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Aviation History
1952
1952 - 1111.PDF
With one of its Bristol Hercules 264 engines feathered, as seen above, the Varsity still has a performance which inspires great confidence. Fitters bless the petal-opening cowlings (right), which give complete access to every part of the power units. fly, and land the Varsity competently—on both engines and with one feathered, and on instruments. The solo stage is reached after some nine hours' dual instruction. Also on the pilots' syllabus, which adds up to over 50 hours of very intensive flying, are night and day cross-country flights of up to 4I hours' duration, and night conversion training. The navigator's part in the cross-country flights is obvious; at Swinderby he gains his first experience of high-altitude winds (at around 15,000 ft, this being high by com parison with his earlier training flights) and has an opportunity of applying his knowledge, previously theoretical, of Gee and Rebecca radar aids. Signallers, when carried, are likewise broaden ing their experience by operating in larger aircraft for longer durations and at greater heights than in their previous training. Both pilots and instructors describe the Varsity as a fine train ing aeroplane; many remark that they have never flown in a more comfortable Service aircraft. Their views are understandable: the Varsity has a large, well-equipped cockpit for co-pilot and pilot, with steerable nosewheel and pedal-brakes. Comfortable rearward-facing seats are provided for the remaining crew- members. Behind the pilots are the signaller and pupil, seated abreast, and aft of the signals panel is the hatch giving access to the prone-position bombing station (the use of this is not required in the present training programme). Level with the trailing edge is the navigating panel, with side-by-side seats for the two pupils and an extra, instructor's, seat behind them; 201 A.F.S. has not yet found it necessary to carry two pupil-navigators and conse quently pupil and instructor work together. The interior of the aircraft is pleasantly finished in buff and cream, and there are large escape-windows, surplus to present crew requirements. Operationally, the Varsity is a great advance on the Wellington in every way. Its nosewheel expedites ground-handling, and the petal cowlings greatly facilitate maintenance. The lively perform ance conferred by its two Bristol Hercules 264 engines (2,100 h.p. for take-off; 1,400 ft/min initial climb, 600 ft/min with one engine cut) enables asymmetric flying to be taught more thoroughly and with a greater safety-margin. Circuit and landing training, which is practised mainly at the satellite airfield of Wigsley, is speeded by the quicker take-off and circuit performance. On landing, pilots can safely "open up" again for another circuit. Brakes are among the most effective of any Service aircraft. Even without its full fuel load of over 1,100 gallons, the Varsity is able to keep flying all day without time-consuming refuelling. The aircraft normally take-off on cross-country exercises at daybreak with some 750 gallons aboard; sufficient fuel remains for the shorter flights of the day to be made at light weight. In addition to the normal quota of crews turned out by the Swinderby A.F.S., the unit is also committed to training extra navigators. For this purpose a number of Valetta T.3S have been delivered. The Valetta classroom is very handsomely equipped for its task. "Up front" are stations for staff aircrew—pilot, co-pilot, navigator, and signaller. The fuselage accommodates nine student navigators and an instructor, all in rearward-facing seats ranged in pairs. The instructor is in mid-fuselage, where there is also a spare or extra navigator's seat. Each position is provided with Gee and Rebecca scopes and an air->position indi cator, and there is one astrodome per pair of seats. Although so far Swinderby has logged many times more hours with Varsities than with Valettas, the Varsity is a more advanced version of the basic Viking design from which both types were evolved. Consequently, the Varsity has passed through a "shake down" period, although its operators managed to overcome the minor snags (confined mainly to the brakes and undercarriage) which arose during first few weeks. Despite the fact that its skilled strength is only 15 per cent, the station's servicing wing made a great contribution towards attainment of the flying-hours target during the difficult winter months. Their duties, still arduous, will be lightened when the Hercules 264's reduction-gear is modified to match the engine-output, for at present these com ponents are being replaced at Swinderby after only 50 hours' fly ing. Mention of the teething troubles inevitably found in the first working days of a new aircraft should not imply criticism, for the instructors who work in the new flying classrooms are as one in admiration for both Varsity and Valetta. "Flight" photograph During its landing run (above), the Varsity is quickly brought to rest by unusually powerful brakes on the double main wheels. Below is a line-up of the new trainers at Swinderby.
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