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The Exeter Times-Advocate, 1956-09-27, Page 3/ Relives Battles ^-Continued from Page 1 Lader and his Canadians became famous for their exploits. Before they finished with the Nazis, they had piled up -a. score of 170 kills. Grassick accounted for 11 of them. He sill admires Bader. “You’ve got to take your hat off to him, flying with two tin legs,” says the Exeter veteran. He attributes Bader’s success to “sheer will power and terrific enthusiasm.” j After the Battle of Britain, the /W^mane squadron performed < / ,JBubarb” raids on the Nazis to ■* thei.n W *01’ D-Day. The "Won ucks shot up supply stations ’Across France. Later Grassick, served in Mal ta. IJe - flew until his discharge in 1946. the acting of Kenneth More as • Bader. Now bald, 21 years and many battles older than the blonde youth of 18 whose life was chang ed by a sign “Join the RAF and see the world,” former Flight Lieut. Grassick settles back and says with satisfaction that he wouldn't have changed a thing. “I had a good war.” Among his prized mementos is a copy pf Paul Brickhill's ‘ Reach for The Sky,” auto graphed by the British flier. “Happy Days — Thelma and Doug,” says the writing on the fly-leaf. That signature was given at the last reunion of the surviving Canadians in that squadron, in January, 1955, in Ottawa. At that time, Bader him self was in Canada. ' ■ ■ • • Your Airforce In Action Centralia Aircraft Train GCA Crews s Grassick described the film as a “terrific” picture, and praised One-third of the working popu lation of Ottawa is employed by the federal government. Town Of Exeter EXETER Re Change Of Time 5 I I Citizens are requested to take notice that the Town of Exeter will change back to Eastern Standard Time at ■ . • Midnite, Saturday, Sept. 29 Signed, C, V. PICKARD, Town Cleric 1* It's Camming!! s i i s z t R 5 S During the years of war, there were situated around this par ticular area of south-western On tario, many airfields and train ing stations used by the RCAF. It is difficult to drive for many miles in any direction within an area bounded by Niagara Falls and Toronto to the east, Wiarton to the north and Windsor to the south without coming across one of these training facilities. Some of them, such as Cen tralia, Clinton, Grand Bend and Aylmer are still fully active, Others, like Fingal, Goderich, St. Thomas and Dunnville are being utilized for other purposes, both civilian and military. Finally there are those few, such as Port Albert and St. Joseph, which are abandoned completely. In many cases, it is possible when flying at a fairly high altitude over this region on a fine day, to have three or four of these old and and new airfields in view at one time. Among those local stations which'are still active with the various phases of training for both aircrew and groundcrew duties, there are several exam ples of instances where the train ing aids of one station are used to the benefit of another, Aylmer Uses Heryards One particularly good example of this, is the use made of cer tain assigned Harvards at Cen tralia by the Technical Train ing School at Aylmer. This school is the training area for members of many of the technical and administrative trades within the RGAF. Also here will be found the Ground Controlled Approach Controller’s school. This school draws its personnel from the ranks of the already qualified Aircraft C o n tr o 1 Operators branch. The main object of this course, is to train men to bring aircraft safely down to the ground by ‘talking’ them down, when the weather is so bad as to preclude all possibility of the pilot of aq aircraft being able to conduct a safe, unassisted landing. The Approach Controller in the GCA site is able to perform this duty by using radar, which plots the position of the aircraft relative to the airfield, and also indicates the height of the aircraft above the ground. 'Blip' Indicates Position „ * The operator has two radar screens in front of him. One of these shows the aircraft as a small ‘blip’ of light in a position relative to the centre of the screen. The centre represents actual position of the operator. Using this screen, he is able to give the pilot concise instruc tions, which will enable him to carry out a normal circuit, and to line himself up on the run way in use, despite the fact that he is flying in cloud and is com pletely blind. As the operator gives the im structions for the aircraft to turn onto the various legs of lus cir cuit, he is able to maintain a constant watch on the aircraft movements on his screen and correct the pilot for any possible error or for such factors as wind drift. All the pilot has to do is to fly the headings given -to him by the GCA controller, and to maintain the altitudes assign ed to him. When the GCA has the aircraft lined up onto the runway in use, the controller then transfers his attention to another radar screen on which is marked two sets of graduated lines. These lines represent the ‘on course’ line which the pilot must be held on in order that hewill remain in line with the larfuing runway, and the ‘glide path’ line which represents the rate or descent io fly in hundreds of feet per minute, and is*, given descent corrections to compensate for his possibly getting above or below the glide path. At the same time that the pilot is correcting to the glide path, by adjusting his rate of descent,, he is also receiving a constant stream of instructions which advise him of corrected headings which he must steer in order to remain I on course . • I . It can readily be seen that it is of the utmost importance that the pilot flies at the exact alti tudes assigned to him, and is precise in his ability to maintain j headings and rates of descent exactly as they are given. To carry out a successful GCA ap proach requires constant atten tion and the ability to fly good ' instruments. • I At Centralia, there is a GCA Flight, which consists of a small group of pilots whose sole duty is to fly each and every day at Aylmer on practise GCA ‘runs’ in order that the student control lers can gain valuable exper ience in working with real, air craft in the circuit.'The responsi bility of a GCA controller is very heavy, and the strain on him can be great. As a result, the greater the number of successful runs that he is able to com plete at the school with real aircraft, under supervision, the greater will be his confidence when he goes out to work in the field as a graduate controller Every morning around eight, a pair of aircraft fly from Cen tralia to Aylmer for the day’s training. Some days, the air craft will be two Harvards, while on others, • there may be one Harvard and one twin-engined Beechcraft Expeditor. Once the aircraft are airborne, they climb out to 2500 feet on a south - easterly heading Ayl mer. As the pilots pass over London, they call London Tower by radio and request to be ad vised as to what radio frequency they should use to contact Ayl-, mor GCA. With this information in hand, they fly on until they pass over the CHLO radio sta tion and then they contact the GCA. They inform the GCA that they are passing by CHLO, ad vise him of their heading and altitude and request a Ground Controlled Approach. ‘ The GCA, having the position established, gives the aircraft a heading to steer which will put them ©hto their ciwwhid leg and enable them la. «omm«mce their circuit. The runway used at Aylmer for GCA approaches is runway 27. The final approach into wind is made from the east to the west. The circuit being a large rectangular path of.flight makes the four legs take up headings which are southerly for the cross-wind leg, easterly for the down-wind > leg, northerly for the base leg, which is a cross wind leg flown before turning onto final, and westerly for the final approach leg. The first cross-wind leg takes the aircraft toward Lake Erie from a position just east of St. Thomas. While the aircraft is flying on this leg, the controller" advises the pilot of his radar position in miles from the air field, and gives him his emer gency instructions. These advise the pilot that if he receives no radio call from the GCA for any period of more than one minute TRb TfoiB»-Adv»cate, SeyttwiWr 77t 1'956 1 > | Exeter Lions Plan Frolic Exeter Lions Club will sponsor a frolic in Exeter arena on Fri day, October 12, it was decided at the club’s meeting Friday night. . Local Lions will also assist the Grand Bend club with a frolic at i the summer resort on October 5 at which the dream cottage j will be given away Vic Lee, of the International Harvester Co., London, showed a film on “A day in Court.” He was introduced by Norm Walper and thanked by Elmer D. Bell, [while on his circuit pattern he | is to break off the approach and contact GCA on another guard » —Please Turn to Page 4 COMINQ fWHTI "SHARE-THE. Legion Hall, September 29 $95.00 in 59 each week until won; 14 regular games, 10£ a game. No admuh sion. Sponsored by Hensall Legion, __________ -27c TURKEY SUPPER-Caven Pres byterian Church,, -Tuesday, OeL 23. ............................ ' ' 27ne KEEP NOVEMBER I for the annual Beta Sigma Phi Ball at the Legion Memorial Hall. 27e EXETER LION? FROLIC—Fri- day night, October 12, at Exeter Arena.___________________27c BAKE SALE — Saturday, Sept, 29, 3 p.m. Library basement. Sponsored by Beta Sigma Phi Sorority. 27« WEALTH" ‘Bingo, Hensall, Saturday, , 9 p.m. Jackpot calls, $5.00 added New ’57 Ford ’J See It Next Week! ’54 ’54 ’53 ’53 L.S.M.F.T. METEOR SEDAN, low mileage ................ $1,450 STUDEBAKER “STARLITE” COUPE $1,395 Overdrive FORD SEDAN, clean, low mileage ... FORD COACH, nice,. low mileage ’52 FORD COACH, automatic, nice ’52 PLYMOUTH COACH................. ’52 DODGE SEDAN, with radio .... ’51 FORD 5 PASSENGER COUPE ’50 ’50 ’50 $1,295 $1,295 $l,29t> ..... Your .... Choice $1,050 895$ ’46 ’48 ’39 •’51 ’51 ’51 MERCURY SEDAN .................... FORD SEDAN............................... METEOR COACH ...................... Choice of these beauties............ 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