A life in the skies - A David Howells (ORC, 45-51)

I applied to join the Royal Australian Navy (RAN) in early 1953.  After extensive medical, psychological and aptitude tests I was accepted.  I got my Wings in September 1954. I was sent to fighter school where I flew Sea Furies, the fastest single engine piston-engine aircraft in the world at that time.  I was a member of the formation aerobatic team which did air displays all over the state of New South Wales. Eventually I converted to jets and flew Sea Venom night fighters. Doing interceptions at night was most unpleasant as one had to get close enough to identify the target.  This meant getting as close as 100 feet, often seeing a slightly darker shape in the night sky. Night deck landings on the aircraft carrier and catapult launches from it were most unpleasant, fraught with danger.  During my six years in the navy 19 of my colleagues were killed in accidents, so it was an occupation that your chances of survival decreased the longer one stayed in it.

In 1960 the Labor (oz spelling!!!) Government at the time were planning to disband the Fleet Air Arm so I applied to join QANTAS.  Again, extensive medical, psych and aptitude tests were undergone, and luckily I was accepted.  I flew Lockheed Electras a propjet aircraft as a Second Officer, a position that was virtually a secretary and relief pilot and got no take-offs or landings apart from six-monthly licence renewals.

After two years I converted to Boeing 707s, again as a S/O.  In 1964 I got promoted to First Officer, and a year later was lucky enough to get a London basing for two years. This was fabulous as the flying was great, going to most of the cities in Europe and airports as far as Karachi, Teheran to the east, and New York and Bermuda to the west.  European winters were always a challenge with fogs, ice and snow.  On one occasion in New York, the temperature was -2F, and on another the outboard engines grooved the huge snowdrifts on the side of the taxiways.  During my stay in London the Seniority System was adopted. This was based on the date you joined the Company.  The most senior got to choose where and when they flew and when they could take leave.  The junior crew did standbys and generally kept the system stable for the more senior.  Being junior was very depressing as one got very little flying, and usually only to the more unpopular trips.  In the first 17 years in QANTAS I never got Christmas at home.  The system also applied to aircraft types.  If you changed types, you were almost certain to go to the bottom of the list.

In 1969 I first got my command on the HS 125, an executive jet, but soon afterwards my slot came up for 707 command.  I gained this in September 1969.  The training was exhaustive.  5-hour question and answer sessions on any subject the Check Pilot fancied.  Numerous training flight were conducted before the checking started.  First was the Progress Check which usually involved a return trip to London.  If that was satisfactory, one had to undergo a Progress Check, a Pre-Final, and then a Final.  The previous checks always had the Check Captain in the right-hand seat, but on the Final, if the Captain was happy with the first couple of sectors, he would put another F/O in the right hand seat and he would sit in the seat behind the captain’s. But this was not the end.  If you passed, you then had to go down the training airport near Melbourne where figuratively the book was thrown at you over 90 minutes.  2 engine out landings, hydraulic failures, instrument landings – anything.

I converted to the B747 in1976.  More simulator time now as it was cheaper.  Then in 1986 I converted to the B767 twin jet with most instruments on computer screens. Vast improvement on the old analogue information.  Same training regime as in all previous aircraft.  I was now numero uno on type!

Finally in 1991 the B747-400 - the biggest and best aircraft I ever flew.  Beautifully designed, engineered and pilot friendly.  All training done in the simulator, and the first time I flew it we had a full load of passengers on board.  How times had changed. I retired having flown 23000 hours and spent 42 years being well paid to eat my favourite cake. 

Finally, may I make a suggestion.   Before you start a career in aviation, please get a very thorough medical done.  Unless you are lucky like me in having the taxpayer via the navy£ providing all the flying free, flying schools are very expensive – maybe up to £75000 or more. Then to find out that you have some slight medical condition that prevents you being employed you realise that all that money has gone down the gurgler.