At the 1958 SBAC Show at Farnborough, a Young JOHN MIDDLETON Was Dazzled by a Display by Supermarine's Latest Naval Jet Fighte
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1950s FLEET AIR ARM FLYING From Provost to Scimitar At the 1958 SBAC show at Farnborough, a young JOHN MIDDLETON was dazzled by a display by Supermarine’s latest naval jet fighter — the mighty Scimitar. BOB GARDNER relates how it was both a revelation and confirmation for John, who went on to join the Royal Navy as aircrew, and describes John’s early years as a Fleet Air Arm trainee pilot ABOVE The Percival Provost N 1952 A YOUNG John Middleton saw the taking off in a Provost. On several occasions was adopted as the RAF’s Royal Navy’s (RN) latest Daring-class de- while John was waiting in the queue on the peri- standard basic trainer in stroyer during a school visit to Chatham track a student began his take-off run down the 1953, and the type was also Dockyard. It was to be a pivotal point — he runway only to veer off across the grass. John used by Fleet Air Arm crews Idecided to join the navy. He had always wanted found it particularly difficult to get the hang of being trained on Royal Navy to fly, and a display by six Supermarine Scimi- throttle and rudder, and only soloed after 12½hr, courses at RAF Flying tars of 803 Naval Air Squadron (NAS) at the 1958 on the very cusp of the navy’s patience. Training Schools. SBAC display at Farnborough confirmed his am- At the time, naval students wondered at the bition to fly in the navy. It also fired a new ambi- absurdity of teaching people to fly in something OPPOSITE PAGE A dynamic tion: to fly a Scimitar — so fast, so elegant and so that was so difficult to get off the ground. It was portrait of a quartet of 807 wonderfully noisy. a major cause of being chopped, but perhaps Naval Air Squadron Scimitar Middleton joined the RN, aged 18, on the Sup- there was an advantage to the navy in using a F.1s going uphill into a loop plementary List as an Air Cadet, effectively a trainer that posed an initial obstacle to novice in 1959. The Scimitar, short-service commission. As with all air forces, pilots. Most of those who failed did so early. powered by a pair of Rolls- there was a constant need for pilots, but beyond Later experience with the Hunting Jet Provost Royce Avon turbojet engines, the age of 30 further career opportunities re- showed a more even rate of failure throughout was the last aircraft to be duced dramatically. So the deal for a commis- basic training, which raised the cost. designed and built by the sion in the Supplementary List was to fly for 12 Middleton flew 120hr on the Provost. The Supermarine division of years and then leave. There was also, of course, major hurdles awaiting students who mastered Vickers-Armstrongs. another more macabre reason why the navy take-offs were instrument flying (the navy even needed lots of replacements pilots at this time, instructed him in instrument take-offs) and for- but it was not widely publicised! mation flying. But, having got the hang of swing After four months’ basic training as a naval on take-off, nothing else troubled John. He officer at Manadon (HMS Thunderer) he went to warmed to the friendship of the Ward Room. the RN flying school at RAF Linton-on-Ouse, That, and the constant flying in the spring sun- home to No 1 Flying Training School (FTS). shine, reminded him of what he had read about There were eight navy basic flying courses there, the RAF before the war; it was like being part of and his course started with 19 people. They had the best flying club in the world. already been chosen for future roles; ten were The advanced flying course was next, on the nascent fixed-wing pilots, four helicopter pilots RIGHT The 19-year-old and five observers. During the course six other Midshipman Middleton fixed-wing students joined. Only six of the 16 (second right) stands with fixed-wing students were awarded their wings. colleagues after gaining his The ab initio trainer of the time was the Per- wings. The course was cival Provost. It was a delight to fly; precise and gruelling, and Middleton without vice. But it did have one problem. It was survived it because his not much good at going in a straight line on instructor, Lt Roger take-off. The torque of its 550 h.p. Alvis Leo- Dimmock, saw his potential. nides radial engine caused considerable swing. The latter went on to become Leonides, readers may recall, was the King of captain of the aircraft carrier Sparta who defended the pass at Thermopylae HMS Hermes and later head against the Persians in 480BC. Only one Spartan of the Fleet Air Arm. survived. It was rather like that for the tyro pilot 42 AEROPLANE JULY 2007 SIGNPOST AEROPLANE JULY 2007 43 1950s FLEET AIR ARM FLYING RIGHT Having completed training on the Provost, John moved on to the de Havilland Vampire T.11 for his first experiences with jet flying. These three — WZ456, WZ470 and WZ459 — operated with a number of RAF Flying Training Schools until the type was phased out of service in the late 1960s in favour of the Folland Gnat. BELOW LEFT The somewhat cramped cockpit of the side- by-side Vampire Trainer, its claustrophobic layout not helped by the beam which ran down the centre of the canopy, impairing vision. de Havilland Vampire T.11, the RAF version. After the spacious cockpit of the Provost he found the Vampire constrained and claustro- “John often phobic. However, the aircraft was pleasant to fly, although at altitude at maximum speed it could flew three to porpoise. On the ground it had to be kept mov- ing; if it was stationary for long with the engine five Vampire running, the low jetpipe could melt the tarmac. The Vampire had the limited endurance of sorties a day. early jet aircraft, so sorties lasted no longer than It was bliss 45min, compared with 2hr in the Provost. John often flew three to five sorties a day. It was bliss to be alive, to be alive, and to be young and adventurous was heaven itself. The only drawback was and to be groundschool. He would sit and listen to the boring repetition of, say, the electrical circuitry young and in a jet aircraft, with resignation, gazing at the sunlit day outside and the tempting line-up of adventurous silent, parked Vampires. After 120hr of advanced training he had his was heaven final test with the Wing Commander Flying, an course assessment the wing commander de- ex-wartime pilot. The full gamut was tested; scribed him as a “spirited flyer”, one of those itself. The flame-outs, aerobatics, emergencies, circuits gentlemanly phrases used by the Services that and low-level navigation. During his demon- at first sight can appear to be a compliment. He drawback stration of a tight 5g loop he noticed the wing was graded first class as a pilot, but in ground- commander next to him slump — he had blacked school as third class. Possibly this was the ideal was ground- out. Worse than that, he was sick as he regained grading for a fighter pilot, because with wings consciousness. on his sleeve and promoted to the rank of Mid- school . .” Nonetheless, John got his wings. In his end-of- shipman (equivalent to pilot officer in the RAF), RIGHT The display that fired the young John Middleton’s imagination — the 1958 SBAC show at Farnborough boasted an appearance by six Scimitars of 803 Sqn, four of which performed a memorable aerobatic routine. It was also the show in which John’s future mentor, Roger Dimmock, suffered an engine fire during an 800 NAS Sea Hawk formation aerobatic display, and was forced to eject from his aircraft. 44 AEROPLANE JULY 2007 the 19-year-old was told he would join one of operational tour on Sea Hawks to the new state- ABOVE Hawker Sea Hawks of the four Scimitar squadrons after attending of-the-art Scimitar. 738 NAS flying over the fighter school at HMS Fulmar, alias RNAS Lossie- Here, your first solo in the aircraft was also snowy terrain near the unit’s mouth in Scotland. your first flight. There was no two-seat trainer base at Lossiemouth in There were two schools at Lossie. The Opera- variant, but there was a dummy cockpit in which February 1957. The tional Fighter School, 738 NAS, which flew the to practise procedures and learn the layout (it is squadron, always a second- elegant Hawker Sea Hawk (see Database, Sep- now at the City of Norwich Aviation Museum — line unit, operated all tember 2002 Aeroplane), and the Naval Air Strike www.cnam.co.uk). After that you walked out to variants of the Sea Hawk in School, 736 Sqn, which was in effect the Scimi- the aircraft. An instructor stood on the cockpit succession (with the tar Operational Conversion Unit (OCU). entry ladder and watched John do all the prelim- exception of the FB.5) until On the Sea Hawk he was taught how to fly in inaries. He then patted him on the head and said the summer of 1963. combat, night flying, low-level navigation at high “Enjoy yourself”. speed, ground-attack with rockets and air-to-air The sheer splendour of what followed is still gunnery. The shapely Sea Hawk was from writ large in John’s memory. He had achieved his Sydney Camm’s prolific drawing board, and a ambition.