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Aviation History
1950
1950 - 0558.PDF
FLIGHT, 23 March ig-,o ROME—IN A DAY. . . A deeper blue sky lay overheadwhen, at 10.30, we had one fleet- ing glimpse of snow-covered moun-tain peaks through a rift in the cloud blanket some 16,oooft below.To the south-east, at our level, there was a bank of wispy cloudin which we could almost see the ice crystals. Twelve minutes later, at 10.42—less than i£ hours after our take- off—the River Po could be seenbelow, with Pavia nearby. Cloud was conveniently breaking up forour descent, and we could see something of the mountains, lakesand Mediterranean coastline nearly 32,000ft below. The next recognizable pointvisible through cloud-breaks was near Pisa, though not the townitself. This was a minute before 11.00, when we first started to lose height. Already a B.E.A. machine had been heard"working" Rome, and weather was reported good. Readings on the pilot's instruments at this time were 300 kt I.A.S.,M=o.77, 29,500ft, 9,520 r.p.m., jet-pipe temperature, 595 deg C. The descent proper began at 11.07 hr. Cloud was less than-Jth, far below, and there was a suggestion of heat haze. A great backbone of dark-brown peaks could be seen to portand ahead, while on the starboard side stretched the coast- line. The navigator estimated our T.A.S. during the last 15minutes before descent to have been 422 kt. Instrument readings were now 27,500ft; 308 kt I.A.S.; —15 deg C out-side temperature; ^1 = 0.765. Rome was not yet visible, but A last glimpse through the Comet's cabin windows of Ciampino Airport's new and under- construction buildings-as the aircraft accelerates down the long runway. The new tarmac runway is alongside a wartime P.S.P. runway. with us in the Comet. Signor Malintoppi said that he wel- comed '' friends from England and especially those of the de Havilland Enterprise who permit us to admire the Comet to-day using Italian skies." A new era in aviation was heralded. He thanked de Havillands, also, for their hospitality to Italian pilots in England. Great credit was due to that company for both its civil and military development. Sir Victor Mallett, in reply, said that he was most gratefulfor the arrangement of such a wonderful reception at such short notice, and much touched by the presence of the ministerof defence and distinguished generals to witness the visit of our latest achievement. We were very proud of the Cometand of some of our military aircraft now in production. The vas not yet visible, but English were not given to boasting, but Italians had shownI remarked to John Cunningham upon the good view the pilot their faith in our aircraft by ordering Vampires. Sir Victor has through the deep, fairly narrow, screen panels. Ahead, was sure they would be pleased with them, and he washe agreed, was excellent; obliquely through each other's delighted that the first Vampires had now arrived in Italy panels, the pilots see well, but with a little distortion. The He hoped it would be the beginning of many other ordersnose of the Comet slopes away from the screen and cannot and extended best wishes to Italian aviationbe seen. Only the tips of the two pitots, like prongs on the Mr_ F. E. N St Barbe sales director of the de Havillandlong arm extending from the nose cap, are visible ahead. Aircraft Co., Ltd., said that he appreciated the wonderful Turbines were now closed down a little at a time, inboards reception and hospitality. " To-dav's flight," he said "isfirst—8,500 r.p.m., 8,000, 7,000, and finally right back to an indication of what is to become a normal thing " It was4,000 r.p.m. Outboards in the meantime, were set at 9,000, only a pit that passports had bee,, needed. He honed thatlater at 8,000, and finally at 7,700 r.p.m. For a short time today's associations would be the start of beneficial agreements the Machmeter read 0.785 and as Rome came nearer we descended more steeply. When the airfield was seen andidentified, rate of descent was at times around 4,000' ft/min, and to keep the speed down all four Ghosts were shut downto 4,000 r.p.m. At 5,000ft we bounced through a few puffs of cloud, and at 11.17 hr made an impressive low swoop over thefield at 340 kt. Large crowds of people awaited the Comet on the tarmacand knots of mechanics and labourers gathered on the air- field and fringing roads and fields to gaze at it. A wide, lowright-hand circuit brought us in line with the newly finished tarmac runway for John Cunningham to ease the airliner,tail low, smoothly on to its main wheels. On the circuit I listened on the crew intercom and heard the second pilot talk-ing the captain round when he lost sight of the airfield due to the right-hand direction. In the cabin we could, for thefirst time, enjoy for a moment the fascinating scenery—ruined buildings from the time of the Caesars, ancient aqueducts andthe tiny, colourful clustering villages on the hillsides and in the flat country nearer to the sea. As speed dropped off,"7,000 r.p.m. all round" was called for, then "wheels" and "air brakes in." On the final approach John Cunninghamsaid "my throttles" and then the whine died low and we skimmed in over the boundary. As we rolled to the end"ofthe runway Nos. 2 and 3 Ghosts were stopped, and we con- tinued to taxi round on 1 and 4. Only 2 hours and 7 minuteshad elapsed since leaving the Hatfield runway. In Rome After an enthusiastic and friendly reception at Ciampinoairfield cars were brought round and we were taken to an official luncheon at the imposing Italian Air Force Club. Herewe were honoured by the presence of Sir Victor A. L. Mallett, British Ambassador, the British air, naval and militaryattaches, and several high-ranking officers in addition to Signor Malintoppi, Italian under-secretary of state for air. Inter-preter for the brief speeches was the Italian air attache in London, Colonel Fanali, who recently led the first flight ofItalian Vampires on their delivery by air to Milan. He returned agreementsfor both countries. Considerately, speeches and luncheon were completed asquickly as possible so that in the remaining hour before Uike- off we could drive slowly back to the airfield and see some ofthe wonders of Rome's' architecture. Shops were all closed until 4 p.m., although one or two enterprising street sellersquoted " one and seex ' for chocolate and pictures. The English pound was rated at about 133 6d in lire, we learned. . . . and Home Again We expressed our thanks and very reluctantly said out-goodbyes in the warm sunshine, and by 1530 hr we were accelerating down the runway for take-off. It seemed to methat in spite of the warmer climate there was a greater feeling of urge on this occasion. No doubt reduced weight had some-thing to do with it. First take-off had been made at 94,986 II;, but this time it was 85,382 lb. In many ways the journey home was similar to the out- ward one, but we saw rather more of the ground and in particular of the Alps. Wind and cloud at high altitude, I was told, are not usually very accurately forecast. The weather picture provided at Rome was good' for normal use, but the chart extended only to 30,000ft and the information stopped around 20,000ft. A smooth and steady climb was made initially at about 2,500 ft/min and 240 kt I.A.S. with jet-pipe temperature of 620 deg C. At 15.37!^, with 12,000ft on the altimeter, air temperature was still + 8 deg C, but ten minutes later it was —19 deg C at 25,000ft (cabin 7,800) and speed was 220 kt I.A.S. Engine speed for the climb was 9,750 r.p.m. (jet temperature was 625 deg C now), and the Machmeter indicated 0.54. Less than 30 min after taking off we were cruising at 32,700ft. I enquired about a g meter on the pilot's panel and learned that the maximum reading so far on that day was just under i-g in the cockpit. This is equivalent, it seems, to no more than 0.2 or 0.3 in the cabin. Other readings, as (Concluded, on p. 384.)
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