) Straight and Level Flight Papers have recently been circulated among Panel examiners asking for views on how to commence the initial teaching of the air exercise of straight and level on piston-cngined aircraft. The issues were mainly whether the students should be taught to: — (i) Set a cruise power setting then maintain the attitude (and altitude) for straight and level at that power Setting with elevators. I ii) Attain a target airspeed from the outset, using the throttle as necessary to effect alterations in attitude, altitude and airspeed, in co-ordina tion with the elevators. I Hi) Assume straight and level from the climbing attitude as his first lesson on straight and level, t iv > Whether small (5°) alterations should be made by banking the whether rudder eoidd be used. (2) Views of Panel Members Analysis of replies shows: Item (1) (i) above—85.7 per method. Hi) ., ^14.3 per method. „ Mii) ,, —84.(> per cent do not agree that this is the best method. Of the remaining 15.4 per cent of replies to (It (iii), opinions vary, but the majority favour starting with the aircraft being put into straight and level flight by the instructor. (iv) ,, —Percentage analysis agree ailerons and rudder t'> tie used together. I Ti i Conclusion The tone of replies suggests that for the first lesson of straight and level the additional task of throttle operation is best omitted, while the student puts into practice the use of the elevators, ailerons arid rudder to maintain the correct attitude for the power selected. In view of the foregoing the Panel accepts Para (li (il and Para (2) (iv) as standard practice. The above notice is now in the hands of my examiners but, in the interests of the current discus sions, I see no reason why it should not be made known to all instructors. All instructors should be reminded that as a Panel we do not want parrot-like explanations or "patter" but do sometimes have to standardise the funda mental foundation of an exercise. London SW1 REX A. SMITH. Chairman, British Light Aviation d'ntre in direction aircraft, or cent favour thi cent favour thi. FUGHT International, 7 January 1971 Carburettor Icing SIR,— Once, again you record in your columns a fatality in a light aircraft from carburettor icing. 1 have again received an Aeronautical Information Circular | see Private Flying this week] drawing my attention to the frequency of carburettor icing, and there have been at least ten incidents reported since this circular's first issue. I would be very cross if my car stopped because it rained. The internal combustion engine has been with us for over half a century and it seems extra ordinary that we are unable to make one which doesn't stop due to climatic conditions in the air. An engine, which needs a manual push/pull heat control to keep running seems to me exceedingly primitive— and dangerous. Surely, Sir, the performance figures of modern engines should be quoted with the hot-air control in operation, and the added performance obtained without heating the intake should be reserved for take-off or racing. Bolleij, Hants DR J. H. B. URMSTON Chequered Flag Waving SIR,—To the average citizen -liere US planes excel on most counts; in particular, the F-8F (Bearcat) is considered to be the fastestpiston plane in the world. We are still putting our eyeballs back at the easy victory of a modified Sea Fury in the Grand Prix endurance race of 1,000 miles over 66 laps at Mohave, California, on November 15. The unmodified Sea Fury with arrestor hook still in place came 4th. Why don't you export the Britain- knockers and keep the people who design and make such planes at home? It looks to me as if it takes an American these days to wave the British flag. San Diego, Calif NORMAN F. BROOKS Turn and Sink SIR,—With regard to the sinking of autogyros in turns, 1 should like to suggest a cause different from both winds (Sqn Ldr Mock, Letters, October 8) and deceleration (Mr Gaskell, October 22). In a properly co-ordinated turn the effective lift of an autogyro, or any other aircraft, is composed of the vector sum of the weight of the craft and the centripetal force required to hold the turn radius. The resulting increase in lift-induced drag will cause the machine to sink unless more power is applied. The effect is, of course, greater for tighter turns at a given air speed. Worthington, Ohio JF.REMY M. HARRIS IN BRIEF Mr Gordon J. Dorward of the Aberdeen University Gliding Club points out that in "229's" gliding article in Flight for December 17 the Grunau Baby mis taken v became the offspring of the Grumman stable. It was, of course, made by DFS (Deutsche Forschung- sanstalt fur Segelflug). Mr A. J. M. Chadwick, marketing consultant of Trinity Aviation Ltd, agrees wholeheartedly with Mr Petitjean's article in Flight for December 17 but suggests, in addition, that a leaf might profitably be taken from the Japanese book in sending on trips to the USA at least one key member of the staff from the manufacturing and design side. He feels that in the major undertaking of getting "involved" in US sales it is crucial that other than sales staff get the feel of US conditions. We record with regret the recent death of Tina Maclaren. F. J. French writes: "Those who flew fly;ng boats at Invergordon and Alness in 1939-45
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