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Aviation History
1960
1960 - 2257.PDF
FLIGHT, 7 October 1960 591 Sport and Business INTRODUCED into Great Britain by the London Aero Club,Panshanger, are the three 33^ r.p.m. long-playing gramophone records illustrated in the photograph. While not cheap, eachin its way is a splendid instructional aid in radio procedures. With the information printed on the accompanying pamphlets,Jepco charts and the reverse side of the cover, a unique training technique has been evolved. It seems logical to teach, ab initio,the use of aural services with aural aids, and differences between US and British practice are not so great that Queen's English-speaking pilots need fear that they are absorbing procedures which must subsequently be unlearned. It is noticeable in pass-ing, though, that the US business aircraft pilots whose voices are recorded make considerably greater use of the "Roger"acknowledgement than is heard on local channels, and this is followed by a repetition of the aircraft's call sign which, initiallyat least, always includes the aircraft identification, e.g., "Cessna three six five Victor." "Wilco" is never used. Of the three records, Tower Communications deals with VHFprocedures for departures and arrivals at a busy airport on the US West Coast, including How to Mingle with Jets and how tofind the answer to the question "Is my landing legal?" On Course, on the Glidepath explains MF and VHF aids (ADF,radio range, VHF communications, Omni, ILS and marker beacons) and takes the listener through a full GCA let downright up to the moment when the tyres squeal as they hit the runway and the pilot calls ground control for parking directions.Instrument Flight—a trip from Santa Monica to San Francisco in a "two-tone red Cessna with white trim"—probably requiresthe most concentration to follow, and may correspondingly be the most absorbing-—it depends upon your level of proficiency. Every pan of the flight is on the record: the ringing of thetelephone in the met office, flight planning, radio flight plan clearance, and the execution of a full instrument flight by Omnimethods. Depicted here are the attractive covers of the three radio-navigation training gramophone records that have been introduced into Great Britain by the London Aero Club, Panshanger. On the reverse are diagrams explaining the procedures and each package also includes an explanatory booklet. In addition "Instrument Flight" contains Jepco charts for the Los Angeles - San Francisco area. A note about these records appears on the left Random impressions of a couple of hours' really profitablelistening are the readiness with which a US rating-equipped business pilot elects to fly IFR at 10,000ft when he could flyvisually at 2,000ft; the ease of obtaining an FAA R/T licence, merely by filling in a form; the high rate of transmission ofbeacon signals, and the excellence of the Jepco charts, with morse signal identifications printed in the Omni name-squares. Againand again the record tutor emphasizes the importance of calling the tower, using the radio, always keeping contact. And howpolite everyone is and how welcoming. One longs for such ready acceptance of light aircraft and such radio aid proficiency inGreat Britain. These records could go some way to help; but it would also be very useful if an MoA procedures version couldeventually be produced over here. Tower Communications and On Course, on the Glidepath areretailed by the Club at 63s each; Instrument Flight is 75s. Copies are also available from John Somers Ltd, 142 Edgware Road,London W2. DISTRIBUTION OF THE GRUMMAN GULFSTREAM inEurope is to be handled by the Atlantic Aviation Export Corpora- tion, the London branch of Atlantic Aviation of Wilmington,Delaware, USA. Vice-presidents of the Export Corporation are Hughie Green, well known on television but perhaps not so wellknown as a pilot who has flown more than 100 transatlantic ferry crossings, and John Slade, a former RAF wing commander. Theiroffice address is Suite 169, Chiltern Court, Baker Street, London NW1. Some 56 Gulfstreams have now been sold to executiveowners in North America and to other operators in South Africa, Canada, Australia and Europe. An Atlantic Aviation demon-strator will visit Gatwick in November before embarking on a European sales tour. This aircraft would be available for deliverywithin 30 days of an order being placed. Normally delivery can be made within 90 days and the price of the Gulfstream is£360,000-£370,000 complete with furnishings, radio to customer's requirements and weather radar. To this price must be added17j per cent import duty, less drawback on British-made equip- ment, plus delivery charges, which are also dutiable. It has been estimated by Atlantic Aviation that componentsamounting to 24 per cent of the value of each Gulfstream are manufactured in Britain—by Rolls-Royce, Vickers-Armstrongs(Aircraft), Dowty Exports, Godfrey, Vokes, Lucas/Rotax, Plessey, Teddington, Smiths, Rotol and Newton Bros. This is one of a number of executive interiors which are ottered as standard by Grumman or by Gulfstream distributors. The camera does not lie about the width of the cabin, but is it possible that it exaggerates it just a little? Servicing and furnishing agents are now being sought by Grumman throughout Europe Determined to prove that air touring is "safe, economical and enjoyable," Oxford and Cam- bridge university undergraduates David Lomax (left), John Brown (centre) and Dermot Boyle recently flew this Auster Alpine to Katmandu, Nepal. They arrived in 60 flying hours and, after a study of Nepal's special problems, will return home the same way
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