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Aviation History
1955
1955 - 0452.PDF
452 FLIGHT Navigator Bill Bower (left) contemplates the spaciousness of the eight - seat, "transatlantic-style" Viscount, while co- pilot Peter Marsh (right) fortifies him- self in preparation for a spell in the left- hand seat. FERRY 604 . . . per pound of fuel for any likely combination of headwind com-ponent and cruising height. In the event of inability to land at Bluie West One, due to badweather or some unforeseen factor, our alternate will be Keflavik. It is necessary, therefore, to fix a critical point on the route atwhich sufficient fuel will remain for an about-turn to Keflavik plus 2,000 lb for an hour's holding on our return. This criticalpoint is little short of our destination—provided that the decision to return is made before 604 begins her descent. Our intention is to leave B.W.I as soon as possible after refuel-ling, taking full advantage of the fair weather while it lasts. The two Yorks have already set off for Goose Bay, naming Bluie astheir alternate. We take leave of Binnie Thorvaldson, T.C.A.'s station managerat Keflavik, and F/L, Diamont—two people who have done much to ease the burden of our enforced stay within the confines of thisbleak airport—and thankfully climb aboard 604. At 12.58 she is airborne, to climb swiftly through the thin overcast into the cold,clear blueness which is the Viscount's element. Navigation has its problems during the first part of the journey; our only fix isobtained from a single Loran line crossed with back bearing from Keflavik range. We are unable to contact weather-ship Alpha,whose station lies half-way between Iceland and Greenland. At the mid-point, however, George has established the wind at24,090ft as 105 kt from 260 degrees instead of the forecast 100 kt from 200 degrees. The Viscount alters course accordingly andnow communications begin to improve. Bill makes contact with London and Keflavik on H.F. and obtains the latest forecast forGoose Bay; Loran is working nicely and we are relaying position reports for the two Yorks. Greenland is visible 50 miles awayand our position is easily pin-pointed as we cross the east coast and make for Simiutak radio-range station. There is scarcely acloud in the sky, so we would have no difficulty in letting down over the mountains (which hem in Bluie West) instead of descend-ing over the range and approaching via one of the tortuous fjords which are the only means of entry in marginal weather conditions.But study of such terrain in fine weather may pay dividends on future occasions so we descend to 1,000ft at Simiutak for a normalprocedure approach. 604 weaves her way above the deep blue water of the fjord towards the unseen runway ahead, great whiteand brown masses of snow-covered rock mirrored in her gleaming wings. A thump and a rumble beneath her cabin floor as thewheels snap into the airstream. One more gentle turn and the runway appears beyond the crust of ice which fringes the end ofthe fjord. Powdery snow and frozen slush prove a better landing surfacethan one would expect, and 604 rolls almost to a standstill within half the runway's length. The flight from Keflavik, 804 n.m.away via the fjord, has taken 4 hr 12 min; headwinds, plus the let-down procedure, have subtracted a good deal from our cruisingspeed of 286 kt. We disembark in brilliant sunshine and snow- glare and make for the weatherman's office, pausing only to paythe $10 56c landing fee. Our flight-planning is well under way as the Yorks arrive at Bluie, having received ill reports of Gooseweather. Bluie West One, March 14th, 7.20 p.m. G.M.T. Airborne forGoose Bay. The flight plan names Seven Islands as our destina- tion, but an improved forecast of 5,000ft cloud-base and 5-8 milesvisibility at Goose allows u? to proceed as originally planned. Now the navigators can relax—Loran fixes all the way to theairways entry point at Caplin, then along the range to Goose; H.F. contact with Goose, Gander, Shannon and London;.cruising 604's servicing needs were ministered to en route by Willy Thomas (left), seen at work in the air, and flight-engineer Bob Rumpling, here performing a nosewheel check at Keflavik. speed 280 kt at 16,000ft. A 70 kt headwind swings to 70 on thebeam, slackening to 25 kt. At dusk, the first faint glimpse of Labrador through mktycloud—a television-screen picture of straight roads and patches of colourless forest against grey snow. Headwinds considered,604 reaches Goose in good time—672 n.m. in 3 hr 3 min. Goose Bay, March 14th, 11.29 G.M.T. 604 soars into theclear night air in a flurry of fine snow, which lies thick and dry on the runway. Airways control have restricted us to 16,000ft onthis 716 n.m. last leg; perhaps the R.C.A.F.'s night fighters are at exercise. The headwind has dropped to 20 kt, and the airis smooth. Despite their long duty day, 604's crew show no signs of fatigue, and one blesses the Dart turboprops whichhave carried us so far in such comfort. Paradoxically, flying has been the least strenuous part of our journey. Patterns of gleaminglights confirm the instruments' messages as we identify one radio range after another en route to Montreal. Touch-down is at2.18 a.m. G.M.T. on Tuesday, March 15th. We re-set our watches and it is Monday again. Journey's end: George Wood (left) and Bill Bower take time off from navigation in downtown Montreal.
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