TSR2
Page 57
[Issue 2: replaced by: Manually operated controls which override the automatic system are to be provided to permit corrective action to be taken. An accurate indication, at all times, showing usable fuel remaining is required.]
Fuel Jettison System
In order to permit the pilot to reduce the aircraft’s weight in an emergency, or should a mission have to be abandoned, a system of fuel jettisoning with a high flow rate is required. It is to be impossible to jettison more than 80% of the total internal capacity. Switching off is to be automatic or at the discretion of the pilot. If it is possible to carry out an emergency landing at the maximum takeoff weight less 1000lbs. of fuel, and without any external stores, then fuel jettison is not required. Under these conditions it may be assumed that when landing on the runway stipulated in para. 28 above, a safety barrier will be available.
SAFETY AND SURVIVAL
Oxygen
A demand oxygen system using liquid oxygen is required. Sufficient oxygen is to be provided for the full endurance of the aircraft when operated at the worst altitude for oxygen consumption, and allowing for the use of one in-flight refuelling. If sufficient advantages accrue it will be acceptable for the entire oxygen system for each crew member to be incorporated in the ejection seat.
Ejection Seats
Two fully automatic ejection seats are required. It must be possible to use the seats at all heights from ground level to 50,000ft and at speeds up to 750kt EAS or Mach 2. Single-action release is to clear the ejection path and fire the seat. The achievement of escape at the higher speeds should not prejudice escape at the lower speeds.
[Issue 2: increased to 56,000ft.]
Canopy Jettisoning and/or Escape Hatches
Apart from any arrangements that may be made under para. 87 it is to be possible to jettison the canopy and/or escape hatches by a simple hand operated control to enable the crew to leave the aircraft quickly in the event of ditching or crash landing.
Protection Against Bird Strikes
The windscreen is to be capable of withstanding the impact of a 3lb. bird when the aircraft is flying at 750kts EAS. As far as practicable, consideration should also be given to protecting the air intakes and engines against damage due to bird strikes.
Access
Suitable access is to be provided which will enable the crew to enter and leave the aircraft without assistance or special ground equipment.
Aircrew Flying Clothing
Since the aircraft is to be designed primarily for operation at low altitude, with only a medium-altitude capability as an alternative, it is intended that the crew shall wear the least possible special clothing. However, adequate protection from the effects of ejection at high indicated airspeeds must be provided by the clothing if it is not provided by the design of the seat.
It is intended that the crew shall wear:-
Air ventilated suit.
Lightweight overalls.
Anti-G trousers.
Protective helmet.
P-type mask or a suitable development thereof.
[Issue 2: added new sub-para (f) covering a partial pressure jerkin for use above 50,000ft only.]
A combined connector (OR.928) is to be provided at each crew station.
OTHER FEATURES
Night Flying Equipment
Full night flying equipment is required. Cockpit lighting is to be based on the use of integrally lit instruments, plastic plate illumination for consoles, and red floods for standby systems. Landing lights, taxy lamps and flashing 3-intensity navigation and collision warning lights are required.
[Issue 2: flashing 3-intensity navigation and collision warning lights changed to standard steady navigation lights and flashing anti-collision warning lights.]
Blackout
It is to be possible to blackout the navigator’s station so as to prevent light from entering the pilot’s station or showing externally, and to exclude atomic flash from the navigator’s compartment. Suitable atomic flash screens controllable by the pilot are to be available at the pilot’s station.
Sunblinds
Adjustable sunblinds are to be fitted to the cockpit transparencies.
Anti-Dazzle Lighting
Anti-dazzle white lighting is required.
Protection Against Effects of Nuclear Weapons
The airframe is to be designed so as to withstand to the maximum extent practicable the effects of thermal flash and shock pressures. The airframe should be capable of withstanding a thermal flux of 100 calories per square centimetre. The Air Staff wish to be advised of the penalties of meeting this figure.
Radar Echoing Area
The radar echoing area of the aircraft is to be kept to a minimum, especially in the head on aspect. Features with bad echoing characteristics are to be avoided as far as possible by attention to detail design. Suitable radio absorbent materials are to be used when necessary and practicable.
Fatigue Life
The best possible fatigue life is required. A fatigue load meter is required. On the basis of the sortie profile defined in paragraph 19 the minimum acceptable fatigue life is 3,000 hours based on fatigue meter readings. It is to be assumed that half of the aircraft’s flying will be done in tropical c1imates.
Explosion Suppression
Continuous internal fuel tank protection is required.
[AL3: gas purging of fuel tanks deleted.]
Engine Starting
A self-contained engine starting system is required. Consideration will be given to any novel means of self-starting which may alleviate weight or structural problems.
Engine Control
Means should be provided automatically to ensure that the engine limitations are not exceeded under any conditions within the flight envelope of the aircraft.
Thrust Measurement
An accurate means of measuring thrust is required for each engine.
Weapon Bay Air Conditioning
The aircraft weapon bay should be provided with air conditioning for the tactical nuclear weapon compatible with the arrangements for air conditioning the store on the ground during the 30-day standby period. The temperature range for the bomb is +18°C to +28°C.
Infra-red Suppression
Infra-red emission is to be reduced to the minimum practicable without impairing performance.
Brake Parachute
Release mechanisms should not incorporate an armament release unit.
Warning Systems
The standard warning system is required. Aural warning of an emergency should be considered, specifically far warning that structural temperature limitations are being reached.
Cockpit Colour Scheme
A grey colour scheme is required.
TRAINING
(a) Flight Training. There will be a requirement for facilities for pilot training on the type. Attention should be given, in the design of the basic aircraft, to means of making a conversion trainer as easy as possible.
(b) Flight Simulator. A full crew simulator is required at least six months before introduction of the aircraft into Service, It is to be developed concurrently with the weapon system and will form the subject of a separate Air Staff Requirement.
(c) Other Synthetic Training Aids. Synthetic aids for crew training, and where applicable systems servicing training, are to be provided six months before the introduction of the weapon system into Service.
SERVICING
The aircraft and its equipment are to be so designed and constructed as to reduce to a minimum the need for servicing or inspection, other than the replacement of consumable stores, over any period of 100 flying hours or four months elapsed time, whichever is the shorter. As an aid to servicing as much as possible of the aircraft’s equipment is to be installed on the package principle.
It must be possible to change major components in the field. Replacement of those items which are more likely to sustain damage, e.g. wheels, must be quick and simple.
Servicing of the aircraft, includin
g exchange of components is, so far as practicable, to be possible without removing or disturbing parts of another system. It is to be possible to service the aircraft for flight without removing the weapons.
In pursuance of the Weapon System concept all ground servicing equipment which has special application to this aircraft is to be designed and developed concurrently with the aircraft. Special attention is to be given to making this equipment air transportable.
TARGET DATE
The Air Staff require a CA Release for this weapon system which will enable a squadron to be fully equipped by 31st December, 1965.
Air Ministry, (D.O.R.(A))
8th May, 1959
8th May, 1959
APPENDIX III
Flight Reference Cards
Some idea of the relatively simple nature of the first two aircraft can be gleaned from the normal and emergency drills on the crew’s Flight Reference Cards (FRCs), reproduced below:
BRITISH AIRCRAFT CORPORATION
(PRESTON DIVISION)
T.S.R. 2
(XR220)
FLIGHT REFERENCE CARDS (1)
PILOT’S
NORMAL OPERATING DRILLS
ISSUE 1, APRIL 1965
Issued by - Technical Publications Dept.,
WARTON AERODROME, LANCS.
COCKPIT CHECKS
BEFORE ENTERING
Emergency oxygen
1,800lb/in2 maximum
Seat safety pins
Inserted in seat gun, chute withdrawal guillotine, firing handle, canopy jettison handle:
Removed from head restraint guillotine, drogue gun and barostat. Check linkages.
AFTER ENTERING
Rocket pack
Sear pin removed
C.W.P.
Unmuted; press to test; cancel attention-getters
AFCS channel switches
FIN and TAILN off (up); cover raised
AUD. WN switch
NORM/guarded
Rapid start panel
All ganged switches ON (up); FLIGHT/MOTOR OVER to MOTOR OVER
100% OXY/AIRMIX switch
AIRMIX
Strap in
Radio switch 4
I/C NORM. Check with navigator. Call for oxygen. Check OXY and NAV. OK warnings out
Mask/jerkin
Press to test
Stand-by regulator
Check functioning; return to main regulator
Emergency oxygen control
Fully home
Trim indicators
Main trim switches for live circuit and normal functioning
Standby trim for normal functioning
ROLL/YAW GEARING switch and indicator
Test individual switch pairs for travel over full range; set at 0.
LEFT-TO-RIGHT CHECK
Port console :-
Instrumentation Switches
As Flight Briefing Schedule
CONE switches
MANUAL; Cones at 17 °
(DO NOT MOVE CONES ON GROUND)
Throttles
COCK OFF
Fuel contents
Agree with navigator
Fueldraulic PUMP switch
NORM
C.G. datum switch
(inoperative)
Manual transfer switch
off (central)
Autobalance master switch
Select GAUGE and FLOW in turn, for each check CROSSFEED cock OPEN; select off (central), check cock SHUT.
Emergency throttle switches
Normal/guarded.
C.G. meter
Same indication for G and FL; agree with navigator. Leave at G.
Port coaming panel :-
NOSE LEG EXTEND switch
Normal (central) / guarded
(EXTEND inoperative).
FLAP BLOW switch
ON / guarded
PARACHUTE JETTISON switch
NORMAL
P’CHUTE DOOR indicator
Black (shut)
Parachute AUTO/MANUAL switch
(Inoperative)
Parachute MAX/REEFED switch
MAX
OPEN / guarded
OPEN / guarded
Port instrument panel :-
C.S.I.
Scale zeros coinciding
Stand-by ASI
Needle 12 o’clock approx.
Flap BLOW gauge
0 °
Flap position indicator
0 °
Stand-by horizon
Power failure flag clear; Check erecting
Air-brake indicator
Fully in
AIL. GEAR indicator
5
Autothrottle indicator
(Inoperative)
Autotrim indicator
(Inoperative)
V.S.I.
Zero
Stand-by altimeter
Set QFE, check zero
Brake accumulator pressure
2,000lb/in2 min.
Parking brake on
Line pressures (with navigator)
Head-down display :-
Attitude indicator
Failure flag clear; Director ring off display
Navigation display
Select FG, check warning flag clear: check DG flag appears when navigator selects DG (IP is inoperative). Depress ILS TEST button and check ILS bars move to ¾ full up and right deflection
TACAN :-
ON; Select channel and DIST. BRG.
MASTER SWITCH : ON
Starboard instrument panel :-
Auxiliary intakes
(inoperative)
Altimeter
Power failure flag clear; set QFE, check zero
Airframe temperature gauge
-
Cabin altimeter
-
Oxygen contents
7/8 +
Oxygen pressure
60 – 110lb/in2
Oxygen flow indicator
Operating
Thrust/RPM meters
Power failure flags clear
RPM selected (THRUST inoperative).
Turbine temperature gauges
Power failure flags clear
Nozzle position indicators
SHUT
Starboard coaming panel :-
L.P. COCK switch
OPEN/guarded
Head-up display switches
SPEED, ALT and DIR on, check appearance, then as required
Vr scale
Set Vr for take-off if required
Brilliance
Adjust
Accelerometer
Reset
Radio Panel :-
ILS
As required
Radio (left-to-right)
Switch 1
VHF/UHF T/R
Switch 2
Off
Switch 3
Select EMER, nav. checks I/C.P. (C.W.P.).
return to off (central)
Switch 4
Select ST/BY, check stand-by I/C; leave at I/C NORM.
Switch 5
Off
I/C call lights
Check with navigator
UHF channel
As required
Aerial switch
As required
Starboard console panel :-
GEN CONTROL switches
OFF
E/GEN switch
normal / guarded
CAB. S/O VALVE switch
SHUT
CAB DEPRESS switch
NORM / guarded
CAB. AIR ISOL switch
Off (central)
ANTI-ICE switches
OFF
Navigation light switch
Off (central)
Temperature controller
AUTO / as required
Lighting switch dimmers
As required
WINDMILL RELIGHT switches
Normal / guarded
EMERG. GEN switch
H
YD. 2 / guarded
HIGH INTENS. switch
OFF
W/S WASH switch
OFF
W/S DISP switch
OFF (right back)
ROLL/YAW switch
NORM / guarded
U/C EXTREME EMERG. switch
NORM / guarded
FUEL JETT. switch
Off / guarded
Jettison cock SHUT
ANTI-G STOP VALVE
(Inoperative)
AVS
(Inoperative)
RAM AIR VALVE
CLOSE
Control column :-
Nosewheel steering
Disengaged
Port rear console :-
HEAD-UP DISPLAY switch
Select TEST, check
Horizon level
Director central
Range circle: second half only
Height: 800ft
Speed: 160kt
Vr marker: 160kt
Return to NORM
AIR DATA TEST switch
Select 1, Record
Main altimeter reading