Aircraft Systems Classifications: A

Handbook of Characteristics and

Design Guidelines Allan Seabridge
Visit to download the full and correct content document:
https://ebookmass.com/product/aircraft-systems-classifications-a-handbook-of-charac
teristics-and-design-guidelines-allan-seabridge/
Aircraft Systems Classifications
Aerospace Series
Aircraft System Classifications: A Handbook of
Characteristics and Design Guidelines
Allan Seabridge and Mohammad Radaei
UAS Integration into Civil Airspace: Policy, Regula-
tions and Strategy
Douglas M. Marshall
Introduction to UAV Systems, Fifth Edition
Paul G. Fahlstrom, Thomas J. Gleason, Mohammad
H. Sadraey
Introduction to Flight Testing
James W. Gregory, Tianshu Liu
Foundations of Space Dynamics
Ashish Tewari
Essentials of Supersonic Commercial Aircraft Con-
ceptual Design
Egbert Torenbeek
Design of Unmanned Aerial Systems
Mohammad H. Sadraey
Future Propulsion Systems and Energy Sources in
Sustainable Aviation
Saeed Farokhi
Flight Dynamics and Control of Aero and Space
Vehicles
Rama K. Yedavalli
Design and Development of Aircraft Systems, 3rd
Edition
Allan Seabridge, Ian Moir
Helicopter Flight Dynamics: Including a Treatment
of Tiltrotor Aircraft, 3rd Edition
Gareth D. Padfield CEng, PhD, FRAeS
Space Flight Dynamics, 2nd Edition
Craig A. Kluever
Performance of the Jet Transport Airplane: Analysis
Methods, Flight Operations, and Regulations
Trevor M. Young
Small Unmanned Fixed-wing Aircraft Design: A
Practical Approach
Andrew J. Keane, András Sóbester, James P. Scanlan
Advanced UAV Aerodynamics, Flight Stability and
Control: Novel Concepts, Theory and Applications
Pascual Marqués, Andrea Da Ronch
Differential Game Theory with Application to Missiles
and Autonomous Systems Guidance
Farhan A. Faruqi
Introduction to Nonlinear Aeroelasticity
Grigorios Dimitriadis
Introduction to Aerospace Engineering with a Flight
Test Perspective
Stephen Corda
Aircraft Control Allocation
Wayne Durham, Kenneth A. Bordignon, Roger Beck
Remotely Piloted Aircraft Systems: A Human Sys-
tems Integration Perspective
Nancy J. Cooke, Leah J. Rowe, Winston Bennett Jr.,
DeForest Q. Joralmon
Visit www.wiley.com to view more titles in the Aerospace Series.
Theory and Practice of Aircraft Performance
Ajoy Kumar Kundu, Mark A. Price, David Riordan
Adaptive Aeroservoelastic Control
Ashish Tewari
The Global Airline Industry, 2nd Edition
Peter Belobaba, Amedeo Odoni, Cynthia Barnhart,
Christos Kassapoglou
Introduction to Aircraft Aeroelasticity and Loads,
2nd Edition
Jan R. Wright, Jonathan Edward Cooper
Theoretical and Computational Aerodynamics
Tapan K. Sengupta
Aircraft Aerodynamic Design: Geometry and Opti-
mization
András Sóbester, Alexander I J Forrester
Stability and Control of Aircraft Systems: Introduc-
tion to Classical Feedback Control
Roy Langton
Aerospace Propulsion
T.W. Lee
Civil Avionics Systems, 2nd Edition
Ian Moir, Allan Seabridge, Malcolm Jukes
Aircraft Flight Dynamics and Control
Wayne Durham
Modelling and Managing Airport Performance
Konstantinos Zografos, Giovanni Andreatta, Amedeo
Odoni
Advanced Aircraft Design: Conceptual Design,
Analysis and Optimization of Subsonic Civil
Airplanes
Egbert Torenbeek
Design and Analysis of Composite Structures:
With Applications to Aerospace Structures, 2nd
Edition
Christos Kassapoglou
Aircraft Systems Integration of Air-Launched
Weapons
Keith A. Rigby
Understanding Aerodynamics: Arguing from the
Real Physics
Doug McLean
Aircraft Design: A Systems Engineering Approach
Mohammad H. Sadraey
Theory of Lift: Introductory Computational Aerody-
namics in MATLAB/Octave
G.D. McBain
Sense and Avoid in UAS: Research and Applications
Plamen Angelov
Morphing Aerospace Vehicles and Structures
John Valasek
Spacecraft Systems Engineering, 4th Edition
Peter Fortescue, Graham Swinerd, John Stark
Unmanned Aircraft Systems: UAVS Design, Devel-
opment and Deployment
Reg Austin
Aircraft Systems Classifications

A Handbook of Characteristics and Design Guidelines

Allan Seabridge and Mohammad Radaei

This edition first published 2022
© 2022 John Wiley & Sons, Inc.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system,
or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or
otherwise, except as permitted by law. Advice on how to obtain permission to reuse material
from this title is available at http://www.wiley.com/go/permissions.

The right of Allan Seabridge and Mohammad Radaei to be identified as the authors of this work
has been asserted in accordance with law.

Registered Office
John Wiley & Sons, Inc., 111 River Street, Hoboken, NJ 07030, USA

Editorial Office
111 River Street, Hoboken, NJ 07030, USA

For details of our global editorial offices, customer services, and more information about Wiley
products visit us at www.wiley.com.

Wiley also publishes its books in a variety of electronic formats and by print-on-demand. Some
content that appears in standard print versions of this book may not be available in other
formats.

Limit of Liability/Disclaimer of Warranty

The contents of this work are intended to further general scientific research, understanding, and
discussion only and are not intended and should not be relied upon as recommending or
promoting scientific method, diagnosis, or treatment by physicians for any particular patient. In
view of ongoing research, equipment modifications, changes in governmental regulations, and
the constant flow of information relating to the use of medicines, equipment, and devices, the
reader is urged to review and evaluate the information provided in the package insert or
instructions for each medicine, equipment, or device for, among other things, any changes in the
instructions or indication of usage and for added warnings and precautions. While the publisher
and authors have used their best efforts in preparing this work, they make no representations or
warranties with respect to the accuracy or completeness of the contents of this work and
specifically disclaim all warranties, including without limitation any implied warranties of
merchantability or fitness for a particular purpose. No warranty may be created or extended by
sales representatives, written sales materials or promotional statements for this work. The fact
that an organization, website, or product is referred to in this work as a citation and/or potential
source of further information does not mean that the publisher and authors endorse the
information or services the organization, website, or product may provide or recommendations
it may make. This work is sold with the understanding that the publisher is not engaged in
rendering professional services. The advice and strategies contained herein may not be suitable
for your situation. You should consult with a specialist where appropriate. Further, readers
should be aware that websites listed in this work may have changed or disappeared between
when this work was written and when it is read. Neither the publisher nor authors shall be
liable for any loss of profit or any other commercial damages, including but not limited to
special, incidental, consequential, or other damages.

Library of Congress Cataloging-in-Publication Data applied for:

ISBN: 9781119771845

Cover Design: Wiley

Cover Image: © Wu Hao/Getty Images

Set in 9.5/12.5pt STIXTwoText by Straive, Chennai, India

10 9 8 7 6 5 4 3 2 1
 v

Contents

About the Authors ix

Acknowledgements xi
Sources of Background Information xiii
Glossary xv

1 Introduction 1
Further Reading 4

2 The Airframe and Systems Overview 5

2.1 Introduction 5
2.2 The Airframe 6
2.3 The Aircraft Systems 10
2.4 Classification of Aircraft Roles 14
2.5 Classification of Systems 25
2.6 Stakeholders 26
2.7 Example Architectures 27
2.8 Data Bus 29
2.9 Summary and Conclusions 34
References 34
Exercises 35

3 Vehicle Systems 37
3.1 Propulsion System 38
3.2 Fuel System 44
3.3 Electrical Power Generation and Distribution 49
3.4 Hydraulic Power Generation and Distribution 53
3.5 Bleed Air System 56
3.6 Secondary Power Systems 59
3.7 Emergency Power Systems 61
vi Contents

3.8 Flight Control System 65

3.9 Landing Gear 68
3.10 Brakes and Anti-skid 71
3.11 Steering System 73
3.12 Environmental Control System 76
3.13 Fire Protection System 79
3.14 Ice Detection 82
3.15 Ice Protection 84
3.16 External Lighting 86
3.17 Probe Heating 89
3.18 Vehicle Management System (VMS) 91
3.19 Crew Escape 93
3.20 Canopy Jettison 97
3.21 Oxygen 99
3.22 Biological and Chemical Protection 102
3.23 Arrestor Hook 104
3.24 Brake Parachute 107
3.25 Anti-spin Parachute 110
3.26 Galley 112
3.27 Passenger Evacuation 115
3.28 In-Flight Entertainment 117
3.29 Toilet and Water Waste 119
3.30 Cabin and Emergency Lighting 122
References 123
Exercise 126

4 Avionic Systems 127

4.1 Displays and Controls 127
4.2 Communications 131
4.3 Navigation 134
4.4 Example Navigation System Architecture 135
4.5 Flight Management System (FMS) 138
4.6 Weather Radar 140
4.7 Air Traffic Control (ATC) Transponder 143
4.8 Traffic Collision and Avoidance System (TCAS) 146
4.9 Terrain Avoidance and Warning System (TAWS) 149
4.10 Distance Measuring Equipment (DME)/TACAN 152
4.11 VHF Omni-Ranging (VOR) 154
4.12 Automatic Flight Control System 156
4.13 Radar Altimeter (Rad Alt) 160
4.14 Automated Landing Aids 163
 Contents vii

4.15 Air Data System (ADS) 168

4.16 Accident Data Recording System (ADRS) 172
4.17 Electronic Flight Bag (EFB) 174
4.18 Prognostics and Health Management System (PHM) 178
4.19 Internal Lighting 181
4.20 Integrated Modular Architecture (IMA) 183
4.21 Antennas 185
References 189

5 Mission Systems 191

5.1 Radar System 192
5.2 Electro-optical System 197
5.3 Electronic Support Measures (ESM) 200
5.4 Magnetic Anomaly Detection (MAD) 202
5.5 Acoustic System 205
5.6 Mission Computing System 207
5.7 Defensive Aids 209
5.8 Station Keeping System 212
5.9 Electronic Warfare System 214
5.10 Camera System 217
5.11 Head Up Display (HUD) 220
5.12 Helmet Mounted Systems 222
5.13 Data Link 224
5.14 Weapon System 227
5.15 Mission System Displays and Controls 230
5.16 Mission System Antennas 234
References 237
Further Reading 239
Exercises 239

6 Supporting Ground Systems 241

6.1 Flight Test Data Analysis 243
6.2 Maintenance Management System 246
6.3 Accident Data Recording 248
6.4 Mission Data Management (Mission Support System) 250
6.5 UAV Control 252
References 254
Exercises 255

7 Modelling of Systems Architectures 257

7.1 Introduction 257
7.2 Literature Survey of Methods 259
viii Contents

7.3 Avionics Integration Architecture Methodology 277

7.4 Avionics Integration Modelling of Optimisation 292
7.5 Simulations and Results for a Sample Architecture 297
7.6 Conclusion 300
References 300

8 Summary and Future Developments 305

8.1 Introduction 305
8.2 Systems of Systems 305
8.3 Architectures 314
8.4 Other Considerations 315
8.5 Conclusion 323
8.6 What’s Next? 323
Exercise 327

Index 329
 ix

About the Authors

Allan Seabridge was until 2006 the Chief Flight Systems Engineer at BAE
SYSTEMS at Warton in Lancashire in the United Kingdom. In over 50 years
in the aerospace industry, his work has included the opportunity to work on a
wide range of BAE Systems projects including Canberra, Jaguar, Tornado, EAP,
Typhoon, Nimrod, and an opportunity for act as reviewer for Hawk, Typhoon,
and Joint Strike Fighter, as well being involved in project management, R&D, and
business development. In addition, Allan has been involved in the development
of a range of flight and avionics systems on a wide range of fast jets, training
aircraft, and ground and maritime surveillance projects. From experience in BAE
Systems with a Systems Engineering education, he is keen to encourage a further
understanding of integrated engineering systems. An interest in engineering
education continues since retirement with the design and delivery of systems
and engineering courses at a number of UK universities at undergraduate and
postgraduate level including: the Universities of Bristol, Cranfield, Lancaster,
Loughborough, Manchester, and the University of the West of England. Allan
has been involved at Cranfield University for many years and has served as
an external examiner for the M.Sc course in Aerospace Vehicle Design, and as
external examiner for MSc and PhD students.
Allan has co-authored a number of books in the Aerospace Series with Ian
Moir, all published by John Wiley. He is currently a member of the BAE Systems
Heritage Department at Warton and is fully involved in their activities, working
closely with a colleague to produce a project history book published by the Her-
itage Group: EAP: The Experimental Aircraft Programme by Allan Seabridge and
Leon Skorzcewski, which was published in 2016.
Mohammad Radaei has got a PhD in aerospace engineering specialized in
avionics systems integration from Cranfield University, United Kingdom. He
obtained his BSc in aeronautical engineering from Air University, and MSc in
aerospace engineering, flight dynamics, and control from National University
of Iran, Tehran. He also holds a commercial pilot license. Mohammad has been
x About the Authors

involved in two EU-funded projects including FUCAM and GAUSS during his
PhD at Cranfield. His research interests are aircraft systems design, avionics
systems integration and systems architecting, aircraft and avionics systems
flight testing, applied mathematics, flight dynamics and control of manned
and unmanned aircraft as well as Human-machine interaction. He is currently
lecturing in avionics systems at a number of universities.
 xi

Acknowledgements

This work is the culmination of many years of work in the field of military and civil
aircraft systems engineering. My work experience has been enriched by the oppor-
tunity to work with a number of universities at undergraduate and postgraduate
level to develop and add to degree courses, where the delegates unwittingly became
critics and guinea pigs for my subject matter. Discussions during the courses with
the academics and the students have broadened my knowledge considerably. In
particular I would like to mention the Universities of Manchester, Loughborough,
Cranfield, Bristol, University of the West of England and Lancaster for their MSc,
and short courses attended by students and engineers from industry.
My experience at Cranfield has played a big part in encouraging me to acquire
information about aircraft systems that will be of use to engineers studying at
undergraduate and post graduate level as well as those entering the workplace.
Special thanks must go to Dr Craig Lawson, Dr Huamin Jia, and Professor Shijun
Guo for inviting me to participate in their MSc modules in Air Vehicle Design and
short courses in Aircraft Systems Design at Cranfield University. Their interna-
tional students have been most attentive and have made significant contributions
to my knowledge.
My thanks as always to Ian Moir, he and I worked on many books and courses.
I have raided our past collaborations for information in order to produce a book
that brings together information for all aircraft systems that is not based on imple-
mentation, but generic information about the interactions between systems that
typifies modern complex aircraft.
We have received considerable help from the staff at Wiley especially Laura
Poplawski and Sarah Lemore, as well as their proof readers, copy editors, and pub-
lishing and production staff.

Dent, Cumbria Allan Seabridge

UK, November 2021
xii Acknowledgements

I have been dreaming to write a book since I started my professional education

in aerospace engineering and I should confess that writing a technical book is
harder than I thought. Honestly, this would not be possible without Allan’s endless
support. I would like to thank Allan Seabridge who provided this opportunity
for me and from whom I learned a lot in avionics data networking, hardware
integration, and testing course at Cranfield University. He also supported me
during my PhD as well as writing this book. Moreover, I would like to thank my
PhD supervisors, Dr Huamin Jia and Dr Craig Lawson, for all their great advice
and recommendations. I have benefited from their supervisions in many aspects
including the method and attitude of scientific research as well as hard-working.
Last but not least, I would like to thank my family and friends for their endless
love and support.

November 2021 Mohammad Radaei

 xiii

Sources of Background Information

In addition to the references included at the end of each chapter, the following
sources of information are provided to allow readers to obtain a broader grasp of
the topics addressed in this book.
Atmosphere and Climate: A collection of papers on the atmosphere and the
effects of aviation on the environment. Part 9 of Encyclopedia of Aircraft Engi-
neering, Green Aviation, Ed Ramesh Agarwal, Fayette Collier, Andreas Schäfer
and Allan Seabridge. John Wiley & Sons.

Chapra, S.C. (2017). Applied Numerical Methods with MATLAB for Engineers and
Scientists, 4th e. Mcgraw Hill.
Farouki, S. (2020). Future Propulsion Systems and Energy Sources in Sustainable
Aviation. Wiley.
Kluever, C.A. (2018). Space Flight Dynamics. Wiley.
The Mathworks Inc. (2005). MATLAB, Simulink. www.mathworks.com.
Padfield, G.D. (2018). Helicopter Flight Dynamics, 3rd e. Wiley.
Sadrey, M.H. (2020). Design of Unmanned Aerial Systems. Wiley.
Seabridge, A. and Ian, M. (2020). Design and Development of Aircraft Systems, 3e.
Wiley.
Torenbeek, E. (2020). Essentials of Supersonic commercial aircraft conceptual design.
Wiley.
Yedavali, R.K. (2020). Flight Dynamics and Control of Aero and Space Vehicles. Wiley.
 xv

Glossary

This glossary is intended to be of assistance to readers of other documents provided

in the references and sources of material in this Handbook. The Glossary contains,
therefore, many more entries than the abbreviations, units, and terms used in this
book. It will not be complete, terms change and new terms emerge. The Internet
is a good place to find many terms, abbreviations, and acronyms in general use.

3D three dimensional
4D four dimensional
AAA anti-aircraft artillery (triple A)
A&AE Aircraft & Armament Evaluation (Squadron, Boscombe
Down) see A&AEE
A&AEE Aircraft & Armament Experimental Establishment
A4A Airlines for America
AADL architecture analysis and design language
ABL airborne laser
ABS automatic braking system
AC airworthiness circular – document offering advice on
specific aircraft operations
AC alternating current
ACA Agile Combat Aircraft
ACARS aircraft communications and reporting system
ACARS ARINC communications and reporting system
ACE actuator control electronics
ACFD advanced civil flight deck
ACK receiver acknowledge
ACM air cycle machine
xvi Glossary

ACM air driven motor pump

ACO ant colony optimisation
ACP audio control panel
ACS active control system
ACT active control technology
A-D analogue to digital
Ada a high order software language
ADC air data computer
ADC analogue to digital conversion/converter
ADCN Aircraft Data Communication Network
ADD airstream direction detector
ADF automatic direction finding
ADI attitude direction indicator
ADIRS air data and inertial reference system
ADIRU air data and inertial reference unit (B777)
ADM air data module
ADMC actuator drive and monitoring computer
ADN Avionics Data Network
ADP air driven pump
ADR accident data recorder
ADS-A automatic dependent surveillance - address
ADS-B automatic dependent surveillance - broadcast
ADU actuator drive unit
ADV Air Defence Variant (of Panavia Tornado)
AE acoustic emission
AESA active electronically scanned array
AEU antenna electronic unit
AEW airborne early warning
AEW&C airborne early warning and control
AFCS automatic flight control system
AFDC autopilot flight director computer
AFDS autopilot flight director system
AFDX avionics full-duplex switched Ethernet
AGARD advisory group for aerospace and development
AGC automatic gain control
AH ampere hour
AH artificial horizon
 Glossary xvii

AHARS attitude and heading reference system

AI airborne interception
AI artificial intelligence
AICS air intake control system
AIFF advanced IFF
AIMS aircraft information management system (B777)
AIT Aeritalia
Al aluminium
ALARM air launched anti-radar missile
ALARP as low as reasonably practical
ALF ambient lighting facility
AlGaAs aluminium gallium arsenide
ALT barometric altitude
ALU arithmetic logic unit
AM amplitude modulation
AMAD airframe mounted accessory gearbox
AMCC Applied Micro Circuits Corporation
AMECS advanced military engine control system
AMLCD active matrix liquid crystal displays
AMP air driven motor pump, avionics modification programme
AMRAAM advanced medium range air to air missile
AMSU aircraft motion sensor unit
ANO air navigation order
ANP actual navigation performance
AoA angle of attack
AOC Airline Operational Centre
AOR-E Azores Oceanic Region - East
AOR-W Azores Oceanic Region - West
AP autopilot
APEX application executive
APGS auxiliary power generation system
API application programming interface
APSCU air supply and pressure control unit
APU auxiliary power unit
ARI Air Radio Installation
ARINC 400 series ARINC specifications providing a design foundation for
avionic equipment
xviii Glossary

ARINC 404 early ARINC standard relating to the packaging of avionic

equipment
ARINC 429 widely used civil aviation data bus standard
ARINC 500 Series ARINC specifications relating to the design of analogue
avionic equipment
ARINC 578 ARINC standard relating to the design of VHF omni-range
(VOR)
ARINC 579 ARINC standard relating to the design of instrument landing
system (ILS)
ARINC 600 later ARINC standard relating to the packaging of avionic
equipment
ARINC 600 Series ARINC specifications relating to enabling technologies for
avionic equipment
ARINC 629 ARINC standard relating to a 2 Mbit/s digital data bus
ARINC 664 ARINC standard relating to aircraft full multiplex (AFDX)
digital data bus
ARINC 700 Series ARINC specifications relating to the design of digital avionic
equipment
ARINC 708 ARINC Standard relating to the design of weather radar
ARINC 755 ARINC standard relating to the design of multi-mode
receivers (MMR)
ARINC Air Radio Inc.
ARM anti-radar missile, anti-radiation missile
ARP aerospace recommended practice (SAE)
ASCB avionics standard communications bus (Honeywell)
ASCII American Standard Code for Information Interchange
ASE aircraft survivability equipment
ASI aircraft station interface, airspeed indicator
ASIC application specific integrated circuit
ASPCU air supply and pressure control unit
ASR air sea rescue
ASR anonymous subscriber messaging
ASRAAM advanced short range air to air missile
AST air staff target
AST asynchronous transfer mode
ASTOR airborne stand-off radar
ASUW anti-surface unit warfare
ASW anti-submarine warfare
 Glossary xix

ATA advanced tactical aircraft

ATA Air Transport Association
ATC air traffic control
A to D analogue to digital
ATE automatic test equipment
ATF advanced tactical fighter
ATF altitude test facility
ATI air transport indicator
ATM air targeting mode
ATM air transport management, air traffic management
ATN Aeronautical Telecommunications Network
ATR Air Transport Radio (LRU form factor or box size)
ATS air traffic services
ATSU air traffic service unit – Airbus unit to support FANS
AWACS airborne warning and command system
AWG American wire gauge
Az azimuth
BAC British Aircraft Corporation
BAe British Aerospace (now BAE Systems)
BAG bandwidth allocation group
BAT battery
BC bus controller
BCAR British Civil Airworthiness Requirement
BCD binary coded decimal
BFL balanced field length
BFoV binocular field of view
BGAN broadcast global area network
BIT built in test
BIU bus interface unit
BLC battery line contactors
BMS business management system
BP binary programming
BPCU brake power control unit
bps bits per second
BRNAV basic area navigation in RNP
BSCU brake system control unit
BTB bus tie breakers
xx Glossary

BTC bus tie contactor

BTMU brake temperature monitoring unit
BVR beyond visual range
BWB blended wing body
C band C band (3.90–6.20 GHz)
C++ a programming language
C3, C3 command, control, and communications
CA course acquisition – GPS operational mode
CAA Civil Airworthiness Authority
CAD computer aided design
CAE computer aided engineering
CAIV cost as an independent variable
CAMU communications and audio management unit
CANbus controller area network bus
CAP combat air patrol
CAS close air support
CAS calibrated air speed
CAST Certification Authorities Software Team
Cat I automatic approach category I, Cat I category I auto-land
Cat II automatic approach category II, Cat II category II auto-land
Cat III automatic approach category III
Cat IIIA category IIIA auto-land
Cat IIIB category IIIB auto-land
CB circuit breaker
CBIT continuous built in test
CBLS carrier bombs light store
CCA common cause analysis
CCD charge coupled device
CCIP continuously computed impact point
CCR common computing resource
CCRP continuously computed release point
CCS communications control system
CCV control configured vehicle
CD collision detection
Cd/m2 candela per square metre
CDR critical design review
CDU control and display unit
 Glossary xxi

CEP circular error probability

CF constant frequency
CF course to a fix
CFC carbon fibre composite
CFC chloro-fluoro-carbon compounds
CFD computational fluid dynamics
CFIT controlled flight into terrain
CFR Code of Federal Regulations
CG, cg, C of G centre of gravity
CHBDL common high band data link
CIFU cockpit interface unit
CLA creeping line ahead – a maritime patrol search pattern
CLB configurable logic block
CMA Centralised Maintenance Application, common mode
analysis
CMD counter measures dispenser
C-MOS complementary metal oxide semiconductor
CNI communications, navigation identification
CNS communications, navigation, surveillance
CO2 carbon dioxide
Cold Soak prolonged exposure to cold temperatures
COM command channel
COMED combined map and electronic display
COMINT communications intelligence
COMMS communications mode
COMPASS Chinese equivalent of GPS
CORE/CoRE controlled requirements expression
COTS commercial off the shelf systems
CPIOM central processor input output module
CPM common processing module, core processing module
CPU central processing unit
CRC cyclic redundancy check
CRDC common remote data concentrator (A350)
CRI configuration reference item
CRM crew resource management
CRT cathode ray tube
CS certification specification
xxii Glossary

CSAS command stability augmentation system

CSD constant speed drive
CSDB commercial standard data bus
CSG computer symbol generator
CSMA carrier sense multiple access
CSMA/CD carrier sense multiple access/collision detection
CTC cabin temperature controller
Cu copper
CVR cockpit voice recorder
CVS combined vision system
CW continuous wave
CW/FM continuous wave/frequency modulated
D to A, D-A digital to analogue
DA decision altitude
DAC digital to analogue conversion/converter
DAL design assurance level
DASS defensive aids sub-system
dB decibel
DBS Doppler beam sharpening
DC direct current
DCA data concentration application
DCDU data link control and display unit (Airbus)
DCMP DC motor driven pump
DDVR displays data video recorder
DECU digital engine control unit
Def Stan Defence Standard
DefAids defensive aids sub-system
DF direct to a fix
DF direction finding
DFDM direct force modes
DG directional gyro
DGPS differential GPS
DH decision height
DIMA distributed integrated modular avionics
DIP dual in-line package
DIRCM direct infrared counter measures
DLP digital light projector
 Glossary xxiii

DMA direct memory access

DMC display management computer
DMD digital micro-mirror
DME distance measuring equipment
DMP display management computer
DO design office
DoA, DOA direction of arrival
DoD Department of Defence (US)
DOORS a requirements management tool
Downey Cycle procurement model once used in the UK MoD
DPX a style of rear rack connector
D-RAM dynamic random access memory
DRL data requirements list
DSM design structure matrix
DTED digital terrain elevation data
DTI Department of Trade and Industry
DTSA dynamic time slot allocation
DU display unit
DVI direct voice input
DVO direct vision optics
DVOR Doppler VOR
E east
EADI electronic ADI
EAP Experimental Aircraft Programme
EAS equivalent airspeed
EASA European Aviation Safety Administration
EC European Community
ECA European Combat Aircraft
ECAM electronic crew alerting and monitoring (Airbus)
ECC error correcting code
ECCM electronic counter-counter measures
ECF European Combat Fighter
ECL electronic check list
ECM electronic counter measures
ECS environmental control system
ECU electronic control unit
EDP engine driven pump
xxiv Glossary

EDR engineering design requirement

EE electrical equipment
EEC electronic engine controller
EEPROM electrically erasable and programmable read only memory
EEZ economic exclusion zone
EFA European Fighter Aircraft
EFB electronic flight bag
EFIS electronic flight instrument system
EGI embedded GPS inertial
EGNOS European Geostationary Navigation Overlay System
EGPWS enhanced ground proximity warning system
EHA electro hydrostatic actuator
EHF extremely high frequency
EHP electro-hydraulic pump
EHSI electronic HSI
EHSV electro-hydraulic servo valve
EICAS engine indication and crew alerting system (Boeing)
EIS entry into service, electronic instrumentation system
ELAC elevator/aileron computer (A320)
ELCU electrical load control unit
ELINT electronic intelligence
ELMS electrical load management system
EM electro-magnetic
EMA electro-mechanical actuator
EMC electro-magnetic compatibility
EMCON emission control
EMH electro-magnetic health
EMI electro-magnetic interference
EMP electrical motor pumps, EMP electromagnetic pulse
EMR electro-magnetic radiation
EO electro-optical
EOB electronic order of battle
EOF end of frame
EOS electro-optical system
EPB external power breaker
EPC electrical power contactor
EPLD electrically programmable logic device
 Glossary xxv

EPROM electrically programmable read only memory

EPU emergency power unit
ESA electronically steered array, ESA European Space Agency
ESM electronic support measures
ESS environmental stress screening
Ess essential
ETA estimated time of arrival
ETOPS extended twin operations
ETOX erase-through-oxide
EU European Union
EUROCAE European Organisation for Civil Aviation Equipment
EVS enhanced vision system (EASA nomenclature)
EW electronic warfare
FA fix to altitude
FAA Federal Aviation Authority
FAC flight augmentation computer (Airbus)
FADD fatigue and defect damage
FADEC full authority digital engine control
FAF final approach fix
FANS future air navigation system
FANS1 future air navigation system implemented by Boeing
FANSA future air navigation system implemented by Airbus
FAR Federal Airworthiness Requirements
FAV first article verification
FBW fly-by-wire
FCC flight control computer
FCDC flight control data concentrator
FCDU flight control data concentrator unit
FCP flight control panel
FCPC flight control primary computer
FCR fire control radar
FCS flight control system
FCSC flight control secondary computer (A330/340)
FCU flight control unit
FD flight director
FDDS flight deck display system
FDX fast switched Ethernet
xxvi Glossary

FEBA forward edge of the battle area

FET field effect transistor
FFD Ferranti Functional Documentation
FFS formation flight system
FFT fast Fourier transform
FGMC flight management guidance computers – Airbus
terminology for FMS
FHA functional hazard analysis
FIFO first in, first out
FL flight level
fL foot-lambert
FLIR forward looking infrared
FLOTOX floating gate tunnel oxide
FM frequency modulation
FMEA failure modes and effects analysis
FMECA failure modes effects and criticality analysis
FMES failure mode effects summary
FMGC flight management guidance computer
FMGEC flight management and guidance envelope computer
(A330/340)
FMGU flight management guidance unit
FMQGC fuel management and quantity gauging computer
FMS flight management system
FMS foreign military sales
FMSP flight mode selector panel
FOB fuel on board
FOG fibre optic gyro
FoR field of regard
FORTRAN formula translation, a software language
FoV field of view
FPA focal plane array
FPGA field programmable logic array
FRACAS failure reporting and corrective action system
FRD functional requirements document
FRR final readiness review
fs sampling frequency
FSCC flap/slat control computer
 Glossary xxvii

FSEU flap slats electronic unit

FSF flight safety foundation
FSK frequency shift key
FTA fault tree analysis
FTE flight technical error
FTI flight test instrumentation
FTP foil twisted pair
Full duplex a data bus that passes data in a bi-directional manner
FWC flight warning computer
G&C guidance and control
GA genetic algorithm
GA general aviation
GaAs gallium arsenide
Galileo European equivalent of GPS
GAMA General Aviation Manufacturers Association
GATM global air traffic management
GCB generator control breaker
GCU generator control unit
GEM group equipment manufacturer
GEO geostationary earth orbit
GEOS geo-stationary satellite
GFE government furnished equipment
GHz gigahertz (109 Hz)
GINA (bus) Gestion information numerique avionique
GLONASS Russian equivalent of GPS
GMR ground mapping radar
GMTI ground moving target indicator
GNSS Global Navigation Satellite System
GP general purpose
gpm gallons per minute
GPM global processing module
GPS global positioning system
GPWS ground proximity warning system (see also TAWS)
GTS ground targeting mode
GUI graphical user interface
H Earth’s magnetic field
xxviii Glossary

H/W hardware
H2 O water
Ha height of aircraft
HALE high altitude long endurance (UAV)
Half Duplex a data bus that passes data in a uni-directional manner
HALT hardware accelerated life test
HAS hardware accomplishment summary
HDD head down display(s)
HDMI high definition multimedia interface
HEPA filter high efficiency particulate air filter
HF high frequency
HFDL high frequency data link
HFDS head-up flight display system (Thales)
Hg mercury
HGS head-up guidance system (Rockwell Collins)
HIRF high intensity radio field
HISL high intensity strobe light
HMD helmet mounted displays
HMI human–machine interface
HMS helmet mounted sight
HOL high order language
HOOD Hierarchical Object Oriented Design
Hot soak prolonged exposure to high temperatures
HOTAS hands on throttle and stick
HP horse power
HSA Hawker Siddeley Aviation
HSD horizontal situation display
HSI horizontal situation indicator
Ht height
HUD head-up display
HVGS head-up visual guidance system
HVP hardware verification plan
HX holding to a fix
HX X component of H
HY Y component of H
Hz Hertz
HZ Z component of H
 Glossary xxix

I/O input/output
IAC integrated avionics cabinets
IAP integrated actuator package
IAS indicated airspeed
IATA International Air Transport Association
IAWG Industrial Avionics Working Group
IBIT interruptive built in test
IC integrated circuit
ICAO International Civil Aviation Organisation
ICD interface control document
ID identifier
IDG integrated drive generator
IED Industrial Engineering Department
IEEE 1398 high speed data bus
IEPG Independent European Programme Group
IF initial fix
IFALPA International Federation of Air Line Pilots Association
IFE in-flight entertainment
IFF identification friend or foe (see ADS-B)
IFF/SSR identification friend or foe/secondary surveillance radar
(ADS-B)
IFPCS integrated flight and propulsion control system
IFR instrument flight rules
IFSD in flight shut down
IFSME in flight structural mode excitation
IFU interface unit
IFZ independent fault zone
IGOS inclined geo-stationary orbits
ILP integer linear programming
ILS instrument landing system
IMA integrated modular architecture
IMINT image intelligence
In Hg inches of mercury
IN inertial navigation
INCOSE International Council on Systems Engineering
INMARSAT International Maritime Satellite Organisation
INS inertial navigation system
xxx Glossary

INU inertial navigation unit

INV inverter
IOC interim operational clearance
IOR Indian Ocean Region
IP integer programming, internet protocol
IPC initial provision cost
IPFD Integrated primary flight display (Honeywell SVS)
IPR intellectual property rights
IPT Integrated Product Team
IR infrared, infrared
IRS inertial reference system
ISAR inverse synthetic aperture radar
ISDOD information system design and optimisation system
ISIS integrated standby instrument system
ISO International Organisation for Standardisation
IT information technology
ITAR International traffic in Arms Regulations
ITCZ Inter-tropical Convergence Zone
JAA Joint Airworthiness Authority
JAR Joint Airworthiness Requirement
JARTS Joint Aircraft Recovery and Transportation Squadron
JASC Joint Aircraft System/Component (FAA)
JAST Joint Advanced Strike Technology
JDAM Joint Direct Attack Munition
JOVIAL a high order software language
JSF Joint Strike Fighter
JTIDS Joint Tactical Information Distribution System
JTRS Joint Tactical Radio System
K Kelvin temperature scale unit
K1 K1 band (10.90–17.25 GHz)
Ka KA band (36.00–46.00 GHz)
kbit 103 bit (kilo bit)
kbps kilo bits per second
km kilometres
Ku Ku band (33.00–36.00 GHz)
kVA kilo volt amps
kW kilo Watt
Another random document with
no related content on Scribd:
 The day afterwards El Hakim and I rode into Nairobi, accompanied
by some of the men, and brought back twelve days’ rations of
m’chele (rice) for our safari, as we intended starting the following
day. Kriger and Knapp decided to come with us on a little pleasure
trip as far as Doenyo Sabuk, a bold, rounded prominence, rising
some 800 feet above the level of the plain, the summit being over
6000 feet above sea-level, lying about four days’ journey to the
north.
 CHAPTER II.
FROM KRIGER’S TO MARANGA.

Oil to Doenyo Sabuk—Troubles of a safari—George takes a bath—

The Nairobi Falls—Eaten by ticks—My argument with a
rhinoceros—The Athi River—Good fishing—Lions—Camp near
Doenyo Sabuk—We find the Athi in flood—We build a raft—
Kriger and Knapp bid us adieu—Failure of our raft—We cross the
Athi—I open a box of cigars—Crossing the Thika-Thika—Bad
country—We unexpectedly reach the Tana—The détour to the
Maragua—Crossing the Maragua—In Kikuyuland.
Kriger and Knapp joined us on the morning of June 7th, and at 2
p.m. we set out on our eventful journey. It was rather a rush at the
last moment, as so many things required adjustment. It was
impossible to foresee everything. I stopped behind as whipper-in for
the first few days, as the porters required something of the sort at the
commencement of a safari, in order to prevent desertions, and also
to assist those who fell out from fatigue.
On the first day I had a lot of trouble. The donkeys annoyed me
considerably; they were not used to their loads, and consequently
they kept slipping (the loads, not the donkeys), requiring constant
attention.
The porters also were very soft after their long carouse in the
bazaar, and every few yards one or another sat down beside his
load, and swore, by all the saints in his own particular calendar, that
he could not, and would not, go a step farther. It was my unpleasant
duty to persuade them otherwise. The consequence was, that on the
evening of the first day I got into a camp an hour after the others,
quite tired out. It was delightful to find dinner all ready and waiting.
To misquote Kipling, I “didn’t keep it waiting very long.”
The next morning we crossed one of the tributaries of the Athi
River. It was thickly overgrown from bank to bank with papyrus
reeds, and we were consequently obliged to cut a passage. The
donkeys had also to be unloaded, and their loads carried across. We
got wet up to the knees in the cold, slimy water, which did not add to
our comfort. We passed a rhinoceros on the road, but did not stop to
shoot him as we were not in want of meat.
Crossing another river an hour or so later, we made the passage
easily by the simple expedient of wading across up to our middles,
without troubling to undress or take our boots off; all except George,
who was riding the mule. He declared that he “wasn’t going to get
wet!” we could be “silly cuckoos” if we liked! he was “going to ride
across.” He attempted it; halfway across the mule slipped into deep
water, plunged furiously to recover itself, broke the girth, and George
and the mule made a glorious dive together into ten feet of water.
Jumping in, I succeeded in getting hold of the mule’s head while
George scrambled ashore, gasping with cold. In the mean time
Kriger and Knapp with El Hakim had got some distance ahead,
leaving George and myself to see the safari safely across. When we
reached the other side we found ourselves in a swamp, through
which we had to wade for over a mile before reaching firm ground.
Then the porters struck in a body, saying they were done up and
utterly exhausted, and could go no further. I eventually convinced
them, not without a certain amount of difficulty, however, that it would
be to their interest to go on.
Soon afterwards I got a touch of sun, and my head ached horribly.
I then fastened the saddle on the mule with one of the stirrup straps,
and rode some of the way. We reached the Nairobi River towards the
close of the afternoon, and crossed by clambering over the boulders
plentifully strewn about the river bed. Just below were the Nairobi
Falls, which are about 100 feet deep, and extremely beautiful.
At the foot of the Falls the river flows through a deep, rocky glen,
which in point of beauty would take a first prize almost anywhere.
Great water-worn boulders, clothed with grey-green and purple
mosses, among which the water trickled and sparkled in tiny musical
cascades; ferns of rare beauty, and flowers of rich and varied hues,
gave an artistic finish to the whole; an effect still further accentuated
by the feathery tops of the graceful palms and tree ferns that grew
boldly out from the steep and rocky sides of that miniature paradise.
We found the others had camped a few yards away from the Falls.
Kriger and Knapp had been fishing, and had caught a lot of fine fish;
Kriger had also shot a congoni. I had my tent pitched, and
immediately turned in, as I felt very tired and feverish. Walking in a
broiling sun, and shouting at recalcitrant porters for eight and a half
hours, on an empty stomach, is not calculated to improve one
physically or morally.
After a good night’s sleep I felt much better, and decided to walk
when we made a start next morning, handing the mule over to
George, who had been very seedy ever since we left Nairobi, the
result of his recent severe illness in Uganda. When the tents were
struck, we headed due northwards to Doenyo Sabuk, which was now
beginning to show up more clearly on the horizon. It was about
twenty miles distant, and we calculated that two days’ further
marching would take us round it.
Soon after we started Knapp shot a guinea-fowl. He used a
Winchester repeating shot-gun, a perfectly horrible contrivance, of
which he was very proud. When the cartridges were ejected it
clanked and rattled like a collection of scrap iron being shaken in a
sack.
During that march we had a maddening time with the ticks, with
which the Athi plains are infested. They were large, flat, red ticks,
similar to those I have seen in Rhodesia (Ixodes plumbeus?). They
clung to our clothing and persons like limpets to a rock. We should
not have minded a dozen or two, at least not so much, but they
swarmed on us literally in thousands. We halted every few moments
while Ramathani brushed us down, but, so soon as we were
comparatively cleared of them, we picked up a fresh batch from the
long grass. They bite very badly, and taking them by and large, as a
sailor would say, they were very powerful and vigorous vermin;
almost as vigorous as the language we wasted upon them.
About an hour after we started we sighted a rhinoceros fast asleep
in the grass, about three hundred yards down wind. George and I
examined him with the binoculars—the others were a mile ahead—
and as we were not out looking for rhinoceros just then, we passed
on. We had proceeded barely a quarter of a mile when a confused
shouting from the rear caused us to look round. The sleeping
rhinoceros had wakened, and proceeded to impress the fact upon
the safari. Having winded the men he incontinently charged them,
and when George and I glanced back we saw the ungainly brute
trotting backwards and forwards among our loads, which the men
had hurriedly dropped while they scattered for dear life over the
landscape. It was certainly very awkward, as it looked very much as
if I should have to go back and slay it, which, I will confess, I was
very loth to do, as Ramathani was some distance ahead with all my
spare ammunition. The magazine of my ·303 contained only half a
dozen cartridges, with soft-nosed bullets. I diplomatically waited a
while to see if the brute felt disposed to move; but it was apparently
perfectly satisfied with its immediate surroundings, and stood over
the deserted loads snorting and stamping and looking exceedingly
ugly.
The cattle and donkeys, which were under Jumbi’s charge, were
also coming up. Jumbi came as near as he dared, and then halted,
and waited in the rear till it should please the Bwana (meaning me)
to drive the “kifaru” away. The rest of the porters having scuttled to
what they considered a safe distance, sat down to await events with
a stolid composure born of utter irresponsibility.
I felt, under the circumstances, that it was incumbent upon me to
do something, it being so evidently expected; so I advanced towards
the rhinoceros, not without some inward trepidation, as I greatly
distrusted the ·303. Walking to within fifty yards of the spot where it
was stamping defiance, I shouted at it, and said shoo! as sometimes
that will drive them away. It did not move this beast, however, so,
mentally donning the black cap, I took careful aim, and planked a
bullet in his shoulder! If it was undecided before the beast soon
made up its mind then, and, jumping round like a cat, came straight
for me at a gallop, head down, ears and tail erect, and a nasty
vicious business-like look about the tip of his horn that gave me cold
chills down the spine. I don’t wish to deny that I involuntarily turned
and ran—almost anybody would, if they obeyed first impulses. I ran
a few yards, but reason returned, and I remembered El Hakim’s
warning that to run under such circumstances was almost invariably
fatal. I turned off sharply to the right, like the hunters in the story
books, hoping that my pursuer would pass me, and try one of the
porters; but he wouldn’t; he had only one desire in the wide, wide
world, and that was to interview me. I, on the other hand, was
equally anxious not to be interviewed, but I must admit that at the
moment I did not quite see how I was to avoid it. He was getting
closer and closer at each stride, so there being logically no other
way, I stopped and faced him.
I therefore knelt down and worked my magazine for all I was
worth, fervently hoping that it would not jam. In less than ten
seconds I put four bullets into the enraged animal at short range. All
four took effect, as I distinctly saw the dust spurt from his hide in little
puffs where they struck. At the fourth shot he swerved aside, when
within fifteen yards of me, and as he turned I gave him my sixth and
last cartridge in the flank to hasten his departure; and very glad
indeed I was to see him go. He had six bullets in various parts of his
anatomy; but I expect they did little more than break the skin, though
the shock probably surprised him. He disappeared over a rise in the
ground a mile away, still going strong; while I assumed a nonchalant
and slightly bored air, and languidly ordered the men to take up their
scattered loads and resume the march.
An hour or so after we reached and crossed the Athi River. It was
a hot and dusty tramp. Kriger being some miles ahead, had, with a
laudable desire to guide us, fired the grass on his way. The result
was hardly what he anticipated. The immense clouds of smoke gave
us our direction perfectly well, but the fire barred our progress. Quite
half a dozen times we had to rush through a gap in the flames, half
choked and slightly singed. Once or twice I thought we should never
get the mules or donkeys through at all, but we chivied them past the
fire somehow. The burnt ground on the other side was simply
horrible to walk on. I fully realized what the sensations of the “cat on
hot bricks” of the proverb were. Kriger meant well, but, strange to
say, neither George nor I felt at all thankful. As a matter of fact, our
language was at times as hot as the ground underfoot, not so much
on our own account as on that of our poor barefooted men.
The Athi was not very wide at the point where we crossed, but a
little distance lower down it becomes a broad and noble stream
flowing round the north side of Doenyo Sabuk till it joins the T’savo
River about 120 miles south-east of that mountain, the two
combining to form the Sabaki, which flows into the sea at Milindi.
The Athi is full of fish, and we saw fresh hippopotamus’ tracks near
the spot where we camped at midday.
After lunch George and I went fishing with Kriger and Knapp: net
result about 40 lbs. of fine fish, a large eel, and a mud turtle.
Afterwards Kriger and I went out shooting. We were very unlucky.
Out on the plains towards Doenyo Sabuk we saw vast herds of
game, including congoni, thompsonei, zebra, impala, and water-
buck, but the country was perfectly flat and open and the wind most
vexatiously variable, so that, do what we would, we could not get
within range. I managed to bag a hare with the before-mentioned
piece of mechanism which Knapp miscalled a shot-gun. Soon
afterwards we were traversing some broken rocky ground when
Kriger suddenly exclaimed, “Look, there are some wild pig!” We
started after them, and got within a hundred yards before we
discovered that the supposed wild pig were a magnificent black-
maned lion and four lionesses. They spotted us almost as soon as
we had seen them, and when we tried to get near enough for a shot
they walked into a patch of tall reeds and remained there growling,
nor would they show themselves again. We did not think it good
enough to tackle five lions in thick reeds, so we reluctantly withdrew.
Kriger had shot a lion some months previously, and was attacked
and badly mauled by the lioness while examining the prostrate body
of his quarry, his left arm being bitten through in several places. He
struggled with her for some minutes, forcing his arm between her
open jaws, and thereby preventing her from seizing his shoulder or
throat. His life was only saved by a sudden fall backwards over a
bank which was concealed by the undergrowth. The lioness was so
surprised by his complete and utterly unexpected disappearance
that, casting a bewildered look around, she turned and fled.
 We continued our hunt for game, and presently Kriger wounded a
congoni. It appeared very badly hit, and we followed it for several
miles in the hope that it would drop; but it seemed to get stronger
with every step, and finally, to our great disgust and disappointment,
joined a herd and galloped away, while we sat down on the hard cold
ground and bemoaned our luck. On the way back to camp—and a
weary walk it was—we shot another solitary congoni at three
hundred yards’ range, and fortunately hit him; but we put three
bullets each into the beast before it dropped, so remarkably
tenacious of life are these animals. We returned to camp at dusk,
thoroughly tired out. I retired to rest immediately after dinner, thus
concluding a not entirely uneventful day.
We did not march the next day, as El Hakim wished to examine
the surrounding country from a farming and stock-raising point of
view. He and Kriger rode off on the mules after breakfast with that
intention. Knapp and I went fishing, while George—sensible chap—
laid himself on the grass in the shade and watched us. Knapp caught
one very fine fish weighing over 9 lbs., while I caught only two small
fish and a sharp attack of fever. I returned to camp and climbed into
my blankets. In an hour and a half my temperature rose to 105°, and
I felt very queer indeed; but towards evening I recovered sufficiently
to eat a little. El Hakim and Kriger returned at 6 p.m., having
explored the adjacent country to their satisfaction, and on their return
journey they shot a zebra and a congoni. Zebra meat is excellent
eating, especially if it has been hung for three or four days. When
cooked it is firm and white, in appearance somewhat resembling
veal. We always secured the strip of flesh on each side of the
backbone, called by the Swahilis “salala” (saddle), and also the
under-cut, or “salala n’dani” (inside saddle), for our private
consumption. The kidneys are very large, as big as one’s fist; and
they, as are also the brains, are excellent eating when fried in hippo
fat.
We started at 7 a.m. on the following morning, El Hakim, Kriger,
and Knapp going a long way ahead, leaving George and myself with
the big mule, to look after the safari. George was still so queer that
he could hardly sit on the mule. He was constantly vomiting, and at
every fresh paroxysm the mule shied, so that poor George had
anything but a cheerful time. I did not know the way, and depended
wholly for guidance on the spoor of the others who had started early.
Soon after starting, a pair of rhinoceros charged us, scattering the
safari far and wide over the plain in a medley of men, loads,
donkeys, and cattle. I went back with the 8-bore, which I had kept
close to me since my experience two days before, but before I could
get near them they made off again, nearly getting foul of Jumbi in
their retreat. He had hidden himself in the grass, and they passed
within a dozen yards of him without becoming aware of his presence.
I have mentioned that I was depending for guidance on the spoor
of that portion of the caravan which had preceded me, so it can be
imagined that I was exceedingly surprised to come upon a party of
the men who had left camp before me, sitting down waiting for me to
come up. On being questioned they stated that the “m’sungu” (white
men) were “huko m’beli” (somewhere ahead), but as they had
lagged behind, and so lost them, they had waited for me to come up
and show them the way. I was in something of a quandary, as, the
ground being very rough and stony, no tracks were visible. After a
moment’s consideration I decided to make for the north end of
Doenyo Sabuk, which was quite near, as I knew the others intended
going somewhere in that direction. On the road I stalked and shot a
congoni, but my Swahili aristocrats refused to touch the meat, as I,
and not they, had cut its throat, consequently it was “haran” (i.e.
sinful, forbidden). They were much less fastidious later on, and ate
with avidity far less palatable food than freshly killed congoni.
After a solid eight hours’ march I came up with the others. They
had camped on the right bank of the Athi, which at this place is very
broad and deep. It makes a vast curve here from due north to south-
east, so that we were still on the wrong side of it, and would have to
recross it in order to reach the Tana River. Kriger and Knapp were,
as usual, fishing, and had caught some magnificent fish, averaging 9
lbs. to 10 lbs. each. On our arrival in camp, George and I had a
refreshing wash and a cup of tea, which revived us considerably. In
the evening I shot a crested crane (Belearica Pavonina) with the
·303. George went to bed early, as he was very weak and
exhausted; I did not feel very bright either, after the smart attack of
fever I had had the day before, coupled with that day’s eight-hour
tramp in a blazing sun.
We did not move on the following day, as El Hakim wished to
examine the surrounding country. He and Kriger accordingly saddled
up the mules and made another excursion. They saw a leopard on
the road about a mile out of camp, but the man who was carrying
their guns was, unfortunately, some distance in the rear at the time. I
believe El Hakim used bad language, but I could not say for certain,
though I do know the gun-bearer looked very sorry for himself when
they returned to camp in the evening. They saw some very pretty
falls on the river lower down, situated in the midst of a very lovely
stretch of park-like scenery. El Hakim was quite enthusiastic about
them.
We spent the next day looking for a place to cross the river. It was
from this camp that Kriger and Knapp were to return to their station,
and our journey was really to begin. We examined a ford that Kriger
knew of, two hours’ journey up the river, but found the river in flood
and the ford deep water. On the way back El Hakim shot a congoni,
which gave us a much-needed supply of fresh meat. As there
seemed no other way out of the difficulty, we decided to build a raft.
We found it a very tough task, there being no material at hand, as
the wood growing near was all mimosa thorn, so hard and heavy
when green that it will hardly float in water. We spent all the
afternoon, waist-deep in the river, lashing logs together with strips of
raw hide cut from the congoni skins. When the raft was finished, just
before sundown, it looked very clumsy and unserviceable, and we
had very grave doubts of its utility, as the volume of water in the river
was very great, and the pressure on such an unwieldy structure was
bound to be enormous—much more than any rope of ours would
stand. However, that was a question that the morrow would decide;
so we moored the raft to an island a few yards from the bank, and
went back to camp for dinner.
We dined on the crane I had shot two days before. It was as large
as a small turkey, and splendid eating, though my ·303 had rather
damaged it. El Hakim and I sat up late into the night, making final
arrangements and writing letters, which Kriger was to take back with
him next morning, when we intended to make a determined effort to
cross the river en route for Mount Kenia and the “beyond.”
Kriger and Knapp returned to Nairobi early on the morning of June
14th. They took our remaining cattle back, as we found them too
much trouble, and El Hakim had others at Munithu, in North Kenia,
which we could use if we required them for trade purposes. We bade
them adieu, and they returned the compliment, wishing us all kinds
of luck. They then departed on their homeward journey.

THE ATHI RIVER NEAR DOENYO SABUK.

 CROSSING AN AFFLUENT OF THE SAGANA. (See page 50.)

We found our raft waterlogged and almost entirely useless, but we

determined to try what we could do with it. We had great difficulty in
persuading the men to go into the water, but managed it at last, and
got a rope across the river with which to haul the raft over. We put
two loads on it, and though they were got safely across they were
soaked through, and once or twice very nearly lost. When we tried to
haul our raft back the rope parted, and the unholy contrivance we
had spent so much time and labour upon drifted rapidly down-
stream, and was lost to sight.
We abandoned the idea of crossing by raft—especially as there
was then no raft to play with—and so we prospected up the river-
bank for some little distance, and eventually discovered a place that
promised a better crossing than any we had previously seen. There
were two or three small islands near the hither bank of the river,
which narrowed it to more manageable proportions, and by lunch-
time we had rigged the rope across the main channel. After lunch we
all stripped, and prepared for an afternoon’s hard work; nor were we
disappointed. The stream, breast-deep, was running like a mill-race.
Its bed was composed of flat slabs of granite polished to the
smoothness of glass by the constant water-friction. Strewn here and
there were smooth water-worn boulders with deep holes between,
which made the crossing both difficult and dangerous. By dint of half
wading and half swimming, holding on to the rope for safety, we
managed with incredible labour to get all the loads across without
accident.
Getting the mules and donkeys across was a still more difficult
task. They absolutely refused to face the water, and had to be forced
in. Once in, though, they did their best to get across. The mules and
four of the donkeys succeeded after a severe struggle, but the other
two donkeys were swept away down-stream. We were unwilling to
lose them, so I swam down the river with them, trying to head them
towards the opposite bank. I succeeded at last in forcing them under
the bank a quarter of a mile or so lower down stream; but at that
place it was perfectly perpendicular, and there we stood, the two
donkeys and myself, up to our necks in water on a submerged ledge
about two feet wide, on one side of us the swiftly rushing river, which
none of us wished to face again, and on the other side a perfectly
unclimbable bank, topped with dense jungle. I thought of crocodiles,
as there were, and are, a great many in the Athi River, and I went
cold all over, and wished most heartily that I was somewhere else. I
shouted for the men, and presently heard their voices from the top of
the bank overhead; they could not reach me, however, as the jungle
was so thickly interlaced as to be impenetrable. They tried to cut a
way down to me, but gave it up as impossible; besides, they could
not have got the donkeys out that way, anyhow.
I grew more than a little anxious about the donkeys, as I was
afraid they would lose heart and let themselves drown. Donkeys are
like that sometimes when they are in difficulties. I clung to the ears of
my two, and held their heads above water by main force. I got cold
and chilled, while thoughts of crocodiles would come into my head.
Once a submerged log drifted past beneath the surface, and in
passing grazed my thigh. I turned actually sick with apprehension,
but it went on with the current, and left me shivering as with ague. I
ordered some of the men to get into the river and swim down to me,
and presently they arrived. I immediately felt much better, as I
reflected that my chances of being seized were now considerably
lessened.
When I had got half a dozen men down, we took the donkeys by
the ears and tails, and half towed, half pushed them up-stream
against the current, and successfully landed them, though certainly
they were more dead than alive.
I found that El Hakim and George had got the tents up, and that
dinner was being prepared by the indefatigable Ramathani. I dried
myself, and, putting on some clothing, went out in search of
something edible in the way of meat. I saw no antelope, but I made a
good shot with the ·303 at an adjutant stork (Leptoptilus marabou).
The tail feathers, the Marabout feathers of commerce, were
magnificent. This bird is a carrion-eater, and consorts with the
vultures, so it was therefore not suitable for the pot. I cut off the large
bag attached to the throat, in order to make a tobacco-pouch of it,
but the dog sneaked it and, I believe, devoured it.
We sat down to dinner in the moonlight, all three of us thoroughly
tired out, but pleased at having conquered the formidable Athi. Now,
I had in my possession a box of particularly atrocious cigars, which I
had bought in a hurry on the day we left Nairobi as a surprise for El
Hakim and George. They were somebody’s “Morning whiffs.” As far
as the others were concerned, the surprise was complete, but they
surprised me also, though I was half expecting something out of the
common.
I remember the first one I smoked that night. I remember it
distinctly, though I would much rather forget it. We had just finished
dinner, and were sitting at the table in semi-darkness. It was a
beautiful evening. The stars shone brilliantly in the unclouded
firmament, and the cool breeze softly played and whispered among
the palms. The men were happy and contented, and all was peace
and harmony. Suddenly remembering those cigars, I went into my
tent and took three out of the box. I put two of them in my pocket for
the others, and proceeded to light my own before going outside
again. The first puff knocked me backwards, but I strove gallantly to
recover my scattered faculties, and, dashing the tears from my eyes,
made another attempt. It was hard work, but I persevered, though I
admit I perspired freely. After a little practice I found that if I took a
cautious draw or two, sandwiching deep long draughts of fresh air
between each, I could manage to get along. Then I went outside and
sat down at the table where El Hakim and George were quietly and
happily conversing.
Presently George said, “Funny smell, isn’t it?”
“Yes,” El Hakim replied. “I have noticed it for the last two or three
minutes. I hope those men have not set fire to the grass.”
“Have you noticed it?” said George to me.
“No, I can’t say I have,” I answered. “What is it like?”
“Great Scott! your nose must be out of order,” said George. “It
reminds me of a brickfield. I wonder what it can be?”
“Oh, you fellows must be dreaming,” said I. “I can’t smell anything
extraordinary.”
“Can’t you?” said El Hakim, turning in his chair to look at me.
“Hullo! what are you smoking?” he added.
“A cigar, of course, and a jolly good one too,” said I, puffing away
vigorously as a proof of my enjoyment, which very nearly proved my
undoing. “Have one?”
El Hakim rose slowly to his feet, and gazed sorrowfully and
reproachfully at me; then giving one or two distinctly audible sniffs,
he walked slowly to the edge of the camp and gazed silently over the
plains, followed a moment later by George, who made some almost
unintelligible remark about “he could stand a good deal, but that——”
and, shuddering visibly, he too vanished.
I threw the remains of the cigar into the river, where it probably
continued its nefarious career, doubtless doing a lot of harm.
George, with a lofty disregard of my feelings, euphoniously
christened them “stinkers,” and neither he nor El Hakim could ever
be persuaded to smoke one.
I got hardened to them in time, but I only smoked them on special
occasions or in default of anything better. I used to smoke them after
George and I had turned in for the night. It did not matter whether
George was asleep or not; after the first half-dozen puffs he would
turn over in his blankets, and, giving vent to a resigned and massive
sigh, get up, and, uttering no word the while, he would with great
ostentation and an unnecessary amount of noise, open the tent-flaps
at each end, thus letting a fierce draught through. He would then go
back to bed again, and shiver violently with the cold, and cough
pathetic little coughs, till in sheer self-defence I would discontinue
smoking and close the tent, but I would have my revenge in the
morning while we were dressing, as I would then relight the end left
from overnight. George said the smell took away his appetite for
breakfast, but that must have been mere vulgar prejudice, as I never
noticed anything wrong with his appetite.
We were off again next morning, and in two hours reached the
Thika-Thika, the next considerable river on our route. It was the
inhabitants of the country adjacent to this river about whom we were
warned in Nairobi; but, in consequence of our détour north-eastward
to Doenyo Sabuk, we struck the river much lower down than the
presumably hostile districts.
It was a rather narrow but deep stream, full of water, with a very
swift and powerful current. We could not find a crossing-place, so we
tried to bridge the stream at the cataracts which we discovered lower
down, at which place the channel narrowed to something like twenty
yards. There was a large tree standing on the bank, and we cut it
down in the hope that it would fall across the river. It was a long and
tiresome task, and somehow the tree fell the wrong way; so we
thought we would not built a bridge, after all. We then went higher up
the river, and at one place found two dead logs, which we lashed
together to form a raft. The raft completed, we called for a volunteer
to take the line across. As Asmani ben Selim was a good swimmer,
we ordered him to volunteer. He did so, and got the line across
without accident. He then hauled the raft across with another line
attached, by which we were enabled to haul it back again, and then,
having satisfactorily demonstrated the practicability of our idea, we
adjourned for lunch.
After the meal we went down to the river again, and amused
ourselves all the afternoon by pulling the raft to and fro across the
river with two loads on at a time. We had all the loads safely across
by five o’clock in the afternoon, and then proceeded to get the men
across by the same means. Some of them had not sense enough to
sit still, and on three separate occasions they managed to upset the
unstable craft in midstream, and were hauled across clinging to the
overturned raft, feeling very miserable indeed, which feeling was in
no way alleviated by the gibes of their more fortunate companions
who had got across without accident.
It was dark by the time the last man had crossed, and the animals
were still on the wrong side of the river. We accordingly camped on
the bank, and sent a guard of three men back again to look after
them during the night.
At daylight next morning we proceeded to get the animals across
by the simple expedient of tying one end of the rope round their
necks, when a team of a dozen men on the opposite bank of the
river soon hauled them, kicking and struggling, across. I admit that
they made the passage for the most part under water; but still, there
was no other way, and the objections of the animals themselves,
though very strenuous, did not count for much.
That business concluded, we struck camp and continued our
march. We followed no road, and, being without a guide, we
travelled by compass in a north-easterly direction. By so doing we
hoped to strike the upper waters of the Tana River at Maranga. We
saw great numbers of antelope on the road, and there were also
numerous herds of zebra and brindled gnu (Connochactus taurinus).
We were in want of meat, but the game was very shy, and while
stalking a herd of zebra I had the ill luck to startle them somehow,
and they went off at a gallop. I took a long shot—200 yards—at the
leader of the herd, and, as luck would have it, brought him down.
 We went on till 10 a.m., when we halted for breakfast, and did
ourselves very well on grilled zebra liver. We made a “Telekesa”
march (i.e. a march resumed after a short halt for refreshment),
usually necessary in localities where water is scarce and water-holes
long distances apart—so by soon after midday we were on the move
again.
The country was now getting very nasty. We could see low ranges
of steep hills ahead that promised to be very inconvenient. At dusk
we ascended the outlying spurs, finding it very hard work, and soon
after we camped for the night. I shot a congoni during the afternoon,
which kept us in fresh meat for a day or two. That the estimate we
had formed of the natural difficulties to be encountered was a correct
one, we had many opportunities of verifying during the next two
days. It was a perfectly horrible piece of country. It seemed to be a
collection of rocky hills thrown down just anyhow, without the
slightest regard for order. Long coarse grass and rank vegetation did
their very best to impede our progress. We were retarded every half
mile or so by steep descents, down which we toiled slowly and
painfully, only to find a roaring rushing torrent at the bottom, that
needed the most careful negotiation. Our poor donkeys suffered very
much by the constant loading and unloading of their burdens,
rendered necessary in order to cross some particularly obnoxious
ravine, while the men’s patience was severely tried.
In the early morning it was still worse, as the dense undergrowth
was then soaked through with the heavy dew, which descended on
us in icy showers as we forced our way through, thus adding to our
other miseries. There was no game to speak of. I shot one solitary
congoni at our first camp in this uninhabited wilderness, and on the
same day we inadvertently walked on to a sleeping rhinoceros,
which livened things up a little.
El Hakim was riding at the head of the safari, and George, on the
other mule, was close behind him. I was walking a few yards behind
George. Suddenly I saw El Hakim stiffen in his seat and kick his feet
free of the stirrup-irons; a fraction of a second later he was out of the
saddle and behind a bush, while George emulated his example with
a promptitude that could only have been rendered possible by the
most urgent necessity, George being, as a rule, extremely deliberate
in his movements, as befits a heavy man. At the same instant, with a
rush and a snort, a large black rhinoceros galloped blindly at us. I
took up an unobtrusive position behind an adjacent tree, with as little
delay as possible consistent with my dignity, and the rhinoceros
rushed past and disappeared. It appeared annoyed at being
disturbed.
On the afternoon of the third day after leaving the Thika-Thika we
got into some very dense scrub, and fairly lost ourselves. The bush
was absolutely impenetrable, except for the low tunnels made by
wandering hippopotamus, which indicated the presence of water not
far off. These tunnels gave the scrub the appearance of a gigantic
rabbit-warren, in which we had to walk bent double in order to make
any headway at all. It was exceedingly hot and dusty, and we
plunged about in the bewildering maze of tunnels till we were tired
out, while seemingly no nearer to the opposite side. Presently the
tunnel in which we were burrowing at the moment abruptly dipped
downwards, and a few yards further on we emerged unexpectedly
on the edge of a broad and noble river, which flowed swiftly and
serenely past our delighted eyes.
We had no doubt that this was the Tana which we had not
expected to reach for another day at least; a surmise which proved
to be correct. It is called here the Sagana, or more rarely the
Kilaluma (i.e. firewater). It is a very beautiful river, with very high
perpendicular banks clothed in the most lovely verdure. Tall water-
palms (Raffia sp.?) reared their stately heads far above the
surrounding luxuriant vegetation; while tropical trees of many
species formed a playground for troops of monkeys. Birds of brilliant
plumage darted hither and thither like diminutive rainbows, and
completed as charming a picture of tropical beauty as could be found
in Africa.
The river itself was about eighty yards broad, and very deep, with
a four-miles-an-hour current. We had struck it at a point about two
days’ march above the Carl Alexander and Sweinfurth Falls. It is full
of hippopotamus. George shot at one in the water, but it sank
immediately and disappeared from view.
 Our men skirmished round, and discovered a small clearing, in
which we camped. Some of the Wakamba porters informed us that
farther up the river there was a bridge, and beyond that the
“shambas” (plantations) of the A’kikuyu. We were rather sceptical
about the bridge, as they used the word “dirage,” which is the Swahili
word used by the Wakamba either for a bridge, a boat or raft, or a
ford, though the Swahilis themselves have separate and distinct
words for each.
We ascertained one fact. A large river, called the Maragua, joined
the Sagana two hours’ march up-stream, and we should have a
much better chance of a successful crossing if we crossed before
the Maragua joined forces with the already swollen Sagana, though
such a course necessitated crossing two rivers instead of one.
Early next day we set off up-stream in a westerly direction.
Travelling was like an excursion over the roofs of a row of houses.
The jungle was very dense everywhere, and we were also in
constant danger from the numerous hippopotamus-traps which had
been set by the natives, who sometimes hunt this side of the river.
These traps consisted of a heavy log of wood, probably thorn, about
18 inches long and 9 inches in diameter, with an iron blade 8 inches
long firmly set in one end. This was suspended blade downwards
over the centre of the path, and connected with a cord stretched
across the path an inch or so above the ground. When the
unsuspecting hippopotamus passed that way it kicked the cord,
thereby releasing a catch, and down dropped the heavy log, armed
with its keen blade, into the unfortunate victim’s back, usually
severing the spine. We had to keep a very sharp look-out for these
traps, sending men ahead of the safari to search for them and
release the suspended log before we passed.
We lost sight of the Sagana altogether in an hour or so, as here it
makes a big curve to the north before flowing down again to the
Mumoni hills. We reached the Maragua in due course, and found
that our men’s information was correct, and that there was a genuine
bridge. I discovered later that it was built by Gibbons on his ill-fated
journey to M’bu. It was very well built, some small islands in the
channel being utilized as piers, upon which were laid the straight