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Aviation History
1961
1961 - 0744.PDF
754 FLIGHT, 1 June COMANCHE ROUND FRANCE... ILS and marker beacon can also be used quite effectively for step-down ILS approaches in quite poor weather; but one really must have separate communications for this purpose, unless the particu-lar ILS transmitter has a voice facility and the tower is prepared to use it. Now for the flight itself. The figures are set out in the accompany-ing table but they must be read in conjunction with this account if some apparent anomalies are to be explained. Kidlington to Gatwick (70 n.m. along track) We had intended toclear Customs at Lympne, but take-off weather was 200ft, one mile, taining—and Lympne was right in it. After some hours a telephonecall to Gatwick showed them to have 700ft and several miles, so we asked for and got permission to clear Customs there. Took off into the murk and followed the Thames slowly south-wards past Abingdon at 120 m.p.h. Tuned Greenham Common VOR, ready to go through cloud and let down on a radial into theclear west of Gatwick, but ceiling steadily lifted and we had 700ft going through the Reading gap. By Gatwick we had almost 900ft,now working on London VOR. Gatwick cleared us for a visual circuit and gave us Stand 14 at the main passenger finger. Theycould not have been more helpful or quick in clearing us and taking our VFR flight plan for Paris Toussus. We were refuelled, fullycleared and had bought sandwich lunches in 35min flat—the fastest I have ever known except when I once cleared through Lympneduring the ten minutes before closing time. Incidentally, we were charged no landing fee, because we only landed to clear Customs.Track distance to Gatwick was about 70 n.m., covered in 45min at 94kt, at low level and reduced power because of poor weather. Gatwick to Toussus (183 n.m. along track) Morale and weatherslowly improving. Cleared to turn left on take-off and leave Gatwick zone to the south. Very bumpy air and lowish ceiling, so planned togo east and use Lydd VOR for the crossing, expecting Pope VOR near Paris. Still little idea of Omnigator performance and range, Dramatic view through a rear window from 7,000ft into the /o» »r;n sun over the peaks south-west of Issoire ' * but puzzled to find that it will not receive Lydd; then rem nberLydd is out for monthly servicing. Tune Dover VOR. At I JOOft over Battle, we get Dover strength five—a range of 45 n.m. Cloud lifts and we climb to 4,500ft, crossing the coast overHastings on a heading of 120° and intending to fly to the I9o° From radial of Dover and then follow that radial down i, tneSomme estuary. Autopilot now engaged and air smooth; -^eats pushed back, maps spread comfortably, cabin heat adjusted; c itingsandwiches, waiting for the French coast to come into view. This is the life! A standard of comfort I had hardly dreamed of. Theclock with two sets of hands is checking elapsed and actual time. The French coast comes into view and we identify the estuariesone after the other, turning by autopilot to follow the 190° From radial from Dover. At 56 n.m. Dover is still firm, but at 70 n.m.at 4,800ft, the needle becomes sloppy. The To/From indicator is still firmly showing From. We are indicating 168 m.p.h. at 2,300r.p.m. and 23in, weakened very slightly. Tune Pope VOR, get a strong signal at 70 n.m. and follow the 180° To radial, still on auto-pilot. For some minutes we are off my maps and do not pin-point position again until we are some 30 n.m. to the south, but theVOR is good and we do not worry. In sight of the Seine I cry "stand by to hand fly!" put away thesandwich papers, extinguish cigarette, pull the seat forward and disengage autopilot for the descent to meet Paris Zone require-ments. Because pitch attitude is controlled only by the trimmer. I could just as well trim into the descent. If the trim setting is notquite right, the Comanche hunts in a slow phugoid until it finds its level again. Nevertheless, I must get some handling time in. At 20 n.m. the left/right needle becomes very sensitive, tellingme that the beacon is getting close. 1 plan to fly the appropriate radial from Pope to Toussus and am at 1,000ft by the time theneedle wanders and the To flag changes to From. Minutes later up comes Toussus on the nose and I change to communicationsfrequency and make the landing. This is the easiest approach to Toussus I have ever had. The weather is not bad, but Toussus isnot too well signposted by landmarks. With VOR we hardly watch the ground below and look only for the airfield ahead. We are both fresh and happy after this successful first experienceof VOR, autopilot and Comanche comfort. The more the merrier. Overall speed has been 122kt. Tanks are topped up with 24 Impgal, making 15.1 gal/hr for engine running time, but if we reckon that Gatwick, not knowing the Comanche filling trick, gave us fourgallons short then the consumption is the Lycoming book value of 13.4 Imp gal/hr. We weakened mixture only very slightly, andbetter consumptions were to come. Flight time lhr 30min. Toussus to Bordeaux (260 n.m., straight line) Morning take-off,hurrying against a 20kt head-wind, with a weak occlusion along track. Climb to 3,000ft, set 2,300 r.p.m. and 24.6in to make 172m.p.h. indicated. Autopilot set on 220°. Tune Orly VOR and hear continuous weather reports in French and English. First ground-speed check gives 120kt. Identify, but cannot get bearing from Coulommiers at over 80 n.m. range. Estimate to receive Poitiersfrom the Loire. Orly not too well positioned for bearings. Just fly on, keeping general position check, but note ground speed downto llOkt. Am flying almost along occlusion, under cloud with blue to each side. Trim autopilot into gentle climb to get out of a haze-top. Cross the Loire and get Poitiers VOR uncertainly at 60 miles. I keep homing on Poitiers and find the groundspeed graduallyincreasing as I seem to come out to the west of the occlusion: Look, no pilot! Height, 4,500ft; speed, 158 m.p.h.; climbing at 500ftlmin with 2,200 r.p.m. and 24.8in. The autopilot was engaged and the pilot was in the back seat
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