Don't recall an RAF exchange pilot on 849, he may have gone to 360 Squadron (combined RN/RAF aircrew and equipment).
Anyway, thought the following might interest a few of those people who seek Gannet info:-
Starting up and breaking up
The Gannet's Double Mamba engines were, effectively, a single unit neatly tucked into the front of the aircraft under the cockpit floor. Although two separate engines drove two separate props via two separate gear trains, an engine change really involved both. So we were encouraged to make even use of them when flying single-engined on patrol. This ensured as near a balance of hours as possible when it came to an engine change.
And, being a turbo-prop, the use was very different from a pure jet. In flight, both engines ran at 100% rpm (15,000). The gear train to each prop had a 10:1 reduction ratio, so the props were at a constant 1,500 rpm. This meant that use of the throttles varied the fuel flow, the resultant torque and adjustment of pitch were then done automatically by the Pitch Control Unit of each prop.
The result? The figure that mattered most was percentage POWER, and 100% power was instantly available on applying full throttle. Unlike the jets, that landed on by fighting a battle between thrust (high rpm = high power) and airbrake (to counteract the high power/thrust) as insurance against a bolter, a Gannet could bolt with ease. Very comforting.
There was a Flight Idle gate in the throttle quadrant, below which you DID NOT GO when airborne. In this position, rpm were still at 100% but power was minimal.
I put all this in as it is part of the true story that follows:-
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Summer 1965, in Centaur, in the Med. The end of a 2-hour sortie and time to relight the stopped engine en route back to Mother. So, having bumbled along comfortably at about 85% power on the port engine for the last hour:-
- Starboard LP Fuel cock ON - two, three....
- Starboard HP Fuel cock ON - two, three and
- Press the relight button in the HP cock - this released the brake on the stopped prop and unfeathered it while starting fuel flow and igniters
- When rpm stabilise, match the throttles
- Check power available on relit engine
- Set power on both as appropriate
........which usually went flawlessly. Not this time though. Power available on the starboard engine was only 90%.
OK, tell the guys in the back, shut it down, pause of two marching paces and re-start it again. Just over 80% power. Keep it running this time, tell Mother.
We would be the last to land on anyway, so we ambled back and did a straight-in approach with throttles increasingly staggered to ensure even power on both engines. I was told to stay where we stopped in the wires and shut down.
I climbed down and was confronted by an indignant AEO. Dougie clearly thought the new boy on the Flight had got it wrong, again. He hadn't forgotten that night bounce, (#54 above).
At this point, one of Dougie's crew was peering up the starboard jetpipe just as a passer-by idly moved the lowest blade of the starboard prop.....and a handful of turbine blades fell out at his feet.
Suddenly, all was forgiven. At least I'd got back on both engines. A single-engined landing is perfectly feasible in a Gannet, but Pilot's Notes strongly advised against overshooting below 300 feet, so better get it right first time!
Mike