by Damien Burke
and if SERV. 2 warning remains :-
ROLL / YAW
EMERG at end of downwind leg, wings level; Expect roll to Port
(Only if 8° aileron required)
AFCS FAILURES
FIN warning :-
FIN channel off (up); return to base
TAILN warning :-
TAILN channel off (up); return to base
TRN. CD warning :-
No action; no serious fault possible
BRITISH AIRCRAFT CORPORATION
(PRESTON DIVISION)
T.S.R. 2
(XR219)
FLIGHT REFERENCE CARDS (3)
EMERGENCY DRILLS
(2) SYSTEMS FAILURES
ISSUE 2, JUNE 1964
INCORPORATING AMENDMENT LIST 6, APRIL 1965
Issued by - Technical Publications Dept.,
WARTON AERODROME, LANCS.
OXYGEN FAILURE
OXY warning :-
Select stand-by regulator
1. IF warning goes out, check contents adequate and pressure above 50lb/in2, and confirm gauge readings with other crew member.
2. IF warning stays on :-
Pull ‘green apple’
Descend to cabin altitude 10,000ft or below.
Note :- Oxygen ‘blinker’ inoperative on stand-by regulator.
PL. OX or NAV. OX warning :-
Warn other crew member to proceed as above.
Flow indicator failure :-
Without OXY warning : remain on main regulator.
With OXY warning : Select stand-by regulator, proceed as in OXY warning (1) as above.
Low contents and/or pressure below 60lb/in2 :
Confirm gauge readings with other crew member.
If readings agree :-
Anticipate OXY warning and when received proceed as in OXY warning (2) above.
TAILERON FLAP, FLAP OR FLAP BLOW FAILURE
T.FLAP warning
NOTE: be prepared for roll resulting from pitch input in asymmetric case.
With flaps UP :-
Taileron flap unlocked; stick force/g halved
Reduce speed to and maintain below 300knots
Use small stick movements only
Return to base
Check warning out when flaps are lowered
With flaps DOWN :-
Taileron flap still locked : flare capability reduced
Maintain c.g. as far aft as possible within aircraft limits
Make flatter approach at normal speeds : be prepared for large stick movements at flare. (Normal approach likely to be tailplane control-limited).
FLAP FAILURE
Make flatter approach, with reduced flare
Speeds :-
Max. obtainable flap
Approach
Touchdown
0°
200
190
20°
190
180
BLOW FAILURE
(indicator shows 0° with flaps down)
Use 20° flap only
Make flatter approach, with reduced flare
Approach at 190knots, touchdown 180knots
HYDRAULIC FAILURES
Note :- In all cases, confirm warning by checking system pressure at navigator’s gauges. If gauge reads more than 3,000lb/in2 assume false.
Single SERV warning :-
On take-off :-
Do not raise undercarriage
Carry out circuit and landing
In flight :-
Select U/C DOWN to obtain 1 or 2 greens
U/C EMERG to complete lowering
Services lost and further actions :-
No. 1 : Aft brakes (accumulator braking down to 2000lb/in2)
No. 2 : Fwd. brakes (accumulator braking down to 2000lb/in2)
Nosewheel steering (stand-by from accumulator – use with restraint)
EMERG. GEN : HYD 1 immediately
ROLL / YAW : GEARING to 0 immediately
EMERG last action on downwind leg, wings level; prepare to correct up to 40° bank.
Double SERV warning :-
Q feel, flaps, air brakes lost
Reduce speed to 300knots maximum
Use small stick movements only
If U/C is down, aircraft may be landed. Delay brake application to minimum speed to conserve fluid. Select U/C EMERG to give standby steering.
Single CONT warning :-
Reduce speed to, and maintain below 300kt if possible
Return to base
Carry out a normal approach and landing
Double CONT warning :-
Accumulators only remain (20 seconds approx.)
Prepare to abandon aircraft
AIR SYSTEM FAILURES
CABIN warning (pressurization failure) :-
Mask toggle down
Inform navigator
Descend to 30,000ft or below
Return to base
Use RAM AIR if necessary for ventilation
AIR warning :-
Single warning :-
No action
Stay subsonic
Double warning :-
No action unless pressure fluctuation in cabin becomes severe, when :-
CABIN S/O VALVE SHUT
Proceed as for CABIN warning
Maintain RPM above 75% (to keep generators on line)
Overheating / overcooling :-
Temperature controller in MANUAL sector
Hold at COOL/WARM for 10-15 seconds
IF successful :-
Leave at MANUAL
IF unsuccessful :-
Select CABIN S/O VALVE to SHUT
Proceed as for CABIN warning above
Smoke in cockpit :-
Mask toggle down
Airmix switch 100% OXY
IF smoke is from cabin air inlets :-
CAB AIR ISOL switch 1
Wait approximately 30 seconds
IF smoke clears, leave No.1 engine isolated.
IF smoke persists;
CAB AIR ISOL switch 2
Wait approximately 30 seconds
IF smoke clears, leave No.2 engine isolated
IF smoke still persists,
CABIN S/O VALVE SHUT
Proceed as for CABIN warning above
IF smoke is from elsewhere in cockpit :-
Attempt to locate source
Switch off if possible
UNDERCARRIAGE EMERGENCIES
1: UP SELECTION :-
a. Any leg fails to lock up :-
Reselect down, using normal system.
b. Any door fails to close :- LEAVE MAIN SELECTOR ‘UP’
Reselect down using U/C EMERG.
2: DOWN SELECTION :-
a. 3 greens not obtained :-
Navigator inspect U/C
Appears normally down :-
Select U/C EMERG to give green or confirm electrical fault
Safe to land
Leg up or partly down :-
Following actions in given order until successful (i.e., green or leg appears normally down)
(1) Reselect normally several times
(2) Leave at DOWN; select U/C EMERG.
(3) Leave U/C EMERG; select U/C UP
(4) Select U/C DOWN; leave U/C EMERG
(5) Select U/C EXTREME EMERGENCY
(no use with leg partly down).
Do not attempt to land with any leg fully or partly retracted.
b. 3 greens with 1 or more reds.
Navigator: inspect undercarriage
(a) Undercarriage door(s) not closed :-
Safe to land
Directional stability decreased
(b) Bogie not de-rotated :-
Try to de-rotate with U/C EMERG
then U/C EXTREME EMERGENCY (if necessary)
Safe to land if ankle lock is free (bogie beam clear of leg).
3. AMBER EXTEND INDICATION :-
Select EMERG. SHORT
(NOSE LEG EXTEND switch)
FUEL EMERG
ENCIES
CAV warning :-
Throttle back to clear
(No action if one engine failed)
PUMP warnings :-
(a) Single warnings
Double warnings (1 & 3) (1 & 4) (2 & 3) (2 & 4)
219 : Fueldraulic PUMP switch NORM
return to base
220 : No action; watch for CAV warnings
b) PUMP (1 & 2) or (3 & 4) or any three :-
Increase to 85% + RPM on both engines
Fueldraulic PUMP switch X-OVER
IF state (a) is achieved :-
Recover normally, maintaining RPM above 85%
IF unsuccessful :-
Descend to low altitude
Fly to CAV warnings
IF affected engine cannot sustain IDLE and engine is required :-
Autobalance master switch: GAUGE (CROSSFEED cock OPEN)
Prepare for serious changes in pitch stability due to c.g. shift
Land as quickly as possible, using the minimum possible amount of fuel
BAL warning :-
(unless cause is known, e.g. manual transfer).
Check for CG out of limits :-
If both CG meters agree out of limits, restore balance with MAN. TRANS and AUTO reset.
If CG meters disagree or show no out-of-limits :-
Check gauging system, for any unusual movement or position of contents gauge pointer(s).
If fault revealed :-
Pilot set CG meter to F.
Recover, maintaining CG within limits.
If no fault is evident :-
Check flowmeter system, for FUEL REMAINING indicator not reducing or not showing combined total of gauges
If fault revealed :-
Navigator set CG meter to G.
If no fault revealed :-
Assume spurious warning.
ELECTRICAL EMERGENCIES
1. Single GEN warning :-
Engine 80% RPM approx.
GEN. CONTROL switch: RESET and back to normal
If unsuccessful : No further action
No services lost
2. Amber DC warning :-
No action
No services lost
3. Double DC warning :-
No possible action
Accept loss of MAIN DC supplies
4. Single or double GEN and both DC warnings :-
Engines 80% RPM approx.
Both GEN. CONTROL: RESET and back to normal
If successful (lights out) :-
E/GEN switch: RESET and back to normal
If unsuccessful :-
Accept loss of MAIN AC and MAIN DC supplies.
5. Double GEN warning (no DC warnings) :-
Total power loss
E/GEN switch : EMERG
If successful (DC warnings on) :-
Proceed as in 4.
If unsuccessful :-
Both GEN. CONTROL : RESET and back to normal
If successful (one or both GEN warnings out) :-
No further action
Recover to base
If unsuccessful :-
BATTERY only remains
Select: DC throttles, Stand-by UHF
Aircraft may be flown but not landed
ELECTRICAL SERVICES DISTRIBUTION
MAIN AC & MAIN DC :
Air data computer
Main UHF & I/C
MAIN DC :
Normal air-brake control
U/C emergency down
Air system :-
AUTO temperature control
CAB. AIR ISOL switch
CWP test
BATTERY :
Fire protection
Stand-by UHF & I/C
Generator controls
DC throttles
H.P. & L.P. cocks
Engine start control
Fuel contents
(navigator only – with MASTER switch to REFUEL)
U/C extreme emergency (port)
ESSENTIAL AC :
Vertical gyro (head-down attitude)
Main throttle control
RPM gauges
Turbine temperature gauges
Fuel gauging system
Stand-by trim actuators
Flux-gate compassl
Oxygen pressure / contents
Cabin shut-off valve
Parachute de-reefing
Navigator’s stand-by horizon
Seat adjustment
Navigation lights
MAIN AC
Fuel flowmeter system
Main trim actuators
TACAN
Pilot’s stand-by horizon
Navigator’s downward sight
Screen and canopy demist
Pitot-static probe heating
Rain dispersal
Brake cooling
Parachute jettison
ESSENTIAL DC :
Flap, air-brake, trim positions
Stand-by air-brake control
Flap blowing selector
U/C main selector
U/C position indicator
Nosewheel steering selector
U/C extreme emergency
Air system :-
MANUAL temperature control
Cabin depressurization
Reheat selector relays
Fuel :
Manual transfer
Fueldraulic X-OVER
Oxygen regulators
Parachute stream
Most CWP warnings
CWP mute / cance
Anti-collision lights
XR219’s pristine white finish soon became a grubby mix of new and old panels as flight testing progressed. Sadly the aircraft was not preserved and met its end at the Proof & Experimental Establishment at Shoeburyness, shot to pieces and finally scrapped. Ronnie Olsthoorn
Now preserved at the RAF Museum at Cosford, XR220 was to be primarily used for flutter and vibration testing of both the airframe and external stores. Camera fairings were scabbed onto the intake sides to enable visual monitoring of pylon and store flutter. Ronnie Olsthoorn
The first TSR2 with AFCS installed was scheduled to be used for nav/attack system trials. However, XR221 never flew and met its end at Shoeburyness along with most other TSR2 airframes. Ronnie Olsthoorn
Now preserved at the Imperial War Museum at Duxford, XR222 was scheduled to carry out AFCS and terrain following radar trials. Ronnie Olsthoorn
Index
13 Squadron 255
231 OCU 251
237 OCU 251
40 Squadron 250, 255
A&AEE 98, 111, 173, 212, 251, 279, 286, 287, 293
A-3J Vigilante, North American 67, 111, 171, 265
AAPP 149, 187, 188
Aberporth 94
Accrington 91, 96, 103
AFCS 88, 90, 95, 141, 142, 213, 214, 215, 217, 232
AFVG 278, 293, 294
AI.23, Ferranti 48, 215, 219
air conditioning 97, 169
AIR/36 264
airborne alert version 309, 310
airbrakes 161, 162
Aircraft Research Association 95, 142
air-portable hangar 257
Amery, Julian 266
APN.149, Texas Instruments 217, 218, 219
Argosy, Armstrong-Whitworth 261, 262
arrestor hook 162, 163
Arrow, Avro 172, 318
AS.30, Nord 243, 244, 246
ASR.1177 (OR.1177) see WE177
AST.1168 (OR.1168) see Martel
AST.1194 241
AST.1197 (BL755) 241
attack profiles 232, 235, 317
Australian export efforts 264, 265, 266
automatic test equipment 262
Avon, Rolls-Royce 15, 18, 40
B.103, Blackburn 11, 13, 15
B.108, Blackburn 27
B.111, Blackburn 28, 264
B.113, Blackburn 28, 264
B-26 Marauder, Martin 217, 219
B-47 Stratojet, Boeing 228, 266
B-58 Hustler, Conv
air 11, 23, 71
Bacon, Roger 285
BE.36, Bristol 26
Beamont, Wg Cdr Roland 110, 114, 121, 122, 124, 125, 126, 127, 129, 130, 136, 141, 178, 292
Blue Jay, de Havilland see Firestreak
Blue Parrot, Ferranti 14, 54, 57, 215, 217
Blue Steel, Avro 23, 57, 300, 301
Blue Streak, de Havilland 21
Blue Water, English Electric 301, 302, 306, 307, 308, 310
bonkers 140, 141
Bonser, Air Cdre 278, 279, 283
Boscombe Down 98, 105, 106, 108, 109, 111, 114, 118, 124, 125, 126, 129, 134, 139, 250, 251, 267, 270, 287
Bowen, Don 123, 126, 129
braking parachute 155, 156, 160, 161
Brooklands Museum 290
Buccaneer (NA.39), Blackburn 11, 13, 20, 22, 27, 35, 65, 67, 85, 217, 219, 220, 250, 251, 263, 264, 272, 278, 296, 311
Buchs, General 267
Bullpup (AGM-12) 57, 69, 77, 88, 232, 243
Burke, Sir Aubrey 22
C-130 Hercules, Lockheed 269
Caldecote, Lord 22, 75, 82
Callaghan, James 268, 275
Camm, Sir Sydney 67
Canadian export efforts 267, 318
Canberra, English Electric 7, 9, 10, 12, 14, 67, 68, 69, 85, 99, 123, 167, 170, 219, 223, 236, 244, 267, 277
cancellation decision 274
Carrodus, John 123
CCS 90, 211, 212, 213, 232
chaff see RBW/IRD
Clarke, Captain E.D. 22
cockpit layout 163, 164, 165, 166, 167, 312, 314
College of Aeronautics 288
colour schemes 258, 259, 260
Comet, de Havilland 213
Concorde, BAC/Aerospatiale 206, 269, 274, 278, 286, 290, 318
Conway, Rolls-Royce 11, 18, 25, 52, 53
Cornell Aeronautical Laboratories 98, 142
Creasey, Ray 65, 69, 85, 101
Cronin, John 266
CSDS 118, 189, 200, 201
Dakota, Douglas 216, 217
Davies, Handel 11, 12, 35
Davies, Stuart 67
de Freitas, Geoffrey 66
de Vere, Christopher 291
Defence White Paper (1957) 20, 21, 22, 26, 46, 66, 315, 318
Dell, Jimmy 123, 129, 130, 133, 134, 142, 289
Delta, Fairey 34
Delta 2, Fairey 50, 51
DH.110, de Havilland see Sea Vixen
DH.121, de Havilland see Trident
Dobson, Sir Roy 22, 67
Doppler (ARI.23133) 90, 208, 209, 213
Douglas-Home, Alec 266
DP.47 hydraulic fluid 107, 192, 280
drop tanks 179, 180, 181, 182, 301, 303, 306, 307
Dunphie, Sir Charles 64
Eagle, HMS 63
ECM 229, 232
Edwards, Sir George 22, 66, 73, 75, 77, 99, 101, 186, 266, 267, 269, 300