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Aviation History
1957
1957 - 0985.PDF
85 FLIGHT, WJuly 1957 Open - mouthed in appearance, WG 763 taxies in. The ven- tral bulge may be a fuel tank or a fairing tor a rocket motor. make its low p.e. runs off the Blackpool shore. The team of testobservers on the platform of the tower were fully prepared for the sudden, low and fast appearance by the brutish bullet of an air-craft—which is doubtless more than could be said for the holiday- makers thronging the promenade and pier.Weather is an obviously important factor affecting the flight-test programme, and advantage has been readily taken of this summer'sdry spells. The day's last landing was at about 7.30 p.m., after which work continued on the task of checking and clearing theaircraft for the following day's flying. A full night-shift is worked by the shops personnel, while instrumentation and flight-testengineers are lucky to get away much before 9.30 p.m. Films have to be developed right away, and a check kept on the generalprogress of the data-collection programme. The over-riding con- sideration is that the aircraft and its equipment should be quiteready for roll-out, engine runs and flight first thing the next morning. This, in broad outline, is the shape of a typical day at Warton.The flight-test programme, on this day-to-day basis, is made pos- sible by an urgent yet informal teamwork. Each fortnight, progressis reviewed at a more ambitious meeting—a complete afternoon session at which all departments, including production, are repre-sented. The progress reviewed is not merely that of the flight-test programme, but of the many facets of research, design, production,testing and future projects—the overall development (in the widest sense) of the P.I. The minutes of these fortnightly progress meet-ings form instalments of an accurate hie history of the aircraft. Other regular examples of wide co-ordination include Ministryof Supply progress meetings, meetings with outside suppliers (whose contribution to the P.I as a weapon system is considerable)and production meetings at the company's plant at nearby Preston, where Mr. W. Shorrock is manager. The chief engineer, Mr. Page, keeps in close touch with all thatgoes on at Warton and at Preston. At critical phases in the flight programme of key aircraft, he will himself sit in on as manydebriefings as possible. He believes that there is no substitute for the direct exchange of information, flight by flight, between pilotsand engineers. In the hangars at Warton the second and third P.lBs are takingshape. In charge of the flight sheds (which are a branch of the Preston experimental shop) is Mr. W. T. Sheldon, aircraft super-intendent at Warton. The shops are concerned mainly with assembly, test, modifications and periodic inspections of the air-craft; they contain also a detailed P.I mock-up which is kept up-to-date on all modifications. As for the first P.1B, the main points of its initial designed-performance envelope have now been successfully cleared. In-flight nutter testing has been included (presumably the decision was taken to repeat flutter clearance on the P.1B in view of the changesin fuselage and fin structure). The control and stability qualities of the machine are largely comparable to those of the standard-wing P.1A prototypes, and in certain aspects are superior. The general handling qualities up to the highest speed so far attained,according to Beamont, are "superlative." The "advanced-type" Avons give an impressive increase inpower and are said to have improved markedly the noise and vibration levels of the aircraft. The re-shaping of the windscreenand canopy and rearrangement of the cockpit in general have improved the vision and comfort of the pilot and have eliminatedthe airflow noise previously encountered. The fact that the aircraft's characteristics have correspondedclosely to theoretical and wind-tunnel predictions clearly augurs well for the machine's future development. The team at Wartonare certainly in no doubt as to the performance ability of the basic vehicle: the next stage will focus emphasis on the integratedP.I weapon system. The fact that much of the equipment has been tailored to the aircraft from the start should give a usefuladvantage. Over the next 18 months, the prototypes and the 20 pre-production aircraft will be based at Warton (except for specialized- test periods at establishments such as Bedford and Boscombe) andwill carry out an exhaustive series of evaluation tests on the many aspects of the P.l's performance as a weapon system. Servicepilots should fly the P.1B prototype later this year. Recent expan- sion at Warton has included a new main-runway extension, newcontrol tower and flight operations block, extensions to the mechanical-test machine shop and the provision of radome-testinggear. For the future, new facilities planned include the construc- tion of two supersonic wind-tunnels (one of Mach 4 and 4ft work-ing section; and the other Mach 6 and 18in); and the provision of I.L.S., new runway lighting, and still more hangarage anddesign office space. On the morning after our full day at Warton, the nine-o'clockmeeting assembled as usual, with Roland Beamont deputizing for Mr. Page. The chief test pilot had apparently already receivedsome comment from members of the public who had noticed his Blackpool flight—but, for the time being, he was primarilyinterested in the reactions of the team of test observers. "How did last night's runs go?" Last night's runs, it seemed, had gone well. All the requiredinformation had been obtained, the bearded Horsfield quietly reported. The films had been checked, and appeared of reason-able quality, although the horizon was rather thick. The large young man in shirtsleeves relaxed his quizzical frown, and summedup. "It appears that that, much to our relief, completes the low p.e. runs." (Below) Mr. F. W. Page, chief engineer of English Electric's aircraft division at Warton. (Right) WG763, the day's flying completed, returns to the hangar (on the right is the new flight-operations block).
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