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Aviation History
1953
1953 - 0539.PDF
FLIGHT, i May 1953 535 CONVERSION to COMETS A Transport Pilot on Flying the World's First Jet Airliner Captain's panel (I. to r. from top): A.S.I, (knots), gyro-horizon, U.S. indicator, Mach meter, altimeter, Zero Reader, gyro compass, A.D.F. indicator, turn-and-slip indicator, clock, rate-of-climb indicator and Zero Reader con trol. Central engine panel—four of each: r.p.m. indicators, j.p.t. gauges, dual oil- temperature and fuel-pressure gauges, rear- bearing temperature and pressure gauges and, behind throttles, fuel-pump switches. The second pilot's flight instruments almost dupli cate those of the captain.* TO the many things written in the past few years about the Comet may now perhaps be added the views of a pilot who has made the jump from "steam aeroplanes" to a more advanced mode of travel. In this connection, the writer makes no bones about his preference for jet travel—and pure jet at that. The first stage in Comet-conversion training is a seven-week course at the de Havilland Servicing School (later courses are being conducted at the B.O.A.C. Central Training Unit, Cran- ford). Enthusiasm compensates for the ignorance of jet flying which the new class of captains, first officers and engineers feel as they report to Hatfield to learn how the Comet is put together. Such items as power-boosted controls, bogie undercarriages, air brakes and so forth may be familiar to U.S.A.F. and R.A.F. pilots, but are quite new to most civil airline pilots—at least, when all these things are fitted to the same aircraft. The D.H. course is most thorough and conforms to the usual high standard of technical training which B.O.A.C. insist upon for crew conversion to a new type. The seven weeks are split into periods for studying the Ghost 50 engine, the airframe (including hydraulic systems, of which there are four), electrics, pressurization, and a host of other important subjects—emergency procedures, aircraft flying limitations, loading, instrumentation, etc. Several visits are made to the Comet production-line in the factory nearby. I found that the invaluable help of actually seeing in the after noon what had been discussed in the morning was a major con tribution to a keen knowledge of the aircraft as a whole. When individualists such as airline pilots gather together it is most natural that heated discussion will take place. In this case, the design of the Comet was an obvious topic for conversation, and it would be idle to pretend that there was no criticism. Where ancillaries are concerned, a pilot is liable to specify that bits and pieces of various aircraft that had served him well and faultlessly should be embodied in a new type. He may well ask why trouble- free electrical, hydraulic or pressurization systems which have been proved in everyday use cannot be applied in essence to all aircraft of a similar category. In short, where are the S.B.A.C. standards ? Naturally, American aircraft come into the picture—and here I must say that in my view there has been, until recently, an undoubted superiority in American ancillary design—helped, no doubt, by the vast amount of capital utilized in research, and the very large quantity of aircraft manufactured in any one year. It is quite evident that a considerable amount of thought has been expended to get the Comet ancillaries into the top line. Experience is telling the crews just how good the design is, but if one particular course had its way there would be a hybrid Comet/ Canacruiser at present under development! The end of the stay at Hatfield comes all too soon—and so, too, the Air Registration Board examination necessary in order to gain the licence endorsement enabling a pilot or engineer to operate as a crew-member on passenger-carrying services. This examination lasts one complete day, and contains about a hundred questions. * Although this article is concerned primarily with B.O.A.C crew-training, the illustrations of crew stations are of the C.P. A. Comet I A, the series of pictures being the latest taken and of particularly good quality. The main instrument and control layouts are practically identical with those of B.O.A.C. Comets, and the radio and navigational equipment differ to only a small extent. THE post-war re-equipment of B.O.A.C.'s fleet may well be taken as a measure of the progress made since 1945 in developing new commercial aircraft. Superficially, the graduation from converted bombers to the world's most advanced airliners means no more than a reduction in the passenger's journey-time and an improved standard of comfort en route. To the pilot, the changes are obviously of far deeper significance. This notable article, discussing the Comet from the pilot's viewpoint, reflects the impact of the "jet age" upon the theory and practice of operation evolved with piston-engined airliners. The author, a B.O.A.C. first officer employed on the South African and Eastern routes, has recently completed the series of technical and flying courses which comprise the standard conversion to the de Havilland Comet z. Once this is successfully completed all one has to do is to complete the flying requirements as laid down by legislation. The B.O.A.C. course includes four ij-hour periods of circuits and landings— two at night, two by day, and an instrument-flying period "on airways." A familiarization flight is made to demonstrate the onset of compressibility effects, to practise the emergency descent with air-brakes, and to demonstrate relighting an engine in the air. Let us study the sequence of a routine training flight from London Airport. The aircraft is standing outside the new alloy hangar which houses B.O.A.C.'s Comet fleet. Even on the ground it gives an impression of sleek thoroughbred beauty, a refreshing sight by comparison with many of the less graceful airscrew-driven airliners. Climbing aboard through the crew entrance, on the starboard side of the nose, one has to duck a little to enter beneath the sliding door, which latches in the roof. The engineer carries out a comprehensive external check-list, checking fuel contents by the dripsticks, inspecting general con ditions of all surfaces, wheels, cowlings, dinghy-covers, brake- leads, etc., and removing the three ground locking pins in the under carriage. He then undertakes an equally thorough internal check of emergency exits, safety equipment (third dinghy, when carried, life jackets and portable oxygen), the baggage bay beneath the cabin floor and the equipment bay which lies below the galley and for ward cabin. These two bays are accessible in flight, as are the Servodynes which actuate the flying controls. On the flight deck, the captain begins the "Before starting engines'" <jjeck from a list read by the first officer. Flying controls are verified on the yellow (emergency) hydraulic system, and cockpit controls are set for starting. The Smiths S.E.P. 1 autopilot is tried for operation in all three axes and the "limit cut-out" switches are also tested to ensure availability of positive disengagement should any of the flying control surfaces be moved outside narrow limits (this safeguard in the autopilot ensures that faulty operation can not put the aircraft in a dangerous attitude). The first officer also checks the functioning of all warning lights, the hooter which signifies loss of hydraulic pressure in the "normal" flying-control svstem, the engine-fire warning bells and the smoke detectors in the fuselage bays. Tank-isolator cocks are placed "on" for all wing tanks and the cross-feed is checked off. At this stage the first officer contacts air-traffic control on one of the two independent V.H.F. sets and requests clearance to start up. This is the first important departure from normal piston-engine practice; it is due to the very high fuel penalty of idling gas turbines on the ground, total fuel consumption at idling speed (3,000 r.p.m.) being about 30 kg (some eight gallons) a minute. When clearance is given the "Starting engines check" is begun. E
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