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Aviation History
1973
1973 - 0048.PDF
38 Letters One-eyed Ace SIR,—Sir Peter Masefield's arithmetic must surely have gone astray. Read the first paragraph of "The Montrose Ghost" (Flight, December 21, 1972) and you may see what I mean; the operative words are "before that." Incidentally, I knew C. E. Foggin quite well. He was said to have landed a single-seater Spad from 10,000ft after being shot in one eye, and anybody who has flown a Spad (I have) will know that this must have been a tremendous feat. When I first met him, he wore a patch over his eye. This brilliant pilot was killed in a lorry accident when he returned to France. It was said at London Colney aerodrome, Herts (long-since built over), that, with his one eye, he could land an Avro 504K on a pocket handkerchief and I often saw him put one down immediately outside his hangar. I, too, have a vivid memory of the 1914-18 war and before that, but I am damned if I am in my eighties yet. The fact is that one was not allowed to fly direct from the womb; one had to be at least 18 officially, even if I did it a bit earlier. 19 Manor Road, A. H. CURTIS Potters Bar, Herts Sqn Ldr, RAF (Ret'd) Up to Date with Autoland? SIR,—I am sitting in a train travelling to London to retrieve my car which is collecting parking charges at Heathrow like Geiger-counter clicks .at Dounreay. BE645 Trident One FLIGHT International, 4 January 1973 Munich-London was diverted to Birmingham on the evening of December 20 because of—I quote the captain— "visibility of 200 yards when the current regulations require 400 yards." Imagine my surprise to read in your World News column —•"Autoland Updated," December 21, 1972—that the entire BEA Trident fleet, Ones, Twos and Threes, can now land under Category 3a conditions (200m RVR). Perhaps some one should have told the captain in addition to Flight. P.O. Box 3, Droitwich, Worcs N. THORNTON Who Does What on the Flight Deck SIR—As captain of a three-pilot and one flight engineer British-registered 707 crew, I suppose I go two-thirds of the way towards Mr Charles Sims' "who-does-what" ideas on flight-deck management (Flight, December 14, 1972). But if he thinks I am going to sit there for 999 sectors and then take over my aircraft when the situation is too much to expect of the co-pilot, then I begin to question the author's proposals. A co-pilot is in fact serving an apprenticeship, so when I do my bit, apart from keeping my hand in, I hope I am demonstrating something of the art of flying. Home Farm, DAVID VAUGHN Northend Common, Henley-on-Thames Out in Front SIR,—There has been much discussion recently regarding the economics of the Concorde project. Comparisons with the 747, an aircraft with a speed only half that of Concorde, do not seem relevant. Surely speed and the consequent time saving are worth paying for. As with television, people are happy to pay the extra for a coloured set because it is such a great advance on black- and-white. So with Concorde, I'm sure that if necessary The new Reims/Cessna F172 features a new Camber-Lift wing; a great advance hat makes a great-handling airplane even more comfortable at takeoff ind. touchdown speeds. A superb addition to the world's best selling 1 our-place airplane. . * „^* The 1973 Reims/Cessna F172 provides you i vith the cross-country capability to carry four idults and 54 kilograms of baggage or over 724 nonstop kilometers. In addition, there are other new features or 1973 that make the F172 \ JHF" t better buy than ever before. f J - \ An example is the tew panel cover. "^IP t fits much closer O the instru- nents so you let an even . * tetter look for p . luicker read- tuts. And less hadows during tight lighting. The Reims/ Cessna F172 has led he market for years. Ind the* new 1973 eatures will make it mother great year. . i.»t •LKAM>VJ>'<
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