recently been instructed as to the expected effects from wind expanding in the gut when quickly ascending to high altitude.3
Start-up was successful at the second attempt. With cockpit checks done again, and with adequate brake pressure, I moved forward slowly and steering by differential braking came to a halt just clear of dispersal, as I had been told to do. I called the Tower for clearance to taxi, adding, as instructed, that it was a first solo. They replied with the runway in use and the QNH.4 I acknowledged, and rolled forward. I was very close to the ground and felt as though I was looking up at everything.5 After a little hesitance and uncertainty I soon got the hang of taxying. I quickly found that I had to anticipate my power requirements because a jet engine is far slower to respond to a change of throttle setting than a piston engine. I approached some corners on the perimeter track too slowly and at others I had to brake hard. Before I approached the runway the Tower gave me clearance to takeoff in my own time. There were no engine run-ups to do, no mag-drop checks, I had done most of my pre take-off vital actions, the rest were done in moments.6 I swung on to the runway, lined up on the centreline, held the brakes on and opened up the engine, keeping an eye on the jet pipe temperature and engine revs. In seconds all was right. I released the brakes and accelerated down the runway, but not as quickly as in a Meteor, and, at the right speed eased back the stick and was airborne. I squeezed the brake handle to stop the wheels spinning and selected undercarriage up. With wheels retracted I climbed away and began to experiment with the responsiveness of the controls. It was a clear day and I could easily pick out the landmarks I had learned during previous flights. I had been briefed to try a mock approach and landing drill at altitude. I did this and was reasonably satisfied. I tried a gentle stall. That was OK, so I did a few steep turns. The Tower called and reminded me I had been airborne 35 minutes; it seemed like five. I made my way back to base, called the Tower, joined the circuit, and called "Downwind". With wheels down, air brakes and flaps in the correct position, and checks done, I called "Finals", and was cleared to land. In moments I had greased the Vampire on to the ground without really feeling anything. As I slowed I raised the flaps and closed the air brakes, opened the canopy, and taxied back to dispersal, shut down, and climbed out. I was walking tall on legs of jelly. I had done it! What a blessed relief.
On entering the Flight hut I signed the Form 700 to say the aircraft was OK, and entered 'DCO' and 40 minutes flying time in the Authorisation Book.7 There was a short debriefing, at the end of which the blackboard was pointed out to me. I was booked to fly solo again in half an hour's time!
Everything went well on the second solo. Taxying was better. I was more confident in the air, repeated the exercises of the previous flight and had a better look round the countryside. Although I was airborne 10 minutes less on that sortie I seemed to pack more into it. My first flight had been in a Vampire 9. This latest one was in a Vampire 5. There was no difference as far as handling. The Mk 9 had air conditioning (of a sort); the Mk 5 did not.
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3 Gut gases expanded and one had to let go. We used oxygen so there was no anti-social aspect. This was nowhere near as dramatic as the 'sixpence, half a crown, dustbin lid' syndrome said to be experienced on becoming really frightened.
4 QNH is another 'Q' code, still called Queenie Nan How in spite of the introduction of the NATO phonetic alphabet. It is the airfield barometric pressure at the time of take-off, to which pilots set their altimeters.
5 You were more than twice that height when taxying a Meteor.
6 A mag-drop check is done only on piston engines and is carried out to ensure that both parts of the duplicated ignition system function were within prescribed limits. Mag = magneto.
7 A Form 700 is a blue serviceability log book. Each aircraft has one. DCO stands for 'Duty Carried Out'. The Authorisation Book records all flights, duties, and flight times. It is signed prior to boarding an aircraft and after landing. 40