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Aviation History
1952
1952 - 1886.PDF
Elizabethan Flight Illustrated by "Flight'''' Photographs NATURALLY enough, a new airliner receives far more attention as a solitary prototype than as a working transport vehicle "on the line." The first flight is the introduction to many new ventures—tests, demonstrations, sales tours and proving flights. V.I.P.s are uplifted and orders are placed. Months turn into years, but prototypes remain subjects for lively debate. Not until the production aircraft emerge from the factory does the limelight begin to fade. And yet only at this comparatively late stage are the essential characteristics of the aircraft becoming widely known—to the passengers who fly in it, and to the airline staff charged with its operation. The Airspeed Ambassador is a case in point, for although this type has only recently entered service with B.E.A. the original prototype made its first flight on July ioth, 1947. After five years, an Elizabethan would create little excitement at the S.B.A.C. Show—but at London Airport and several Continental terminals its appearance still has a significance. Like its original type-name of Ambassador, delays and troubles associated with the aircraft are passing into the background. To numerous members of the B.E.A. staff, the Elizabethan represents important changes in their work— the use of a completely post-war airliner, and the opportunity to make more revenue out of existing routes. At the invitation of B.E.A., we recently visited Northolt and London Airport to learn something of the progress made in introducing the Elizabethan. The general feeling of enthusiasm is expressed by the chief executive's comment that "we have seen enough of the Elizabethan to know that it is going to be very good indeed." Our first port of call was Northolt, where Capt. "George" Rayer, captain of B.E.A.'s training flight, explained some of the preparatory work involved in introducing a new type of aircraft. Aircrew were notified of vacancies and a selection board determined their suitability. (Their decisions were affected by individual seniority; for example, it would be unpractical to choose an experienced first officer for a fairly long "type-conversion" course if it were to be followed soon afterwards by "command conversion.") Plenty of informa tion on training requirements was available in the case of the Ambassador, as Capt. A. I. Robinson had spent several months at Airspeed's Christchurch factory studying design and construction and flying with the Airspeed test pilots. Progress in a New Branch of B.E.A. : Notes from Northolt and London Airport Capt. C. £. F. Riley (left), as flight captain, is in charge of Elizabethan operations. Responsible for all B.E.A. flight training a Capt. "George" Rayer, O.B.E. (centre), assisted by Mr. E. D. M. Hyam, A.F.C. (right). After selection, B.E.A. captains and first officers are sent to Filton for a two-week course on the Centaurus. Organized by the Bristol Aeroplane Co., the course ensures that pilots will be able to make the most of their new power-plants. Like most modern aircraft, the Elizabethan has a good proportion of electrically operated services, and pilots are prepared for this feature by a one-week course of basic electrics at Northolt. The final theoretical grounding is given at Christchurch, where pilots study the construction of the new aircraft. Capt. Rayer has held his present appointment since May, 1950. He entered civil aviation as a pilot with Channel Islands Airways in 1934, rejoining the company after Naval service—mainly as a transport pilot—from 1940-45. When C.I.A. were absorbed by B.E.A. he joined the Corporation and flew Dakotas and Vikings "on the line" until 1949, when he became an instructor. His flying hours total 12,000. Mr. Hyam, who, as superintendent of training, is largely responsible for the planning of aircrew conversion courses, became a transport pilot in 1931 (on Vickers Victorias), having joined the R.A.F. as an apprentice four years earlier. In 1945, while serving with 45 Group, Transport Command, as squadron leader (Training), he was responsible for intro ducing the categorization scheme. And so to London Airport, where Capt. Ron Gillman,
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