For that reason, I believe, flight in mechanical signalling was removed from transonic flight on airtests and altogether from Base Training. The simulator was the only sensible way of trying to fly like that...
During the early years there was some doubt from the CAA that the aircraft could be handled in Mech signalling in the transonic region. Lots of meetings were held, and finally on a test flight the gentleman was invited again and one of the original training Captains flew the aircraft perfectly through the transonic area whilst descending in Mech Signalling. With that said it was a delicate area and control inputs had to be gentle and small so I understand
Was there LH & RH Ignition selector switch maybe?
Yes there was an Ignitor selector labelled LH--Both--RH, however the engines would be started using only one ignitor. This caused a few small but annoying delays as if the selected ignitor failed the start would have to be stopped the starter given a cooling period and then a further engine start using the other ignitor would be attempted, however it did give a running check that both ignitors were working.
This was not very popular with the crews and the ground engineers were persuaded to test the ignitors before presenting the aircraft for service. However due to the engine starting Fuel Pump switching, this resulted with a small fire in the hangar, and so the crews were back to starting on Lh or RH ignitors.
If I remember correctly the RR Conways on the VC-10 also had 2 ignitors per engine with a LH--Both-RH selector.
flying control pre-flight check! Learning it was a conversion course rite othat f
At one time there was a suggestion that BA adopt the Air France technique where the F/E did this check on the ground pumps prior to engine start, which did not go down very well with the F/E. It was fortunate that some one came up with the suggestion that this would wear the ground pumps out , and so this check stayed as apilot check after the engined were running [Thank God]
If you remember, if something went wrong with the Flying control check the F/E was always busy. This gave him a chance to think up a suitable answer or even better the pilots did the check again and it now worked.
But the 'trainers' often used to come seek me out in the hangar and (over coffee, not beer I'm afraid) confer about various system quirks and nasties to use on you guys during the tech' refreshers
No dude we never came to see you boys for the "Pilots Tech Refresher" as we always had to keep those lectures very simple as otherwise the pilots would go to sleep.
Now I have to admit coming across the hangar to consult with you boys when preparing for a new sequence of F/E "Tech Knowledge Checks". Not that we did not understand it, you understand, but mainly to make sure that we were correct before some clever line F/E informed you of your error. Very embarrising that, and I should know
