Mike Lithgow
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Mike Lithgow
Dear Folks
I have just finish to read the book 'Mach One' of Mike Lithgow.
Unfortunately his personal book ends in 1953 with his speedrecord.
Can somebody help me with more information about his career as a testpilot until 1963 when he died on board the BAC One-Eleven?
Did he stay with Supermarine?
Any help on this subject would be very useful for me
Thanks
Bart
I have just finish to read the book 'Mach One' of Mike Lithgow.
Unfortunately his personal book ends in 1953 with his speedrecord.
Can somebody help me with more information about his career as a testpilot until 1963 when he died on board the BAC One-Eleven?
Did he stay with Supermarine?
Any help on this subject would be very useful for me
Thanks
Bart
Its not much, but this is from Flight International's initial report of the crash at:
http://www.flightglobal.com/pdfarchi...0-%201903.html and
http://www.flightglobal.com/pdfarchi...0-%201904.html
http://www.flightglobal.com/pdfarchi...0-%201903.html and
http://www.flightglobal.com/pdfarchi...0-%201904.html
Originally Posted by Flight International, 31 Oct 63, pp.708-9
In command of the aircraft was Lt Cdr
M. J. Lithgow, with Capt R. Rymer as copilot.
"Mike" Lithgow, who was deputy chief
test pilot of Vickers-Armstrongs (Aircraft),
had set up a world speed record of 735.7
mph. in a Swift at Tripoli in 1953. He had
served in the Royal Navy before joining the
company in 1945 and subsequently flight tested,
and set up records in, Attackers and
Swifts. He was awarded the Geoffrey de Havilland
Trophy in 1953 and was responsible for
much of the Vanguard development flying.
M. J. Lithgow, with Capt R. Rymer as copilot.
"Mike" Lithgow, who was deputy chief
test pilot of Vickers-Armstrongs (Aircraft),
had set up a world speed record of 735.7
mph. in a Swift at Tripoli in 1953. He had
served in the Royal Navy before joining the
company in 1945 and subsequently flight tested,
and set up records in, Attackers and
Swifts. He was awarded the Geoffrey de Havilland
Trophy in 1953 and was responsible for
much of the Vanguard development flying.
Mike Lithgow's Naval Career can be seen here:
http://www.unithistories.com/officer...fficersL2.html
Whist the accident in which he died is referred to here:
http://www.aviastar.org/air/england/bac-111.php
Which states inter alia:
"Powerplant of the prototype One-Eleven Series 200, which was intended as the basic production version, consisted of two 4722kg thrust Rolls-Royce Spey Mk 506 turbofans, and so powered the prototype flew for the first time on 20 August 1963. Two months later, on 22 October, this aircraft was lost during the flight development programme, together with a highly experienced crew of seven that included test pilot M. J. Lithgow. Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability. Although responsible for extending considerably the test and development programme of the One-Eleven (the full certificate of airworthiness not being awarded until 5 April 1965), the detailed investigation of the cause and remedy of the deep-stall phenomenon was to prove of considerable value to aircraft designers and manufacturers worldwide."
http://www.unithistories.com/officer...fficersL2.html
Whist the accident in which he died is referred to here:
http://www.aviastar.org/air/england/bac-111.php
Which states inter alia:
"Powerplant of the prototype One-Eleven Series 200, which was intended as the basic production version, consisted of two 4722kg thrust Rolls-Royce Spey Mk 506 turbofans, and so powered the prototype flew for the first time on 20 August 1963. Two months later, on 22 October, this aircraft was lost during the flight development programme, together with a highly experienced crew of seven that included test pilot M. J. Lithgow. Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability. Although responsible for extending considerably the test and development programme of the One-Eleven (the full certificate of airworthiness not being awarded until 5 April 1965), the detailed investigation of the cause and remedy of the deep-stall phenomenon was to prove of considerable value to aircraft designers and manufacturers worldwide."
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WK198
CJ: The fuselage of WK198 - the Swift F4 in which Mike Lithgow broke the record in 1953 - is at the North East Aircraft Museum just outside Sunderland.
See here: http://www.neam.co.uk/swift.html
See here: http://www.neam.co.uk/swift.html
Deep-stall protection
Warmtoast quotes [re the fatal BAC 1-11 accident]:
"Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability.
"...the detailed investigation of the cause and remedy of the deep-stall phenomenon was to prove of considerable value to aircraft designers and manufacturers worldwide."
[Unquote]
If memory serves, the total package of stall protection installed in the One-Eleven and its big stable-mate, the VC10, was three-fold. At a given Alpha, the engine ignition system is activated (both A and B igniters). [This anti-flameout protection is because of the intakes, like the much-higher tailplane, being affected by turbulent air from behind the wing.] At a higher angle, the stick-shaker starts. Eventually, the "Stall Ident", consisting of a powerful pneumatic stick-pusher, operates.
During in-service flight tests, the calibration of the system has to be checked. The AoA probes on the 1-11 and VC10 do not send readings to any cockpit gauge, so special probes are fitted for test purposes. This enables the crew to verify the thresholds for the three phases of stall protection. Waiting for the stick-push can be an interesting experience... Having said that, the VC10 pre-stall ignition system is frequently activated during routine acceleration/flap-retraction out of hot-high airfields.
The remaiing prototype 1-11 was fitted with a deep-stall recovery parachute after the accident. On one test flight, this was deployed. The parachute jettison mechanism subsequently failed, leading to a forced landing on Salisbury Plain. The aircraft was recovered by road, and later entered airline service.
"Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability.
"...the detailed investigation of the cause and remedy of the deep-stall phenomenon was to prove of considerable value to aircraft designers and manufacturers worldwide."
[Unquote]
If memory serves, the total package of stall protection installed in the One-Eleven and its big stable-mate, the VC10, was three-fold. At a given Alpha, the engine ignition system is activated (both A and B igniters). [This anti-flameout protection is because of the intakes, like the much-higher tailplane, being affected by turbulent air from behind the wing.] At a higher angle, the stick-shaker starts. Eventually, the "Stall Ident", consisting of a powerful pneumatic stick-pusher, operates.
During in-service flight tests, the calibration of the system has to be checked. The AoA probes on the 1-11 and VC10 do not send readings to any cockpit gauge, so special probes are fitted for test purposes. This enables the crew to verify the thresholds for the three phases of stall protection. Waiting for the stick-push can be an interesting experience... Having said that, the VC10 pre-stall ignition system is frequently activated during routine acceleration/flap-retraction out of hot-high airfields.
The remaiing prototype 1-11 was fitted with a deep-stall recovery parachute after the accident. On one test flight, this was deployed. The parachute jettison mechanism subsequently failed, leading to a forced landing on Salisbury Plain. The aircraft was recovered by road, and later entered airline service.
Digging into the memory bank produces a vague remembrance of Mike Lithgow having recovered an Attacker (or Swift???) to Thorney Island with both wing outer portions retracted
The arrival on Terra Firma was a bit swift (no pun intended), 200kts plus and did the Dunlops a power of no good!!
Anyone confirm???
The arrival on Terra Firma was a bit swift (no pun intended), 200kts plus and did the Dunlops a power of no good!!
Anyone confirm???
Digging into the memory bank produces a vague remembrance of Mike Lithgow having recovered an Attacker (or Swift???) to Thorney Island with both wing outer portions retracted The arrival on Terra Firma was a bit swift (no pun intended), 200kts plus and did the Dunlops a power of no good!! Anyone confirm???
