ANDOVER C MK 1 – YOKE, THROTTLE AND RUDDER ALL THE WAY

In the UK it used to be the case that all helicopter pilots started their flying training on fixed wing light aircraft, in my case flying grading on the Chipmunk T10 and then Elementary Flying Training on the Bulldog T1.??Thus, by the time I got to fly helicopters I had around 80 hours fixed wing time and could fly aerobatics all on my own.??But this was my last time flying fixed wing aircraft in either a civil or military guise for 10 years (the flight in the Hunter really didn’t count for those who remember that article).??So on joining the test pilot’s course I didn’t really expect anything else since I was really just happy flying helicopters.

I was therefore a little surprised when one morning I was asked if I would like to fly as co-pilot on a ETPS Andover sortie.??This was by far and away the largest aircraft I had ever flown so it was with some trepidation that I attended the pre-flight briefing.??My stress levels were further enhanced when the aircraft captain said during the brief that we would do some circuits at the end of the sortie and I, the helicopter pilot, would be flying some of them!

So we walked to the aircraft with headsets ready, and set off into the spring day to the West of Boscombe Down.??The Andover is a large troop and cargo carrying turboprop aircraft with a ramp to the rear and rather heavy hydraulic assisted flying controls.??Climbing into the cockpit I was presented with a myriad of conventional instrument dials a large yoke column for each pilot and centrally mounted engine controls (Throttle, Pitch and Fuel Levers).??The start seemed relatively straightforward and we trundled down to the runway for take-off which was demonstrated by the instructor.

Once up and away from Boscombe Down we did some basic flying manoeuvres with each demonstrated by the instructor and me making an attempt at flying them.??The flying controls were very heavy and I was surprised at how much movement was required on the yoke to get the aircraft to bank and then how much was still required to keep it steady in the turn.??We also had a go at some stalls in various configurations, including with full flap, which for an Andover is the Short Take-Off and Landing (STOL) configuration which meant we were going very slowly with a steep rate of descent.??It was certainly a great workout as I struggled a little with where I needed to look in the cockpit for the right information whilst still looking out of the window at the aircraft attitude.

It was then time to return to the airfield for an instrument approach using the basic VHF frequency Instrument Landing System fitted to the aircraft.??It was time to follow the glideslope and centreline needles on the display driving us down the 3 degree glide slope to the runway.??Again I was allowed to have a go but struggled a little anticipating the control inputs and power required to keep the aircraft in the right place in the sky; I was of course too used to helicopters and the ability to quickly correct to the required flightpath.??My approach was the second, of course, following the demonstration from the instructor and I was a little surprised that I was to continue all the way down to the runway.??Hands and feet were all moving simultaneously and for those who remember the Airplane movie landing scene I was very much behaving like Robert Hayes (not sweating quite so much).

We were then off for our circuits and it was time to run through the normal repertoire of standard, flapless and simulated engine failure.??Each presented its own challenges but were, in reality scaled up versions of those I had previously flown in the Bulldog using power to adjust for glideslope and pitch attitude for speed with the instructor coaching me on the required inputs all the way to the ground.??Luckily for me the aircraft was quite (maybe even very) forgiving and there were no real complaints from either the cockpit team (including flight engineer) or those in the cabin.??There was some judgement required on where to flare and where to cut the throttles but these were fine points I wasn’t really able to make,??I was lucky that the verbal coaching was clear and direct.

So after 10 years away, I had successfully been able to land and take-off a 23,000 kgs aircraft using basic aeroplane techniques and lost of coaching.??I must say I found it an immensely enjoyable, if challenging experience, but one that taught me much about why the use of basic flying techniques allows pilots of all flavours to adapt quite quickly to new aircraft and challenges.??It was one of many such experiences during the test pilot’s course and actually one that I have repeated many times since.??I am always up to fly something new and different, its part of the joy I get from my career.