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Aviation History
1957
1957 - 0133.PDF
1 February 1957 for an intensive technical course on the airframe, systems, electricsand engines, during which time particular emphasis is laid on the electrical system, which is the very heart of the Britannia. Exten-sive use is made of working rigs that enable all the more important systems and procedures to be operated and the correct indicationsgiven (e.g., the electrical panels can be operated as they would be in the aircraft, an engine can be started, the ice-protection systemsused, the fuel system operated, and so on). Use is also made of sectioned components, an "exploded" power unit, films and amodel pressurization system. Hundreds of colour transparencies are projected to show in detail every part of the aircraft andengines. On completion of this course there is a Corporation technicalexamination to pass. At this stage the unenlightened sometimes think that their troubles are over. This blissful phase lasts nolonger than a week-end, by which time an intensive instrument flying course of one week's duration will have started on the flighttrainer. This is an electronically operated training machine in which the first pilot's side of the Britannia cockpit is faithfullyreproduced and which is used primarily to carry out training on instrument flying procedures such as airways, radio range, radiobeacons and instrument approaches. Circuit and overshoot flying procedures can also be practised. The next phase, which lasts for two or three weeks, is a courseon the Britannia simulator. It is an exact replica of the flight deck and can be flown and operated in exactly the same way as aBritannia, the only difference being that it never leaves the ground—a characteristic which has some merit in view of thehorrifying combinations of failures and disasters which can be simulated. More complicated than the Britannia in many ways,it is regarded by harassed instructors as a heaven-sent gift and by the unfortunate trainee victims as a device of the devil. Thoroughand detailed systems handling, including every possible fault and rectifying action, can be carried out, followed by flight trainingof a complete crew. Complete route flights from (say) London to Cairo can be realistically simulated in detail. First there is a study of the weather situation along the routeand at the terminal airfields. There is the usual briefing on radio aids, airfield serviceability and navigational warnings. The flightplan is then worked out, the fuel requirements determined, the load-sheet prepared and the pre-flight check made on the aircraft.During this check several faults will be found which must be rectified by the crew. Complete facilities are provided; the groundengineers are on intercom for starting engines, ground power is available, full air traffic control is provided, radio aids along theroute all work or become unserviceable as is their wont. The effects of weather conditions, such as winds, icing and turbulence,are all simulated. Having got permission to start up, taxi out, take off and set course for Cairo, the crew soon find that the faults console,operated by the instructors, is being used to reproduce every conceivable failure. The hydraulic system won't off-load, dueto a blown fuse; the normal throttle system fails on one engine; the gyro compass fails; an alternator trips out; an inverter falls;an artificial horizon topples; the fire bell rings, red lights flash as a fire warning, and failure of No. 1 engine takes place. Then dieice detectors indicate that icing is being experienced, so all the ice protection systems are then switched on—and another red lightflashes as a wing overheats; and the tail de-icing timer fails and has to be changed. The compressor r.p.m. and torque on No. 2engine suddenly fall off, the jet-pipe temperature rises rapidly and the engine is shut down by the overspeed limiter. Ah well, Rome is just to port, so clearance is obtained to landthere—landing conditions are marginal, but just within limits on I.L.S. What's that? The I.L.S. equipment is unserviceable?All right, we'll use the radio range. On final approach on instru- ments Rome reports a sudden deterioration in landing conditionsand the airport is closed. Now what? Malta is the only airfield open. Some fifty miles from Malta, No. 3 propeller overspeedsand the engine is shut down. Distress signals are sent out and the air/sea rescue organization alerted. Can the aircraft reach Maltadescending on one engine? Rapid calculations are made and the answer is no, so preparations are made to ditch. At the momentof contact with the presumably cerulean water the cockpit is plunged into darkness. The flight-deck door slowly opens anda haggard sweat-sodden crew totters_ forth into the light of day. This is no time for ladies who flinch at man's more robustlanguage to be present. Fortunately, of course, such nightmarish combinations of failures do not take place in real life, even onFriday the 13th; but individually any one or two of them may occur, and all must, therefore, be practised until the rectifyingaction becomes routine. After two weeks or so of simulator training the A.R.B.-typetechnical examination is taken and a flight performance course is then begun, covering such things as calculation of take-off weights,landing weights, net flight paths with one engine out, V, speeds, and other performance problems. Another A.R.B. examinationfollows. The next stage is a two-week course covering flight planning,cruise control, navigation procedures, search radar, distance- > measuring equipment and other radio equipment peculiar to theBritannia. The flying-conversion course then takes place at Hum, involv-ing such exercises as accelerate/stops, single and double engine failures during take-off, three- and two-engined overshoots andlandings; fjapless landings; and instrument flying and other pro- cedures suitably enlivened at the right time by die simulation ofsuch faults as engine failures, dirotde failures, flame-outs and bus-bar earth faults. The last stage of training dienfollows as each crew operates die aircraft along the route undersupervision, after which they are finally checked out andcleared for passenger-carrying services. Visitors descended on Hurnlike confetti. They flew the Britannia, examined it, photo-graphed it, talked about it, sat in in, argued about it; one was evensick in it. But they were welcome; we liked them, and we hopeddieir visits were valuable—we diink diey were. We certainlygained—we got publicity from dieir cameras and writings, theyspread (we believe), goodwill for us. Their intelligent commentsand criticisms warded off com- placency and cockiness. It maybe odd to thank diem for coming, but we do. The first phase of trainingbegan on December 21,1955, and ended on June 29, 1956. Duringthat period 2,122 landings were G-ANBF undergoes a check at B.O.A.C.'s Britannia maintenance hangar at London Airport.
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