Knowledge is safety

To obtain the private pilot’s licence in 1936 one had to undertake flight training, the sequences of which were not that much different from those of today. No instrument time was required but spins were. Remember the usual flight training aircraft was an open cockpit two-seat DH. 60 Gipsy Moth. The aero club boasted that it had just purchased a new DH. 87B Hornet Moth and that the side-by-side seating would allow for conversation without the use of earphones.

There was no GFPT or restricted pilot’s licence in those days. The restricted licence, ie a PPL that did not have a navigation component, was introduced around 1963. The restricted PPL was later replaced by the GFPT (circa 1987) and that in turn has effectively been replaced by the recreational pilots licence.

The A licence cross-country dual training was apparently just one flight. It went from Mascot (the then base of the aero club) to Richmond, Menangle, Bargo and return to Mascot. A landing was to be effected at each turning point and two practise forced landings would also be demonstrated.

The test for the A licence involved practical tests that included gliding to a touchdown on a designated point, figure eight turns and successfully executing six out of eight forced landings! The navigation flight test was to fly from Mascot to St Mary’s, Camden, Menangle and return to Mascot. Landings were to be made at each turning point. En route no less than six forced landings were to be successfully executed. If successful one paid the Department of Civil Aviation the sum of £1. 10 shillings for the A licence issue.

The Year Book did not state any minimum hours for the licence categories.

The syllabus of training for the B commercial licence included night flying and blind flying. The candidate would also study the theory of flight, rigging, airmanship on the ground and have knowledge of the aircraft maker’s handbook. In later years this publication became variously known as the operation manual, the owner’s handbook, pilot’s operating handbook, owner’s manual, handling notes and more recently the flight manual. The candidate also had to haveharderknowledge of aero engine theory and fault finding.

Special requirements were air pilotage (navigation), meteorology, and of course the regulations, instructions to airmen and loading of aircraft.

The emphasis on practising forced landings reflected the reliability of aero engines of the time

The candidate for the commercial B licence was required to pass or have passed the requirements for the A licence. They were also required to make a flight of at least one hour above 6,000ft altitude. A cross-country flight returning to the point of departure was required. The flight would include two landings. A night flight of 30 minutes was an addition as was instrument flight for 30 minutes.

As well as the practical test the B licence candidate was also required to pass a technical examination. The exam was conducted twice a year. It had more emphasis on rigging and engine maintenance. This would appear to be more of a hands-on examination. The candidate also had to have a good working knowledge of troubleshooting and fixing aero engines. On the flying side the candidate had to know about light signals, general rules for air traffic, special rules for air trafficand in the vicinity of aerodromes open to the public. One had to have knowledge of Air Navigation Regulations (Statutory Rule No 33/1921 as amended to date).

Overall not much has changed except for the level of technical knowledge. That knowledge has risen with the increasing sophistication of aircraft construction and operation.

The year book advised that as from December 31 1936 every commercial B licence holder would be required to qualify in instrument flying. A fail would result in his licence being cancelled.

To obtain the instructor’s licence the candidate first required the B licence. After that a pilot would undertake instructor training and then a theoretical and practical test of his ability to instruct on the principles as set out in the RAF Flying Training Manual, Part 1, Flying Instruction. (Note RAF, not RAAF).

The syllabus of the instructor’s licence included front seat instruction and general flying instruction. The aircraft was a tandem-seat DH. 60.

The private or A licence was valid for 12 months while the B or commercial licence was “valid for six months where the holder was of the male sex and for four months where the holder is of the female sex”. A licence would not be renewed unless the applicant had carried out at least three hours solo in the last six months.

The name of the regulator may have changed from the DCA to the Civil Aviation Safety Authority but the basic instruction duties have not. Likewise the licence requirements may have changed with the change in technology but the intent is the same, to fly safely.