Greetings, John. And the same spirit at Aero Flight continued on into the early 70s, with gradual lessening of the cutting edge stuff until it all changed in mid-75 to Flight Systems orientated projects. Some exciting work was still going on but it had to become much more specific. Most broad research was over because costs could not be justified.
We were so wrapped up in the work that in one two-year period I had a total of three weeks leave. And in one of those weeks, I had to come back for a day for the Annual Formal Inspection! There were others who were similarly pressed. I really felt that to do that kind of work under a military umbrella no longer made sense. I’ll bet the same passionate curiosity can still be found amongst today’s Flight Test community. Those holding the purse strings must never be allowed to think that we know all that it is necessary to know.
But Flight Testing is a horrendously expensive activity. During my time we began the Cost Coding of all our working time with each day divided into four two-hour periods. I never figured out how to cost thinking time, brainstorming, background reading etc. After a few months, a boffin applied to have us carry a self-contained, internal battery operated, radar transponder in our Auster AOP 9 (WZ 672). This was used to keep our hands in for the Light Aircraft Handling Assessment programme as well as being a photo “hack” and general run about. It was also a great leveller as it was quite a challenge to fly well. The boffin was told that it would cost him £400 per hour (in 1974) for the crew alone! Guess what; he went off to the local flying club with another boffin who had a PPL and hired a Cessna.
I don’t even know what PPP means. I hope “Profit” isn’t one of those Ps.
Plus ça change…
Ian