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Aviation History
1953
1953 - 0434.PDF
432 Canberras eluded interception on almost every occasion, even though standing patrols were often maintained by day. Here is one of the rare encounters with opposition (by a Sabre). Silver finish is standard on new Canberras, although many blue or black machines are in service. This later model carries the new large serial number on wings and fuselage. CANBERRA NIGHT FLIGHT... WD 998. Twenty minutes before take-off is normally an ample time for pre-flight preparations, but we entered a little earlier (for passenger-briefing purposes). Sole admittance to the crew-section is by the pressure-sealed door on the right-hand side of the nose; parallel to the door, but on the left, is the pilot's ejector-seat. Similar seats, placed side-by-side, are provided aft for the two navigators. F/O. Hancock took up his position on the left and guided my blind approach (tail-first) into the right-hand position. While Sgt. Neate began his cockpit checks I attached dinghy to mae west, buckled up the parachute and seat harness and plugged in intercom, and oxygen leads. An emergency oxygen-point is provided to assure supply in the event of ejection. If it becomes necessary to abandon ship, the pilot's canopy and navigators' hatch are jettisoned by means of explosive bolts. The Martin-Baker seats have the usual footrests, and are triggered by a D-ring attached to the face-blind; the safety device is a pin which is placed behind the occupant's head and carries a large medal painted red as a warning. Rather uneasy ponderings on the subject of emergency depar ture from high-speed aircraft were interrupted by the cough of a cartridge-starter, and within seconds both Avons were running smoothly at idling r.p.m. The engines are placed further back than on the Meteor, and the Canberra is therefore quieter; normal con versation was possible at this point. As we taxied out for take-off the navigator's R/T. failed, and he plugged into another socket. This was the only mechanical snag encountered. From the right-hand rear seat visibility was practically non existent. The two navigators' windows in the roof were curtained, and my only glimpses of the outer world were through corners of the small window on the left and the canopy ahead. At 1759 hr, precisely on schedule, the Canberra accelerated down the runway. By 1800 hr the cockpit had grown brighter, indicating that we were rapidly leaving behind us not only the airfield but the cloud layer which covered it. Apart from a surprisingly gentle pressure on the back, there was no other sensation. As we sped to our operating height, Sgt. Neate invited me forward to the "rumble" seat, which folds down to form a small bridge between the right- hand fuselage wall and the pilot's seat. Away in front of WD 998 two brown contrails revealed companions from Binbrook en route for Bremen. We reached our cruising height of some eight miles in less time than it would take to smoke a cigarette. At altitude, the Canberra is rock-steady and only the hiss of air betrays motion through the rarefied atmosphere. We cruised at a constant Mach reading of 0.7 plus, which, allowing for height and an outside air temperature of — 62 deg C, meant over 500 m.p.h. Scanned through the clear dome of the canopy, the heavens pre sented an almost incredible sight—a combination of night and day. Behind, to the west, the departing sun left an orange-crimson horizon; the sky ascended and curved through pale spectrum- colours to a delicate blue above. As the arc continued, the shade deepened—through a purple mist of near-solid intensity to the night which had already fallen on the Continent ahead. Moon and stars gleamed with varying brilliance. Such sights, however inspir ing, are but a passing distraction to the crew, who must devote themselves almost entirely to their instruments. After an intentional diversion from track, in order to lose a few minutes in hand, we were ready to begin our bombing-run on Bremen. Only 45 minutes had passed since take-off and already patches of diffused light showed the positions of towns and cities on the hazy land-mass beneath. As the target grew near I spotted another aircraft, leaving a just- visible contrail which revealed its path of approach—from "one o'clock low." How low it was impossible to judge, and although there was a momentary glint of moonlight on metal the whole incident was too brief for even an attempt at identification. The closing speed of the two machines must have been at least 1,000 m.p.h. Absence of cloud in the target area did not affect our instruc tions to make a simulated blind-bombing attack. The crew, con centrating on their instruments to ensure perfect accuracy, could hardly spare a second to glance at the ground; the clear-vision bombing position in the nose remained unoccupied and F/O. Hancock continued to direct the pilot from the navigator-plotter's seat. Normally the run over the target is controlled by a third crew-member—the observer, who assists with en route navigation. On this occasion the third man, if not exactly a hindrance, was little help, but the single navigator coped well with his double duty. At the calculated moment of bomb-burst, an aft-mounted vertical camera was exposed for two seconds, enabling assessment of the attack to be made on our return. The Canberra's power and handling qualities at height were illustrated when, about 50 minutes after take-off, Sgt. Neate turned steeply away from Bremen and headed for base. Having disposed of our "bomb load," we were able to decrease further the chances of interception by adding 5,000ft to our cruising height. Despite the very impressive figure already shown on the altimeter, the climb was effortless and very quick indeed. By now, condensed moisture in the cabin had frozen and formed a glaze on every metal surface, but the interior remained warm. Air tapped from the Avon compressors kept the cabin "altitude" below 25,000ft. I had been warned that my feet, knees and hands might become cold after the first hour or so, but, on this flight at least, cabin conditions were certainly equal to those found in the average airliner—and better from the viewpoints of noise and vibration. WD 998 maintained an even higher air-speed than is usual on such operations, and we found ourselves several minutes ahead of schedule. In order to arrive on time at the concentration point 100 miles from base we turned south and flew parallel with the Dutch coast for a while before turning north to resume track. Listening-out for a possible order to divert, we turned on navi gation lights and began a rapid descent 50 miles from base to the holding altitude—30,000ft. To demonstrate the effects of com pressibility—a gentle buffeting without trim-change—Sgt. Neate began the descent at increased Mach number. Slight shuddering set in rather earlier than was expected, giving the probable explanation for our extra-high cruising speed—a "slow" Mach- mcter. Earlier, the possibility that we had encountered a jet stream had been raised but rejected, since we were gaining time in both outward and return directions. Dive-brakes were extended, steepening the dive, and we continued to shed height. No ear- popping was experienced at any time, despite the high rate of descent; neither did I sense any unpleasant g effects. It was possible to perch comfortably on the rumble-seat without harness. We pulled out over the cloud-blanket covering Spurn Head, the Humber and Grimsby, and flew on at 30,000ft beyond Bin- brook to Lincoln. Above us were contrails, like chalk marks on black velvet, marking the homeward path of other Binbrook Canberras. A 18o deg turn brought us back to base. Sgt. Neate called up the tower with "Pearly One Nine overhead"—our call- sign and code-number. Permission to descend and turn into the G.C.A. pattern was refused, since other aircraft were just taking their place in this part of the landing queue. We orbited once and again called "overhead"; this time our Canberra was accepted and we began a 5,oooft/min descent at a specified Mach number, turning on to course for the airfield at the appointed height of 17,000ft. Cloud-base at Binbrook was only 30o-40oft, with 2,000 yd visi bility, and the pilot prepared for a ground-controlled approach. As the Canberra scudded into cloud a few miles from the run way, with dive-brakes extended to reduce speed, the reassuring voice of the controller came through on our new R/T. frequency "... Pearly One Nine—talkdown . . . you are number one to land on this approach . . . check wheels and flaps down . . . descend to two point one at five hundred feet per minute . . . turn five degrees right ..." At the lower height the frost melted, produc ing a cascade of droplets on the navigator's table and a mist on the canopy. Sgt. Neate wiped his windscreen clear with a rapid sweep of the arm and concentrated on the controller's instruc-
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