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Aviation History
1961
1961 - 0052.PDF
50 FLIGHT, 13 January 1961 ROTATING-WIXCJ SAILORS . . . The Commander, Cdr P.W. A. O'Rorke, lecturing to HSP course students to move forward from the hover, I was instructed to move thecyclic pitch forward, with the result that we sped on our way in what felt to be a nose-down attitude. Conversely, to bring theaircraft to a hover, the pupil is instructed to move the cyclic stick back, rather as if reining-in a horse.Autorotation involves a pretty rapid rate of descent, like a high-speed lift; it is essential to learn this early in training as itis a necessary emergency procedure in the event of engine failure. The all-important part of autorotation drill is to check the air-craft1!) descent at exactly the right height above the ground. (Shortly before Flight's visit to Culdrose, one of the 700H Sqnpilots had made a successful autorotational landing with a Wessex in a field near the aerodrome). Normal powered landings aretaught before autorotation; but once the new helicopter pilot has mastered basic autorotations he should be fit for his first soloflights, the emergency procedure giving him confidence in the same way as aerobatics and stalling give confidence to a fixed-wingpilot in handling his machine. Our flight lasted only 20 minutes, but was long enough to giveme an appetizing first taste of helicopter flying. By the time the HSP course members have done 30hr on the Hiller, they shouldknow whether they like rotating-wing flying or not, and their instructors know whether they have a real aptitude for it. Whenthey have gone on to Whirlwinds and completed 85hr flying, as well as reaching the necessary standard in ground subjects,the new Naval helicopter pilots receive flying badges at Culdrose. Then the operational aspect of their training starts, when theygo on to HMS Osprey at Portland, Dorset, for instruction in anti-submarine duties. But that is another story. FIGHTER COMMAND DEPLOYMENT FOLLOWING the announcement that Fighter Command is tocome under the orders of the Supreme Allied Commander Europe (Flight, December 30), a Ministry of Defence spokesmanhas said that Britain's fighter aircraft could not be deployed without the Government's approval. The Government would still be able to deploy FighterCommand aircraft as they thought fit, but there was an obligation to inform SACEUR of the deployment decided on. There was"no change whatever" in the operational role of Fighter Command. If it were decided to make changes in size and composition—for instance, to alter the ratio of manned aircraft to missiles— this could be done, but SACEUR would be consulted. V-BOMBER EJECTION TT has been decided not to instal ejection seats in V-force aircraft-•• of Bomber Command for crew members other than the two pilots, who have always had this amenity. A recent Air Ministrystatement says : "In view of the experience and the low accident- rate over the five years that the V-bombers have been in RAFservice and of the considerable time, effort, disruption and cost which would be involved in modifying the aircraft, it has beendecided that the provision of ejection seats for rear-crew members cannot be justified." In the light of this decision, it is interesting to record that onJuly 1 last year a successful live ejection from a rearward-facing seat in a Valiant was carried out over the Martin-Baker test airfieldai Chalgrove. Oxon. The ejectee was Mr W. T. H. Hay, who came out of the aircraft when it was doing 250kt at 1,000ft. Martin-Baker say that "as far as is known, this was the first rearward- facing live ejection in the world and it fully proved the feasibilityof such ejections. The physiological and engineering problems are little different from those connected with the normal forward-facing seats and the same principles can be applied to overcome these problems." TAKING A JOKE ~P IGHT exciting minutes in the life of a Fleet Air Arm observer-•—' are recorded by Lt J. S. Sturgeon in the latest Martin-Baker Review. He tells how on a catapult launch from HMS Albionoff Gibraltar the Sea Venom of 894 Sqn in which he was flying suffered engine failure; how he ejected below flight-deck level,about 30ft above the water and at an estimated airspeed of 120kt; and how, in the sea, he was horrified to find the great vessel bearingdown on him. "The captain, however, with a fine example of seamanship,managed to swing the carrier away from me and the ship went crashing past. I could clearly s« all the flight deck crews andother spectators before the bow waves hit me. Then the ship had passed and there was the blessed planeguard helicopter to pickme up. The crewman had to cut me out of the parachute before I could get into the cabin, but we managed it somehow and I wasdeposited back on board approximately eight minutes after I had first left it." Sturgeon's pilot was still in the aircraft when it hit the waterand disintegrated on impact; he suffered severe injuries but made a good recovery and is now flying again. The film normally madeof all carrier launches and landings showed that the Sea Venom's total flying time was about ten seconds. Sturgeon himself recordslaconically that he was passed fit and included in the afternoon's flying programme, adding the comment: "There is an old Navalsaying—'If you can't take a joke you shouldn't have joined.'" FRIENDSHIP IN MINIATURE THE latest l/72nd scale model-aircraft kit from Airfix ProductsLtd is for the Dutch-built version of the Fokker F.27 Friend- ship in Aer Lingus colours. Based on EI-AKA, one of the fleet, itincludes two usual refinements of these realistic little moulded- plastic models—a retracting undercarriage and control surfaces. The kit is not a difficult one to assemble (writes an enthusiasticyoung model-maker on Flight's staff), but care should be taken with some parts, such as the undercarriage. Points that mighthave been rectified are (a) that the transfer sheet should include the name of the aircraft, as found throughout the Aer Lingusfleet, and the Irish national emblem for the fin flash; and (b) that the tailplane tabs should be shortened in order to fit flush into theslots provided. FORTHCOMING EVENTS Jan. 13. RAeS Rotorcraft Section: a.g m. and "Certification of Civil Transport Rotorcraft with Particular Reference to Multi-engines," by H. E. Le Sueur. Jan. 13. Society of Instrument Technology (Midland Section): "Controls Associated with Flying," by Capt A. M. A, Moiendie. Institute of Physics and The Physical Society: Annual Exhibition (Jan. 19—Lecture: "Some Physical Problems in Travelling at Supersonic Speed," by Dr F. P. Bowden). RAeS Agricultural Aviation Group: "Locust Control from the Air," by Dr R. C. Rainey. BritIRE (Merseyside Section): "Microminiaturization," by H. G. Manfield. RAeS (main lecture at Southampton Branch): "Trends in Aircraft Propulsion," by H. Pearson. RAeS Man-powered Aircraft Group: "Gliding and Man- powered Flight," by Lome Welch. institute of Navigation: "Presentation of Height Informa- tion in Aircraft," by A. Stratton and K. R. Honick. Society of Environmental Engineers'. Discussion en "Development of Accelerated Climatic Tests." RAeS: "Problems of Erosion and Impact," by Dr R. N. C. Strain. Society of Instrument Technology (Tees-side Section); "The Experimental Investigation of Space," by Dr P. J. Bowen. Jan. 25. BritIRE (Electro-Acoustics Group): "Noise Correlation Measurements," by K. R. McLachlan. RAeS Branch Fixtures (to Jan. 20): Jan. 16, Boscombe Down, "Human Elements of High-speed Flight," by J. E. Gobb; Hen/ow, "Development of the Spectre," by W. Neat. Jan. 18 Bristol, "Man powered Flight," by T. R. F. Nonweiler; Broug/i, "The Beverley in Service" (young people's lecture), by Gp Capt F. C. Griffiths; Coventry, "Supersonic Transoorts," by R. G. Thome; Manchester, "Airline Engineering," by Capt P. McCormack. Jan. 19, Southampton, main lecture (see above). Jan. 20, Hatfield, Social. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. 16-20. 18. 18 19. 20. 20. 21. 24 24.
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