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Aviation History
1961
1961 - 1279.PDF
FLIGHT, 1 September 1961 Development and Demonstration . .. seven types, often having unusual aerodynamic qualities because ofextra weight or structural additions. Calling the roll of aircraft at Filton brings in a variety of names: Gloster Javelin FAW.7 withengines converted for reheat; English Electric Canberra used for high-altitude work on Viper 8 and 11; two Folland Gnats—afighter on loan from the Indian Government for fuel system and other tests and a trainer loaned by the Ministry of Aviation; twoFiat G.91s from the Italian Government, one of which has now gone back to Italy; two Avro Vulcans for Olympus development flying(a Homeric-sounding activity that would have startled the Greeks); a Vickers-Armstrongs Valiant; a Ministry of Aviation Gannet 1specially ducted to take the Mamba engine which powers the AEW.3 version; three Mk 3 Hunting Jet Provosts, one of them converted totake a Viper 11; an Avro Ashton employed on Olympus or Orpheus anti-icing tests; and a de Havilland Dove for communicationsduties. Bristol Siddeley pilots take turns in flying the Dove for a week at a time, to keep themselves supple on airline procedures andcivil flying generally. There are six pilots on the Bristol Siddeley side of Filton airfield,headed by the company's irrepressible chief test pilot, Tom Frost. Broadly speaking, they each concentrate on a different type ofengine, though their duties may overlap. Thus, Frost and his assistant chief test pilot, '"Harry" Pollitt, are responsible mainly forOlympus and Viper development flying; Mike Webber is concerned with the Orpheus, John Towle with the Sapphire and A. H. Witt-ridge with the Double Mamba. The sixth member of the BS flying team, Sqn Ldr J. Cruse, has only just joined the company.He came from Boscombe Down and is thus a recent example of an RAF pilot going from Service test flying into industry. He hasgone to BS at a time when the pilots have moved into new and comfortable offices, with plenty of privacy for report-writing pluscoffee-bar amenities. In addition to the pilots, there are two air electronics officers atBristol Siddeley, Mike Stubbs and Mike Parkinson, who fly with the V-bombers. About a dozen or 15 of the company's developmentengineers also get into the air. Flying time for the pilots varies according to the type of aircraft: a Gnat test flight lasts between20 and 40min; Jet Provost, three-quarters of an hour; Javelin, an hour to an hour and a half. Bristol Siddeley Engines are now an associated company of theHawker Siddeley Group; but cross to the south side of the east-west runway at Filton (no*v 8,150ft long, having been lengthenedspecially for the Brabazon) and you are in British Aircraft Corpora- tion territory, for B\C took over the fixed-wing aircraft and guided-weapon interests of the Bristol Aeroplane Co, which formerly had the distinction (shared with d: Havilland) of being both an airframeand engine manufacturer. Now, by a curious quirk of circumstance, the de Havilland Gyron Junior engines for Bristol's all-steel researchaeroplane the T.188 are coming from B\C's rivals the Hawker Siddeley Group, who control the DH Aircraft and Engine Costhrough Hawker Siddeley Aviation. Godfrey Auty, the Bristol Aircraft chief test pilot and the manresponsible for flying the 188, has a large first-floor office which overlooks the east end of the miin Filton runway. A 40-year-oldYorkshiremin with a serious expression but a winning smile when it comjs, Auty has been on the Bristol flight test staff for ten years,and succeeded Walter Gibb as chief test pilot in July last year. Gibb had been project pilot on the 188, with Auty "taking a back-seat interest"; now Auty has moved into the front seat, so to speak, 381 A Viper engine (outboard pod) being flown on a Canberra of BS Engines. Below can be seen the long runway at Filton, lengthened when the Brabazon flew, from which the Bristol T.I88 will soon be airborne and has been steadily preparing himself for the actual flying. Thisindoctrination to high speeds has included piloting an English Electric Lightning at Warton and a Fairey FD.2 at RAE Bedford;in addition Auty went to Hatfield when development flying was being done on the Gyron Junior, to familiarize himself with theengine. (He is an experienced engine test pilot, having done a lot of Bristol turbojet development flying at Filton, before Bristol Sid-deley Engines was formed as a separate company.) Of the 188 he says guardedly that while the company have a rough idea of whatits capabilities are likely to be, these won't actually be known until it has "performed." As to physiological problems, he does not viewthese as likely to be much different from those encountered in any high-speed aircraft; his preparations on this score have been nomore than the annual medical check which the MoA requires all test pilots to undergo. Although Auty has the main responsibility, three pilots in all areconcerned with T.188 flying: in addition to him there are the pilot of the Hunter chase aircraft, and a third who will be acting asground safety pilot. It is planned that, eventually, the other two will alternate with Auty in piloting the 188. Bristol Aircraft have atpresent three test pilots in addition to Auty: J. 1. (Willy) Williamson, K.en Ashley and Lew Roberts. They are taking on another pilotto fly the President communications aircraft, and he will also share (as co-pilot) in Valiant, Britannia and Canberra flying carried outat Filton. Most of the Bristol Aircraft and Bristol Siddeley test flying isdone to the south and west of the airfield, a comparatively clear area. Filton lies under Airway Green One, which passes over at7,033ft, then turns north-westwards. If the new airway, Amber 25, Orpheus-engined: one of the Gnats'at Filton for development work being serviced in a hangar
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