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Aviation History
1961
1961 - 0948.PDF
\ 48 FLIGHT, 13 July 1961 Continued from previous page Power lystems Hydraulic HI6 Two Integral pumps on each engine HI7 Accumulator group (air- brakes, ailerons I and 2, rudder, wheelbrakes) and nitrogen containers HIS Aileron accumulator pres- sure gauges HI9 Tailplane accumulator, pres- sure gauge, and nitrogen bottle H20 Aileron hydraulic supply HI I Canopy actuator ram H22 Nosewheel jack H23 Shimmy-damper accumulator H24 Main-undercarriage jack H25 Braking-parachute door jack H26 Flap actuator jacks H27 Airbrake synchronizing unit P PI P2 P3 P4 P5 P6 P7 P8 P9 PIO PI I PI2 PI3 P14 PIS PI6 PI7 PI8 PI9 P20 Powerplants Two Rolls-Royce Avon reheat turbojets No I engine-change unit below wing No 2 engine-change unit above and behind wing Main mounting trunnions Front mounting points Anti-icing bleed air to inlet guide vanes Compressor section Combustion section Turbine section Compressor air-bleed gate valve and ducts External wheelcase driving tachometers, hydraulic pumps and other units Fuel control system Refrasil heat shrouds Plessey LTSA. 70 starterStarter exhaust Avpin tank 3 gal) Plessey pump units Solenoid valves Voltage regulators Starter control unit P2I HF igniter units P22 No 2 engine igniter units P23 No I engine igniter units on duct access panel P24 Elliott throttle actuator am- plifier P25 Intermediate jetpipes P26 Reheat cooling air P27 Reheat fuel spray nozzles P28 Reheat igniter units and plugs P29 Flameholder P30 Corrugated inner liner P3I Air-driven nozzle actuator P32 Variable propelling nozzle P33 Lucas bleed-air turbopump for reheat fuel (No I under front spar. No 2 inboard of flap) P34 Bleed-air pipe to reheat pumps P35 Turbopump exhaust R Radio and Radar Rl Ferranti Airpass I radar fire- control in bullet R2 Bullet conditioning-air heat exchanger R3 Outlet from heat exchanger into wheel bay R4 Radar ground cooling air coupling R5 Bullet conditioning-air desic- cant pack R6 Tacan aerials R7 Tacan T/R unit R8 IFF aerials R9 Communications aerials RIO Localizer aerial Rll Glide-path aerial RI2 Al display unit RI3 Glide-path receiver RI4 IFFT/Runit RI5 IFF coder unit RI6 Communications T/R unit U Undercarriage Ul Dowty (formerly British Messier) forward-retracting nose gear U2 Shimmy damper and cen- tring unit U3 Downlock frame U4 Door linked to leg U5 Wheel-door operating cams and linkage Ut Tubeless tyre U7 Access to nose-leg pivot U8 Main-leg compound-angled hinge axis U9 Radius rod, breaks inwards UIO Dunlop multi-disc brake Ull "Floating jack" directs pres- sure against top of leg, and to radius-rod bellcrank U12 Leg door fixed to leg UI3 Forward fairing flap UI4 Wheel-door jack and se- quence valve UI5 Door latch linkage UI6 Wheel-well door UI7 Landing lamp on leg W Weapons Upper guns Wl Two Aden 30mm guns W2 Ammunition tank: port gun W3 Ammunition tank: starboard gun W4 Front mounting cone W5 Front mounting socket W6 Blast tube W7 Sleeve over viewing aperture (used during alignment) W8 Blast-tube air-pressure reliefduct W9 Upper gun-port detuner WIO Used-link chute Wll Used-link compartment WI2 Louvred emptying door WI3 Used-case delivery tube to WI4 Case collector box in wing WI5 Gun-purging valve and de- livery pipes (see also de- icing) WI6 Engine bleed-air to (W15) Rockets WI7 Microcell glass-fibre retract- able rocket-launchers WI8 24x2in rocket tubes in each half WI9 Hinge points on outer edge W20 Jack attachment point W2I Control and fuze unit Lower guns W22 Twin-Aden gun-pack W23 Ammunition tankW24 Spent-case compartment W25 Used-link compartment W26 Belt feed guides W27 Used-link chutes W28 Gun access hatch W29 Cover plate over lower gun ports in fuselage W30 Gun-purging air pipe-con- nectorW3I Detachable barrels Guided Weapons W32 Firestreak pack, and pylons W33 Alternator: hydraulically driven from aircraft system W34 Control unit W35 Condenser unit W36 Launching sequence unit W37 Air bottle for missile cooling W38 Ram-air for alternator cool- on ing W39 Explosive ejector-release units and attachment point on shoe W40 Electrical distribution boxes W4I Six attachment bolts W42 Hoisting points and cables W43 Winch brace-sockets W44 Missile launching shoe W45 Rear fairing carrying refri- gerant cylinder W46 24-way electrical connec- tion W47 Locating dowels and sockets W48 Hot and cold air connections W49 Fuze "windows" W50 Seeker cell in segmented glass nose. Genera/ W5I Armament safety-break panel (ground arming link: rocket launchers ground extend/retract switch) W52 Airpass pilot attack sight W53 Attack-sight recorder W54 G90 camera in "stalk" W55 Weapons trigger and camera- button on control column. MEN BEHIND THE LIGHTNING THE HON H. G. NELSON, chairman, EEA LORD CALDECOTE, managing director, EEA F. W. PACE. chief executive, EEA W. SHORROCK. general manager, EEA, Preston WG CDR R. V. BEAMONT, deputy c.t.p., BAC LIGHTNING . . . reheat system, while complete rearrangement of the fuselageenabled much operational equipment to be tucked away inside. Plain flaps were fitted, and made to house additional fuel; theincreased flight performance made a double-shock intake essential, and the ad hoc conical centrebody formed an ideal location for theAI radar; the lower intake strut supporting the centrebody allowed the nosewheel to retract forwards without turning; to reduce tail-plane buffet, the airbrakes were changed in shape and moved ahead of the fin5; and the cockpit was raised to provide a better view andlead to a dorsal spine fairing providing a readily accessible location for a whole row of components and services. Even before the first P.I A flew, in 1954, it had been decided topurchase three prototypes of the fighter. The first of these, bearing the serial number XA847, was flown from Warton by Mr Beamonton April 4, 1957. The speed of sound was exceeded on the first flight, and from the outset the new fighter was a real winner.As already noted, the P.I can be regarded as the first British weapon system. It also broke new ground in that its developmentwas facilitated by the ordering of a substantial batch of aircraft each allotted a specific development task. After discussions with MrDuncan Sandys, then Minister of Supply, the number to be ordered was ultimately agreed at 20 (excluding the P.I As and three P. IBprototypes). These aircraft began to come off the line in 1958, and were duly assigned to work in such fields as powerplants, generalhandling, guns, guided weapons, radar, autopilot, ILS coupling and blind-landing systems, and special duties at the A & AEE, CFE andRAE. Pilots at the latter establishments formed an essential link betweenthe manufacturer and customer, and shortly before the first flight of XA847 the Air Ministry sent Sq Ldr James L. Dell to Wartonon detachment to the company's flight operations department (he is today the company's chief test pilot). More than 30 pilots flewP.IBs during 1958, and as the weeks went by the flight trials began to embrace such items as gun firing, missile compatibility, radarperformance and some of the still-secret parts of the operational equipment. The first of the 20 development aircraft was XG3O5and during 1958 both this aircraft and two successors built with the small fin were fitted with the new fin of increased height and areawhich had been discovered to be necessary due to the higher speeds and greater weapon loads of the future fighter.6 Steadily the number of P.IB flights approached the total of 500previously set by the P.I As. But not all the work was based at Warton. Other manufacturers had their own supporting pro-grammes, one of the largest being Ferranti's work on the Airpass radar, for which purpose the complete system was mounted in aDakota and a Canberra B.8 test bed'; de Havilland Propellers (now de Havilland Aircraft) had their own enormous programme for thedevelopment of the Firestreak air-to-air missile,8 and dummy hot rounds were fired from a special rig at RAF Valley, Anglesey, toensure that the rocket flame would not damage the ventral tank or tailplane. On October 23, 1958, at a ceremony at the RAE, Farnborough,
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