QL F\vro C. F \05 , ';).. - Sys. \ \ -J- 7 JUNE 1957 NCLASS ARROW 2 ELECTRICAL SYSTEM REPORT No. 72/SYSTEMS 11 /27 ENGINEERING DIVISION FILE IN VAULT - NRC - CISTI J. H. PARKIN BRANCH ~t) 11 1995 ANNEXE J. H. PARKIN CNAC - ICIST SECURITY WARNING This document is classified ''SECRET" and is intended solely for the use of the recipient and such per sons as have been d elegated to use it in the course of their duty and may only be used in connection with work performed for or on beha1f of Her Majesty t s Canadian Government . The 1lllauthor 1zed retention or destruction of this document or disclosure of its content s to any unauthorized per son 1 s forbidden . Failure to comply with any of the above instructions is an infraction of the Official Secrets Act . Any U:!:l a'J.tho rize d person obtaining possession of thi..s document by finding or otherwise , must forward it , together with his name and address , in a regis •· tered envelope , to t he Engineering Division AVRO Aircraft Ltd . Malton Ontario : Canada . Clos..,ification cancel;H~/chcnged to .............. ... ..... . This 1s copy number ~7c 0 0 0 0 " 0 0 0 tl O ',,- 0 ~ 0 0 C, Is sue d i o Date ARROW 2 ELECTRICAL SYSTEM REPORT NO. 72/SYSTEMS 11 /27 JUNE 1957 This brochure is intended to provide an accur ate description of the system(s) or service(s) for purposes of the Arrow 2 Mock-up Confer ence, and is not to be considered binding with respect to changes which may occur subsequent to the date of publication. /7✓/ /) COMPILED BY ~~vfJ <_, _i •• Y\J ENGINEERING DIVISION AVRO AIRCRAFT LIMITED MALTON ONTARIO CHAPTER PARA L 2 3 4. 4 , 1 4,2 4 . 3 4 . 4 4 . 5 4 . 6 4 7 4.8 4 . 9 4 . 10 4. 11 4 12 4 . 13 4.14 4 15 5 5. 1 Appendix 1 Appendix 2 TABLE OF CONTENTS SUBJECT Introduction Design Objectives General Description of System Index of Serv i ces Power System Starting & Ign ition Engine Service s Landing Gear System Fuel Control Fuel C apacitanc e Indication Fire Protection System Canopy Actuation Missile Hydraulics - Control System Air Conditioning System Flight Services & Master Warning Cockpit Lighting External Light s Duct De-Icing Radome De-Icing Windscreen & Canopy Anti-Icing Desc ription of Equipment A C Generator, Control s & Transformer Rectifier Parts to Avrocan Specification s A Review of the Engineering Deci s ions on Battery Selection for the Arrow 2 PAGE 1 4 6 8 9 13 16 20 23 11 32 34 36 40 42 47 48 49 53 57 57 SB 59 i Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 F igure 16 • SECRET LIST OF ILLUSTRATIONS PAGE Wiring Diagram - Power System 70 Wiring Diagram - Starting & Ignition 71 Wiring Diagram - Engine Services 72 Wiring Diagram - Landing Gear System 73 Wi ring Diagram - Fuel Control 74 Wiring Diagram - Fuel Capacitance Indic a t ion 75 Wiring Diagram - Fire Protection System 76 Wiring Diagram - Canopy Actuation 77 Wiring Diagram - Control System - Missile Hydraulics 78 Wiring Diagram - Air Conditioning 79 Wiring D iagram - Flight Services & Master Warning 80 Wiring Diagram - Cockpit Lights Wiring Diagram - Exterior Lights Wiring Diagram - Intake Ramp De -Icing Wiring Diagram - Radome, Windscreen & Canopy De-Icing Wiring Diagram - Duct De-Icing 81 82 83 84 85 SECRET AVNO AIRCRAFT LIMITED 1. Introduction 1. 1 An A, C o power generating system, utilizing static transformer rectifiers for the D . C. requirements, has been selected for the ARROW 2. Due to the extreme environmental conditions to be encountered by the Arrow 2 aircraft, oil cooled brushless generators with oil lubricated bearings will supply the A . C. A twin generator installation, one being mounted on each engine, is required in order to provide a system with reliabil ity compatible with that of a twin engined aircraft. Because of the frequency sensitive nature of the electronic loads to be supplied by the electrical system i the generators are driven by mechanical-hydraulic constant speed units. This choise of drive, over that of an air turbine., was made in view of the high overall operating efficiencies to be gained,plus the saving in weight and space . In line with this design approach, equipment and circuitry, between the generators and the electrical power utilizer s., have been laid out to provide the same degree of reliability. In addition, the aircraft system has been divided into two sep arate and self-contained systems, one on each generator , to ensure maximum availability of power in the event of the ,. 1 AYRO AIRCRAFT LIMITED failure of one generator o Circuitry simplificat ion 1s also achieved o The high performance of the airc r aft plac es addi tional demands upon the crew, and dic tates a design which will a c h ieve, to t h e greatest extent,a completely aut omatic sys t em. The sy s tem is, th erefore., designed so that in c ase of failure in one s y stem, the essential loads are automati cally transferr e d to the ope rating side, in order to ensure continuity of s upply . This action w ill be indicated to the pilo t so that he may change the flig h t plan, and/or report the defect to the maintenance crew o Consistant with this approach, all circuit breakers (with t h e exception of the damping system circuit breakers) are located outside of SECRET the cockpit where they are readily ac c essible for ground inspec - 1. 2 1. 2. 1 tion . The electrical circuits have been laid out to achieve $ as fa r as possible $ invulnerability to all anticipated types of aircraft damage, consistant with the requirement of minimum overall weighL The system is designed to meet the following operational requirements : Altitude Sea level to 60,000 feet. 2 AVl/O A/I/Cl/AFT LIMITED ..... 1. 2. 2 1.2.2.1 1.2.2.2 1. 2. 3 1. 2. 4 1.2.4.1 1.2.4.2 w Temperature Components located 1n areas which are not supplied with cooling air are designed for operation throughout the range -65°F to +248°F, the latter temperature being the result of the aero-dynamic kinetic heating effects at M = 2. 0 , (For flight limitations at this temperature see paragraph on "Flight Limitations"). Units located in areas supplied with cooling air will not be subjected to temperatures in excess of tl60°F , thus per mitting the use of equipment already proved and qualified throughout the -65°F to +l 60°F range . Flight Attitudes All operational attitudes including inverted flight, with limi tations as shown in paragraph 1. 2. 3 , Flight Limitations Inverted flight duration of 15 seconds. Endurance at maximum speed : 10 minutes at M = 2, based on 15 minutes cruise out at M = 1. 5 and fuel temperature limitations at the engine inlet of l 60°F. SECRET 3 AVRD AIRCRAFT LIMITED 2. Design Objectives: 2. 1 To provide power for the aircraft electrical services. 2. 2 To provide power for the aircraft electronic services when necessary. 2. 3 To provide power , as required for the weapons $ prio r to launch. 2. 4 To provide power for the aircraft anti-icing and de-icing service s. 2. 5 To provide 100% reserve power generation capacity, over the known requirements of the electrical services to date,. and to allow for growth with future aircraft development. 2. 6 To provide adequate power to permit safe flight in the event of failure of any one generating system. 2 . 7 To meet the above requirements with a system having a minimum installed weight. 2 . 8 To provide a system which will power all essential services, during a twin-engine flame out,for a period long enough to permit the relighting procedure to be carried out . 2. 9 To meet the design requirements of ARDCM-80-1 and CAP-4 79, which includes the following specifications : .. MIL-E-7080 Electrical Equipment : Installation of Aircraft General MIL-E-7563 Electrical Equipment : Aircraft - Installation of General Specification for SECRET 4 SECRET AVRO AIRCRAFT LIMITED 2 . 10 MIL-E-7614 Electrical - Alternating Current Air craft Insta1-· lation of General Spee ification for MIL-E-7894 Electric Power , Aircraft , Characteristics o{ To meet the general design requirements of Specification AIR - 7 - 4 and , in particu1 ar , those of para . 9 "Electric al Equi pment 11 • 5 AVRO AIRCRAFT LIMITED ,,: n ~ '1\ ~.~ !i -------------------------e._jj _.... ~ .. I A ·v R -U' :.J:HJ ..J ·, ' ~ .,., • 3. General Description of System 3. 1 The CF-105 airplane is equipped with two completely inde pendent and self-contained electrical systems one being powered by each aircraft engine , This primary mechanical power is converted by the generators into 120/208 Volt , three phase , 400 C. P. S. electrical power , A portion of the generated A. C. is rectified to supply the aircraft D , C . loads at 27 . 5 Volts D . C. The generation, rectification and control equipment for each system is identical and symmetrical u p to the main A. C. and D. C. buses. The distribution of A. C. power within t h e aircraft is arranged into two separate s y s tems, with provision for automatic switching of essential loads to the operating system.in the event of failure of one s y s tem. D. C. distribution is carried out from a c ommon D. C. bu s supplied concurrently by both systems. The load centres for each electrical system of the aircraft are located as follows : SECRET Stati on 129 - 147 E-1 Forward Circuit Breaker Panel housing the following : Forward Main D. C. Bus Shedding D. C. Bus Emergency D . C . Bus Battery Bus Forward Primary A. C. Bus Forward Erne rgency A. C. Bus 6 AVRO AIRCRAFT LIMITED - -------------------AV RO ARROW Station 490 E-20 Aft Circuit Limiter Panel: Main D. C. Bus De-icing D. C. Bus Primary A. C. Buses E-21 Refuelling & Test Panel Emergency D. C. Bus Station aft of 485 E-47 Emergency A. C . Limiters Station aft of 17 6 E-40 W/S and Canopy High Voltage Limiters . SECRET 7 AVRO A I R C RAF T LI M ITE D 4. Index of Se r v i c es Paragraph Serv ice 4. 1 Power System 4. 2 Starting & Ignition Engine Services 4.4 Landing Gear Actuation & Indication 4.5 Fuel Control 4.6 Fuel Capacitance Indication 4. 7 Fire Protection System Canopy Actuation 4 . 9 Control System-Missile Hydraulics Air Conditioning System Flight Services & Master Warning 4. 12 Cockpit Lights 4 . 13 External Lights 4. 14 Duct De - I c in g Radome Windscreen & Canopy De -Icing Schematic Drawing Fig . 1 F igo 7 Fig. 8 F ig. l 0 F i g. 11 Fig . 13 Fi g . 14 Fig . 15 SE CRET 8 SECRET AV/10 AINCNAFT LIMITED 4. 1 4. 1. 1 4. 1. 2 Power Syste m G eneral w The electr ical power supply is provided by two engine mounted, o i 1 coo 1 e d, 4 0 K. V. A., 3 phase, 12 0 / 2 0 8 vo ]t s p 40 0 C . P. S., A. C . generators. Each generator is driven independently by its respective aircraft engine ~ through a mechan i cal - hyd r aulic con stant speed drive unit,which is capable of maint aining the f requency output constant, within ± 1 % for s t eady state c onditi ons and ±5% under transient c ondi tions. The D . C . i s provided b y two, static, 4. 5 K~ transformer r e ctifier units, each o f which is supplied independently from its respective 40 K . V . A. generator. Cooling a ir to the T . R. units is supplied from the aircraft air conditioning system. A. C . Sy s tem The A . C. loads are divided into two groups, and each group is supplied by one K. V. A. genera tor through its Primary A. C. b us es j thus forming two c ompletely independent and self-containe d e le c tric a l systems, which are des i gnated : - the left h a nd system and the right hand system. The left hand primary A . C. b u ses supply the power for "Electronic Services", and the norma l power for " Emergency A . C . " loads . 9 SEC RET AVRO AIRCRAFT LIMITED w The right hand primary A. C. buses supply the p0wer for the "Electri al Services". When the engine 1s up to speed, and the generator has not been "Tripped", the power will be fed through the line relay to the / primary A. C. bus. If the system has been tr ipped.,the gener - ator switch must be momentarily selected to "Reset", and the generator will be put back on to the line. Should the gener - a tor have been tripped by a fault; on selection of reset and should the fault still remain, the generator will come on the line once and then trip out.,but will not cycle. In the event of a gener- ator failure, or should the engine shut down ~ the corresponding "Line Relay" , will be energized to "TRIP" 1 transfer ring the applicable primary A. C. loads to the operating generator and removing the D. C. shedding loads. If the pilots "Missiles - De-Ice" selector switch is in the normal (missiles) position, the de -icing D.C. loads will also be removed. At the pilots discretion, he may switch to "De -Icing'~ removing both A. C. and D. C. armament supply and making de-icing supply once more available. Should full power be returned to the aircraft, all loads will be automatically reconnected. During a double engine flame out,a solenoid-operatedJlhydraulic valve will be energized to drive an emergency A. C. generator. This gen erator will supply power for the emergency A . C. loads. 10 AVRO AI R C RA FT LI M ITED 4. 1. 3 Should the left or right hand generator shut down due to a bus fault, the A. C. loads on th at particular bus will not be trans ferred to the operating generator $ since a bus fault would shut down the remaining generator if transferred , In the event of a bus fault removing the left/ generator from the system, the emergency A. C. generator will automatic ally take care of the emergency A. C. loads, D , C . System The transformer rectifier units are fed from their respe c tive primary A. C. buses ~ and the output from each is fed to the Main D. C. bus. The main D. C . bus supplies essential power through tributary buses , including the battery and emergency buses, and also th e D . C shedding bus to w h ich all unessential loads are conne c ted , The D , C . shedding bus is connected to the main D . C. bus through one set of contracts of a D. P . S, T. relay . Should there be a failure in either side of the system ~ this relay will be de-energized and the D. C , shedding loads removed . However , when the aircraft is on the ground with only one engine running and the ground supply unit connected to the aircraft, the D. C. shedding relay and the D. C, shedding bus will be energized, SE CRET 1 J AVR0 AIRCRAFT LIM/TEO 4. 1. 4 The emerge ncy D. C. bus is connected to the battery bus through the contacts of the emergency bus relay. This relay is energized when the aircraft master electrical switch is selected to the "ON" position. The battery bus is connected to the fo rward main D. C . bus through the contacts of _a reverse c u rrent relay. In the e vent of the failure of both transformer recti fier units., or a line fault which would result in the battery feeding a reverse current to the forward main D . C. bus ~ the reverse current relay would open, isolating the battery and emergency D . C. buses and supply an indication to the pilot that the battery was being used . If a fault should cause one of the transformer rectifier unit s to be removed from the system, provision is made for the pilot to attempt a "RESET" . The T. R. U. will be returned t o the system provided the fault has c leared. External Supply System External A. C . power is provided b y an " A. C., Multi - Purpose, Ground Servicing Unit". When the unit is connected to the air c raft and operating c or rectly, the aircraft master electrical switch may be sele cted to the "ON" position . This action a c tuates the external power control relay., which feeds signals to trip the left a n d SECR ET 12 A V RO A I R CRA FT L IM I TED --------- ---------~- AV RD ARR D W 4.2 4. 2 . 1 right hand ground power relays ~ supplying power to t h e p ri mary A. C. buses and transformer rectifier units . A ll buses are now energized , but the aircraft "A.·c. failure" warning lights are "on". When the aircraft engines are started and attain proper spe e d , the corresponding line relay is closed , removing the "trip" signal to the ground power relay and supplying a signal to "close" the ground power relay . This effects the removal of the external A. C. power which is replaced by the air craft power . The aircraft A. C . failure warning light goes out~ assuring the pilot of the functioning of the aircraft sys te rn, prior to taxi. Starting & Ignition The starting and religh t system comprises : ( a) T h e system within the airframe ~ with its ass oc iated switching ~ starter controls , relays, fuel solenoids and igniters. (b) The "Pneumatic Starting Unit" ; which is a ground u nit supplying compressed air through two lines to the a i r craft turbine starters and also supplying28V . D .C . and 115 V . A .C . 400 cycles to the aircraft for starting control, intercommunication and fuel metering. The air lines and electrical cable are connected to the aircraft by means of SEC RET 13 AVRO AIRCRA FT LIMITED 4 . 2.2 4 . 2.3 special lanyard release connectors. These connectors are automatically withdrawn from the aircraft when it taxies away from the starting location . The following procedure is adopted prior to engine starting · (a) The air supply lines are connected to the aircraft. (b} The ground supply electrical cable is connected to the aircraft. (c) The pneumatic starting unit is started and when indica- tions are satisfactory, the electrical power is applied to the aircraft. (d) The aircraft master electrical switch is selected to "ON". The conditions then existing in the aircraft are as follows : (a) The starting power relay is energized , removing the air craft battery from the battery bus . (b) The emergency bus relay is energized , and the emergency bus is connected to the battery bus. (c) The ground control relay and the engine supply starting relays are energized , supplying 27 . 5 V . D. C. and 115 V . A. C. to the left and right fuel metering amplifiers . The engines may now be started singly or simultaneously , Starting (a) The engine "Power Control Lever" is selected to the required starting position. (b) A starting switch is selected momentarily to the "Start" SECR ET 14 AVRO AIRCRAF T LIMITED position. The starting rela y supplying power to the air c raft starting system, ener - gizing "open" the appropriate air solenoid on the ground starting unit. When the engine attains a speed of a pproximately 200 r.p. m. the centrifugal switch Sl , in t h e a irc raft starter unit 1 closes and the "Ignition Relay" pulls in ; energizing the "Starting Fuel Pump Solenoid" ~ the "Torch I gn iter Fuel Solenoid" , and the "Igniters 11 • The check v alve switch c loses under fuel pres - sure from the supplementa ry starting fu el pump . When the engine speed reac hes approximately 1500 r . p.m ., both c e n t r i fugal switches Sl and S2 in t h e a irc raft s tarting unit open . T he ignition and starting relays d rop out, and the torch igniter fuel solenoid and the igniters are d e- energized. When the main engine fuel pump has built up t h e ne ces sary pressure to open the check valve switch 1 which d e - energizes the starting fuel pump solenoid , the supplemen t ary starting fuel pump is shut down. The system is thus re turned to normal. Should it become necessary to inter rupt the above starting cycle, the power control lev e r is r eturned to the "OFF" position. This action opens a limit switch causing the "starting relay" to be de - energize d and the system to return to normal. A further "START" may then be attempted . SECRET 15 VRO AIRCRAF T LI MITED --- - - ------ ---------------- A 4.2.4 4 . 2.5 4 , 3 4. 3. 1 Relight To relight the engine after flame out and while the air craft is airborne , the "Relight Switch", on the power control lever, is operated and held. The aircraft starting unit is by-passed and the ignition relay is energized directly. The starting fuel pump, the torch igniter fuel solenoid and the igniters are energized as before plus a "Torch Igniter Oxygen Solenoid". This latter functions to introduce a determined quantity of oxygen ·adjacent to the torch igniter, in order to improve the altitude relight characteristics. Motoring To "Motor" the engine without operating the ignition system, the power control lever is selected to the "OFF" position, and the starting switch selected to "Motor" and held for a pre scribed time. This energizes directly , the air valve on the ground starting unit. To supply a fuel flow through the engine during the "Motoring" period, the power control leve r is advanced from the "OFF" position. Engine Services Jet Pipe Temperature Indication A thermocouple system is provided , using four thermocouples located on the shroud ring of each engine . Two indicators , one for each engine, are incorporated in the performance indicator located in the pilot's cockpit. 16 AVRO AIRCRAF T LIMITED - - ------- ------------ AV NO ANNO W 4.3.2 4.3.3 4 . 3.4 4.3.5 4 . 3 . 6 Oi l Pressure W arning When the oil pressure falls to between 30 and 20 p. s . i., a pressure switch is actuated,and an amber warning light in the pilo t ' s cockpit is illuminated. Fuel Pressure Warning When the fuel pressure falls below 18 p. s. 1. absolute , a pressure switch is actuated,and an amber warning light 1n the pilot ' s cockpit is illuminated. Variable Stator Control This system controls the angle of the first row of blades in the engine , and consists of an engine speed switch and an actuating solenoid. When the engine -attains a certain speed th e blades are positioned to the high speed configuration ~ and when the engine speed falls below that r . p.m . the blades are returned to the low speed configuration. Emergency Fuel Control & Indication In the event of the malfunctioning of any section of the auto matic fuel flow system ~ the pilot can switch to "Emergency Fuel". This selection actuates the emergency fuel control valves and gives the pilot manual control of the fuel flow to the engines . When emergency fuel is selected , an amber light , located in the pilot 1 s cockpit , will go "ON" . Low Rotor O verspeed Indication Under certain flight conditions , the engine low pressure SE CRET 17 ' RO AIRCRAFT LIMITED 4. 3 . 7 compressor may tend to overspeed . In the event of this occurring, an internal governor a c tuate s a limit switch which supplies power to the corresponding amber "Low Rotor Overspeed11 , warning light in the pilotis cockpit. This light should remain on for a very minimum period ~ which time will be specified in the engine manufacture rs operating instructions . This is the time required for the low pressure governing system to modulate the fuel flow to the low pres- sure rotor. Should the warning light remain on beyond the specified limit~ the pilot will then take the necessary corrective a ction. Engine Anti-Icing This system utilizes hot air bleed from the engine compressor 10th stage delivery, for surface heating . The temperature of the bullet is sensed by two temperature sensitive resistance elements attached to the inside skin of the nose fairing. The signals from these sensors are relay ed by a control system which operates a motorized bu tterfly valve, modulating the flow of hot air as the skin surf a ce tempe rature changes. SECRET 18 AYRD A I RCRAFT LIMITED 4.3.9 The system commences to operate on receipt of the first icing signal from either of the two ice detectors situated on t. e lip of each air intake. Thrust Ratio Indication This system is required 1n order that the piJot may be acquainted with the perc:entage of thrust under anv flight con~ dition. Details of this sys tem have not been finalized at this time. After - Burner Ignition The "Hot Steak" ignition system. 1 s used to ignite the after burner system. As the power control lever is advanced into the afterburner range, a solenoid shut off valve 1s energized open by a limit switch in the power lever switchgear. At the same time a hot streak igniter valve is energized open to introduce a mete red pu1 se of fuel into the gas flow up~ stream of the en gine turbine section. This pulse of fuel ignites and produces a long streak of flame through the turbine intoi the re gion of the afterburner fuel nozzles. The scheduJed fuel flow pas sing simultaneously through the nozzles is thus ignited. As soon as afterburner light up is achieved~ the hot streak igniter system automatically shuts ofL A modulated 19 AVNO AIRCRAFT LIMITED afterburner function is maintained unt il such t ime a s the power lever is retracted below the afte rburner range. 4. 4 Landing Gear Systern 4. 4. 1 4. 4. L 1 4. 4 . L 2 Thi s system is comprised of land1r g gear actuation , landing gear position indic ation , nose wl eel s te ring and automatic wheel braking to prevent wheel spin while the landing gear is being retracted . Landing Gear Actuati on Normal Operation Normal landing gear extension a n d r e traction is controlled by a special three pole, double throw switch w i th no "OFF~ 1 pos i tion. A solenoid actuated loc king devic e pr events the selection to "UP", while the airc raft is on the ground. The power to actuate the solenoid whi ch r eleas es the locking mechanism is supplied through limit s w itches , a ctuated by the main undercarriage scissors, when the air craft is a irbo rne. Actuation of the complete landing ge ar is c ontrolled by one electrically operated h ydraulic v alve . The s olenoids of the hydraulic valve are energized by th e selection of the l a nding gear lever to either "U P" or " DOWN". Emergency Operation "Emergency Down" sel ection is acc omplished by pulling the landing gear actuation lever down through a gate and actua ting SECRET 20 4VRO AI R CRAFT LI M ITE D 4.4o2 a pneumatic valve mechanically o There is no provision for "Emergency Up". Landing Gear Indication An electrically operated indication s y stem in the pilot's cockpit shows the positions of all landin g gear units by means of individual red and green ligh ts . T h e ligh ts a re operated by limit switches incorporated in the door up - lo c ks and the jack and telescopic - stay down - locks . When the complete landing gear is down and loc k ed and the power on, three green lights will be "ON". When an 11UP11 selection is made , the "down° limit switches reverse their contacts immediately the down-locks are broken, and the green lights go "OFF" o Supply, through the down lock switches and the door up - lock limi t s w itc hes, in the unlocked position , illuminates th ree 11 RED 11 ligh ts , indic a ting that the landing gear is neither locked up nor down . Wh e n the landing gear is up and the doors locked , the door - lo c ke d limit switches are actuated , and the circuits to the red ligh ts a re openedo In this condition all indicator lights are 11OFF11 o Since the limit:switches on each landing gear uni t are connected to separate lights in the indicator, the position of each undercar riage is individually indicated . Therefore if one o r more of the landing gear units are not locked up or down ~ the indicating SECRET 21 AVRO AIRCRAFT LIMITED 4.4.3 light for that p a rticular unit will show " RED" . In the event of failure of one or more green lights , three ne..,v! I •._ l a mps may be sele cted by a c tuat ing a switch incorporated in the main "position indic a tor". A red light is incorporated in the h andle of the landing gear selection lever , and the c ir c uitry to th is ligh t is de signed to serve two purposes . (a} The light will go "ON" when any landing gear unit is neith er locked down nor up . This is supplementary to the main indicator and i s designed as a safety measure . (b} T h e ligh t will fla s h " OFFn and 110N" w h ile the aircra f t is in fligh t below 10 , 000 fe et if the pilot re t ards the power con - t rol levers , p r eparat ory t o land, with under c arriage retracted. An aneroid switch wired 1n ser1e s with t h e light, prevents the flashing signal above 10 , 000 feet with a power control lever retarded. The master test switch , located in the coc kpit 1 will test the r ed p o sition indicator ligh ts wh en a c tuated . No s e Wheel Steering The nose wheel steering system 1s selected by actuating a push button swit ch on th e c ontrol c olumn, which energizes the sol enoid of th e nose w h eel s teer ing hydraulic valv e thus SECR ET 22 AVRO A I RCRAFT LIMITED 4.4 . 4 4.5 4. 5. 1 pe rmittin g flow of hyd raulic fluid to the steering jack. The push button switch is wired in. series with the nose wheel scissors limit switch> permitting operation of the hydraulic valve solenoid only when the aircraft is on the ground. Wheel B l".aking A solenoid in each main wheel brake control valve is auto matica11y energized when the landing gear up selection is made. The valve admits hydraulic pressure to the wheel brakes to stop wheel spin during the period of retraction. When the l a nding gear is up and the doors locked the sol.en- oids are de-energized . Aircraft Fuel Control The fuel system consists of two almost symmetrical sub systems ; the port sub - syste.m consisting of the aft fuselage tank together with the six wing tanks normally feeding the port engine , and the starboard sub-system consisting of the forward fuselage tank together with the six wing tanks normally feeding the starboard engine. Fuel is supplied from each system to its respective engine by an engine driven booster pump located in the collector tank of its sub- system. Each tributary tank is drained throu gh its fuel-no-air valveJ into its respective collector tank, according to a predetermined sequencing when the SECRET 23 AVRO A I RCR A FT LI M ITED 4.5.1.1 master sequence switch 1s selected to either "maximum shift" or "minimum shift". With the pilots low pressure cock switches and fuel cross-feed switches selected to "normal" 9 and the master sequence switch selected to the flight plan sequence , the system under normal flight conditions is virtually automatic. The foregoing system comprises the following equipment and its more detailed function : Fuel Distribution Control System (a) Fuel No-Air Valves: These valves are de - energized .. open" when the tank in which they are installed is draining into its collector tank. They remain de-energized when draining is completed. The fuel-no-air valves in the first left and right tank selected by the master sequence switch are de-energized "open•~ and the level sensor in the tank, on sensing a tank empty condition, actuates a relay in the sequence control unit to de-energize the next fuel-no-air valve in the sequence. (b) Level Sensors: One level sensor 1s installed in each tank, and its function 1s described in (a). However , the sensor in each collector tank has a different function. It is installed in parallel to, and is supplementary to , the C. G. capacitance units; and SECRET 24 AVRO A I RCRA FT LIMITED in the event of a failure in the normal monitoring system, it will supply a signal to illuminate a fuel low level warn ing light when its respective collector tank capacity drops to 60% and at the same time the 90% signal described in para C, will be paralleled . (c) Collector Tank Monitor . This system is comprised of capacitance units; 7 in each collector tank and a liquid level control unit. The capac itance units are so mounted that they will indicate , within 3%~ the 70% and 90% fuel levels. Should a collector tank fuel level drop to 90% the system will monitor a signal to the sequence control unit, ener gizing a relay which de - energizes th e next fuel-no - air valve in the sequence , causing two tanks to drain instead of one. Should the collector tank drop to 70% the relay energized in the sequence control unit will cause three tanks to drain instead of one or two. At this point the pilots II Low Level Fuel" warning light goes 'ON'. When the collector tank level returns to normal, the additional tank valves will be energized closed, and the original tank (if not empty by this time) will continue to drain into the collector tank. The low level warning light will go 10FF 1 • SECR ET 25 AVRD AIRCRAFT LIMITED - - --------------------- AV R 0 4.5.1.2 4 , 5 . 1. 3 Fuel Valve Control The left and right low pressure cocks are controlled by two , two pole double throw switches with designated positions "NORMAL" and "OFF". When a switch is selected to normal, power is supplied from the emergency D. C. bus to open the fuel valves. When the switch is selected to " OFF" , power is supplied from the battery bus to close the valves. When either the open or close valve travel is completed ~ internal limit switches open removing the power from the v alve. Cross Feed System The cross feed system operates on selection of the cross feed switch in the p i lots' cockpit. If left cross feed is selected, the cross feed valve is energized "open" and the right system is olating valve energized "closed", (left system isolating valve energized "open") thus allowing fuel supply from the left hand sub system only . Similarly, if right cross feed is selected,the cross feed valve is energized 11 open" and the left h and isolating valve energized " closed", (right hand isolating valve energized "open") thus allowing fuel supply from the right hand sub system. SE CRET 26 AVR O AIRCRAFT LIMITED - ---- ---------------- AV RD ARR D W 4.5.2 4.5.2.1 Internal limit switches remove power from the valves on completion of valve travel to either open or close position. Ground Refueling System The system is composed of the refueling and control switches, tank level sensing valves $ air pressure relief override valves, collector tank override valves and tank indicator lights ~ all of which are located on the aircraft. With the refueling adaptor doors open, the "Fuel Transfer Offu warning indicator light will go "ON". This light warns the pilot that the system is not in flight condition. When the refueling master switch is selected to 11ON 11 , D. C. power will cause the fourteen indicator lights to go "ON" and energize open the air pressure relief override valves and de energize 11 c losedu the collector tank over ride valves. A signal will also be impressed on the "Fuel Transfer Off" indicator light in parallel with the signal from the refueling adaptor door being open. If the flight plan calls for the complete filling of the aircraft system ~ the refueling selector switch is selected to 11 FULL". The right and left refueling control switches are then selected to "ON", which energize open the fourteen tank level sensing valves. The system is now ready for a "PRE-CHECK"• SECRET 27 A VRO AIRCRAF T LIMITED - ----------- -------- AV RD ARR D W 4.5.2.2 Pre -Check Test When the fuel begins to flow into the aircraft system, the pressure opens the shut off valve in each tank~ and as it does so, the corresponding refueling indicator light goes "OFF". After a short predetermined time the right and left refueling control switches are selected to "OFF", and the tank level sensing valves are de-energized closed. When the incoming fuel has filled the tank reservoirs, the reservoir float rises closing the float valve, which in turn puts a back pressure on the tank shut off valve, causing it to close against incoming fuel pressure o As each tank shut off valve closes ~ the corresponding refuel ing indicator light goes "ON" again. This completes the pre-check test and indicates that refueling of the aircraft may proceed. To continue the "FULL" refueling, the left and right refueling c ontrol switches are once again selected to "ON". The indicator lights remain on momentarily until the reservoirs are dumped into the tank by the re-opening of the tank level sensing valves. The float valves are also opened relieving the back pressure on the tank shut off valves which open$ actua- ting the limit switch and removing the power from the indi- cator lights. SECRET 28 AVRO AIRCRAFT LIMITED ---------------------AV RO ARROW 4.5.2.3 When the tanks are filled, the reservoir float valves are closed as in the pre-check, the tank shut off valves close and the fourteen indicator lights go ttON" . The refueling control switches are selected to "OFF"; the refueling hoses are disconnected from the aircraft, the adaptor doors are closed ll and when the refueling master switch is selected to "OFF" ll the fourteen fuel indicator lights, and the "Fuel Transfer Off" indicator light will go "OFF". The aircraft fuel system is now in flight condition . Partial Refueling: No. 1 and No . 2 When the flight plan calls for partial refueling , only certain tanks are selected to receive fueL When the refueling selector switch is selected to either "Partial No . 1 , or Partial No. 2," and the refueling master switch and the right and left refueling control switches are selected to "ON", those tank level s ensing valves are energized open according to the predetermined partial refueling pattern allowing fuel flow into their respective tanks . Indicator lights for the tanks not selected will remain ''ON" during these partial refueling patterns, while the indicator lights SECRET on the tanks selected for refueling will sequence as for full refueling . Prior to partial refueling , a pre-check of the system must be made . 29 AV/10 A//IC /IA FT LI M ITE D 4.5.3 4.5.4 ow D e-Fueling De-fueling is a normal fuel transfer with an exterior pres- sure source. The master refueling switch is left in the "Off and Defuel" position. When the tributary tanks are emptied by the external pres - sure supply, the non pressurized collector tanks are emptied by suction from the refueling truck. External Tank: To meet the requirements of a long ferry mission a single external tank is installed on the under side of the fuselage. Fuel transfer is effected by air pressure from the aircraft pressurization system through an electrically operated air pressure valve. The external tank is the first tank to drain and empty in either the maximum or minimum shift sequence, and is connected to the next internal tanks, in the sequence, through the sequence control unit and the fuel no-air valves. When the external tank low level sensor senses the tank is empty, it supplies a signal to the sequence control unit, and the fuel no-air ;v_alve (of the next tank in the sequence on either side) is energized open. If however, the fuel flow from the external tank is not great enough to satisfy the demand of the SECRET 30 AVRO AIRCRAFT LIMITED engines, the fuel no-air valves ~ in the next tank sequence ~ will be opened long enough to allow their tanks to drain into their respective collector tanks and bring the contents up above the 9 0% level. When the external tank is empty the air pressure valve is de~energized closed, and the "Tank Empty/ Jett. Fail" light will indicate in the cockpit. The fueling of the external tank is done manually and the level checked visually. Jettisoning of the external tank may be accomplished as follows : (a) actuation of the pilots' external "Tank Jettison" switch. (b) actuation of the pilots ' "Stores Jettison" switch. (c) by a signal from the electronics system, should the pilot have failed to jettison the tank prior to missile launching. Should the electrical jettison fail, the cockpit light will still give a warning to the pilot until he operates the mechanical jettison release . 4 . 6 Fuel Contents Indication (Ref. Fig . 6) The fuel quantity indic ating system comprises two inde- pendent and symmetrical systems of the capacitor type , one right hand and one left hand ~ and each indicating the total weight of fuel remaining in the tanks for their respective sides· SECRET 31 AVRO AIRCRAFT l/MITED --------------------- AV NO ANNO W The right indicator shows the total contents of the seven tanks 1, 3R, 4R , SR, 6R, 7R & BR, and the left indicator shows the total contents of the seven tanks 2 , 3L, 4L , SL, 6L, 7L & SL. Each tank contains a number of capacitor units wired in para llel~ and they in turn are wired in parallel with all the other units in the same system . The number of units in each tank is sufficient to ensure accurate indication. over a wide range of flight attitudes. Collector tanks SL & SR each contain a com pensator unit, which is connected to its respe c tive amplifier/ indicator unit , to compensate for changes in diele c tric pro perties and densities of the fuel. 4. 7 Fire Protection System (Ref. Fig . 7) 4. 7. 1 This system consists of a fire detection system and a fire extinguisher system, w h ich provides protection for each engine and the hydraulic equipment bay. Fire Detector System The system consists of a detector cable ., warning light and control unit, and it functions as de scribed below . The insulation resistance of the detector cable falls on expos ure to localized h eating, and this characteristic is utilized to light a warning lamp in the pilots' cockpit when the resis tance drops to a pre set value. The value of insulation resis tance which causes the light to glow is set by a resistor SE CRET 32 AVRO AIRCRAFT LIMITED 4.7 . 2 4 . 7 . 2 , 1 con nected across terminals 1 & 4 of the control unit. This also permits interchangeability of the control unit between systems having detector cables of different lengths by merely changing the resistors. For test purposes a switch (located on the refuelling & test panel E2 l) is provided which opens the continuous loop of the detector cable and grounds one e nd when actuated, thus causing a warning signal. The fire --detector -sy-st-em is supplied fr o m the emergency bus. Fir e Extinguisher System M anual Operation The extinguisher system 1s actuated by a push botton switch for each zone, which is combined 1n one unit with the a ppro priate fire detec t or indicator light . Two fire extinguisher bottles j containing Freon 12B2, are p rovided , each h aving three outlets and each outlet is independently controlled by an electrically actuated valve. Each one of the three outlets from each bottle is piped to one of the three fire zones. To operate the system the appropriate switch' is pushed, and through a system of sequencing relays the associated fire bottle is triggered, thus discharging the extinguishing mediu m into the fire zone. If the fire is not then extinguished the pilot may, by closing the "SECOND SHOT" switch, discharge the contents of the SECRET 33 AVRO A I RCRAFT LIMITED second bottle into the same zone, or alternatively ~ should a fire occur in either of the other two zones the contents of the r emaining bottle may be discharged by actuating the appro pr iate push button switch . In the event of a fire in an engine zone, before the pilot presses the fire extinguisher button he should select the left or right low pressure cock switch to "Off". This action will energize the appropriate low pressure cock valve closed . Power for the first shot for each area is supplied from the battery bus, therefore , in the event that the master switch is "OFF" , power from the battery bus will be available to close the low pressure cocks and discharge the fire extin guisher bottle . 4. 7. 2. 2 Automatic Operation Under crash conditions , the crash or inertia switch will actuate the system , discharging the contents of one exting guisher bottle into both right and left engines , and the con tents of the other extinguisher bottle into the hydraulic bay• Power for this operation is also supplied from the battery bus. 4. 8 Normal Canopy Actuation (Ref. Fig. 8) Actuation of each canopy is effected by the operation of an electrical linear actuator containing load limiting switches· SECRET 34 AVRD AIRCRAFT LIMITED ------------------ - -- AV RD ARR D W T h e se switches ensure full travel of the canopy before they operate to remove the D. C. supply to the actuator. In addi tion a control to energize the canopy seal pressurizing valve is incorporated. Each canopy is controlled by a pair of double pole, double throw switches (with centre "OFF") in parallel~ one of each pair is located in each cockpit and the other on the canopy arch for ground actuation . These ground service switches are for normal service and will not override the safety latches in the cockpit. However, a mechanical emergency release is incorporated which may be externally or internally operated. Interlocking relays are provided in the circuit to prevent the ground switches being actuated in opposition to those in the cockpit. Both front and rear cockpit systems have limit switches, in series with the D. C. supply, to prevent energizing the actua tors with the canopies locked. The limit switches are actua ted when the latch is fully open. The canopy seal pressurizing valve is actuated automatic ally, when both front and rear canopy latches are in the fully SECRET 35 ' :J AVRO AIRCRAFT LIMITED - -------- - ----------- AV RO ARROW clo s ed position, by means of limit switches in the locks which are wired in series. Power is taken from the emergency D. C. bus. Power for canopy actuation is supplied from battery bus so that the canopies can be opened or closed after the master switch has been turned "OFF". The canopies should only be opened once and closed once on the aircraft battery during a single flight cyclel> but once the master switch is turned on 1 power can be obtained from the starting cart or ground energizer 1 if the engines have not been started. 4. 9 Control System - Missile Hydraulics This system provides for the selection , lowering and retrac- tion of the missile launchers and the jettisoning of missiles when necessary. 4. 9. 1 If the two forward missiles are selected , a release signal from the electronics system will open the wing and fin doors , lower the launchers, return a signal to the electronic system and close the wing and fin doors. When the missiles are released j the doors are reopened , the launchers retracted to the secondary up position and the doors are reclosed. SECRET 36 AVRO AIRCRAFT LIMITED - ---------------- --- AV RO ARROW 4.9.2 4.9.3 4.9.4 A rear missiles release signal will lower and raise the rear launchers, sequencing the system as in Para. 1. In addition, a drag link door will be opened with the wing and fin doors) and which will not be re-closed until the launchers have been raised to the secondary up position. For the "All Missiles" selection, the above sequencing will take place for both front and rear launchers, but all four launchers must be down before the forward missiles firing control signal is returned to the electronics system . When both forward missiles are released the missiles inter- lock control will initiate the rear missiles firing sequence. Simultaneously the forward doors will be re-opened,and the forward launchers will retract as in Para 1. When the rear missiles are released the rear doors will be re -opened, and the rear-launchers will be retracted as in Para. 2. The "Missile Hung" light will go on when the doors in any selected sequence are opened,and will go out when the appli cable missiles are released or upon manual or automatic jettison. For manual retraction of hung missiles , the light will remain on until the front wing and fin door and/ or the rear drag link SECRET 37 AVRO AIRCRAFT LIMITED ARROW 4.9.5 4.9.6 4.9.7 4.9.8 door fully closed limit switch is actuated. The automatic jettisoning system is controlled by the elec tronics portion of the sequencing system when the "Peace War" switch,or link connection is in the automatic jettisoning position, otherwise the pilot will have a choice of either "Retract" or "Manual Jettison". Operation of the retract switch will open the doors, raise the missiles and reclose the doors. Operation of the "Manual Stores Jettison" switch will jettison all missiles remaining on the aircraft. If all missiles are on and the launchers up, all doors will be opened; the launchers will lower and the doors will re-close. The rear missiles will be jettisoned first and the empty launchers will be raised. When the drag link doors fully closed limit switches are actu ated, the forward missiles will be jettisoned; the forward empty launchers raised and the doors reclosed. Should the forward missiles have been fired and their launch- ers raised, manual jettison selection will only lower the launchers of the remaining rear missiles. A forward and a rear ground service switch is provided . Each switch has a "Raise" and "Lower" selection and is spring loaded to centre "Off". The launchers may be raised or low ered with the missiles either on or off. The hydraulic and SECRET 38 SECRET AVRO AIRCRAFT LIMITED - ------------ ----- --- AV RO ARROW 4 . 9.9 4. 9. 10 electrical systems are so designed that, in the event of both forms of power being removed, the launchers and doors will remain in the last selected position. Safety controls are incorporated as follows : (a) Manual jettison and cockpit retraction are not operative until the aircraft is off the runway. (b) Firing and automatic jettisoning of missiles can normally only be performed when all undercarriage doors are locked up. (c) Should the pilot have neglected to jettison the external tank~ it will be automatically released when the firing trigger is actuated . The missile doors will not open until the tank has dropped , and should it fail to do so , the pilot will receive a warning signal. (d) When manual jettisoning is selected$ the external tank j if still on the aircraft , will be released before the mis- sile s. (e) Firing and jettisoning lines to the missiles can be broken by means of a dis connect plug. A ground test switch is provided to override the undercarriage safety controls. The pack sealing valve is energized, through the actuation of the pack service panel door limit switch, from the main D .C • bus. This same source of power is used for a portion of the d • 1 hence the external supply must be groun service contra , 39 AV/ID AIRCRAFT l/MITED - ----------- -------- AV RO ARROW 4. 9. 11 4.10 4.10.1 4.10.2 4. 10. 3 4 . 10.4 plugged in for ground operation of the launchers. Emergency D. C. supply is used for actuation of the doors launchers and jettison control with separate circuitry for forward and rear launcher operation and jettison control. Air Conditioning System Cockpit Temperature Control ' The cockpit temperature is controlled by regulating the mixture of hot air with cooling air which is supplied to the cockpit. The temperature may be regulated by the pilots' cockpit temperature selector within the range of 40°F to 80°F. This temperature control is achieved by a '\}alve, located in the hot air supply duct, which is controlled by a temperature sensing system. The sensing system is a balanced bridge circuit with sensing units located in both inlet and outlet ducts. Electronic Eg uipment Temperature Control This system is similar to the cockpit control system, but has no manual control. Defogging A de -fog switch is fitted 1n the pilots' cockpit to override the temperature sensing system ~ and provide inlet air at a temperature of 95°F to disperse fogging. Emergency Operati on At high speeds, the failure of cooling air flow to the equipment SECRET 40 AVRD AIRCRAFT LIMITED 4.10. 5 4010.6 requiring cooling and to the cockpit, will result in critically high temperatures due to kinetic thermal effects" To lower the temperature 9 speed must be reduced immediately and the pilot's air emergency supply switch, switche d to the "ON11 position. The 11 ON 11 position will close the air-conditioning system shut off valve and the radar nose valve. The left ram air valve and left reverse flow valve will both open when the controlling thermostat is l00°F or below. In the case of failure of either the cockpit or radar temper ature controller, power to the respective valve (as applicable) will be cut, permitting the valve to return to the closed position. Ground Operation ( 1) Satisfactory ground operation is automatically provided for, by the operation of a scissor switch on the right undercarriage, which opens when the weight of the aircraft is on the undercarriage . (2) This switch opens both the left and right reverse flow valves and supplies air, bled from the engine intake ducts, to the air-conditioning system which maintains stable operating conditions when the aircraft is not in £.light. Simultaneously the cockpit inlet valve will be closed. SECRET 41 AVRD AIRCRAFT LIMITED - ------------------ AV RD ARR D W 4. 10 . 7 Ground Service ( 1) When the external air supply is connected to the air craft, the cockpit inlet valve will be openedp and the air-conditioning system valve will be closed. 4. 11 Flight Services and Master Warning 4. 11. 1 Master Warning System 4. 11. 1. 1 The complete system consists of the pilots 1 warning light panel, the master warning lights, the fire extinguisher warning lights and lights in the radar scope. 4. 11. 1. 2 Two master warning lights are provided on the pilots' main instrument panel. These lights are used in conjunction with the individual system warning lights, and provide a master indication of any trouble existing in the systems . The master warning light may be turned off by pushing a reset switch on the warning light panel , however p the system warn ing light will remain on until the fault is cleared. 4, 11. 1. 3 The pilots I warning light panel consists of 38 amber warning lights, a master warning light reset switch, a push to test switch and a dimmer switch. Each light is identified on the lens as to the system it indicates, and a light is supplied for each of the following services : (1) Lor R fuel transfer "OFF". (2) Tank empty/jett. fail. (3) R/H aircraft fuel low level. SECRET 42 AYRO AIRCRAFT LIMITED _::_~--------------- --- AV RD ARR D W (4) (5) (6) (7) (8) (9) L /H a i rcraft fuel low 11 ' e l. Hydraulic bay fire - not located on warning light panel. R/H engine fire - not lo c ated on warning light panel. L/H engine fire - not located on warning light panel. R/H engine oil pressure . L / H engine oil pressure . (10) R/H engine fuel pressure. ( 11) L/H engine fuel pressure. ( 12) R/H low rotor overspeed. (13) L/H low rotor over s peed . ( 14) L or R engine emergenc y fuel c ontrol "ON". ( 15) Missile hung up. ( 16) Radar ov erheat. (17) Missile locked 1'0N 11 - l ocat ed in radar scope (non master) SE CRET ( 18) Missile locked "OFF" - l ocated in radar scope (non master) (19) R - Paxis out. (20} Damping out. (21) Emergency damping on . (22) Cabin pressure. (23) Air condition system . (24) R/H engine bleed fail. ( 25) L/H engine bleed fai l. (26) Battery use. (27) Lor RD. C. fail. 43 AYRD AIRCRAFT LIMITED (28) R/H alternator fail. (29) L/H alternator fail. (30) Ice warn~g. ( 31) Flying control hydraulic ( 32) Flying control hydraulic ( 3 3) Utility hyd~a ulic. - A . - B. ( 34) Erner gency brake hydraulic. 4. 11. 1. 4 The master warning control unit accepts individual warning signals to operate the warning lights in the following manner : (a) On receipt of a fire signal ~ the appropriate fire warning light will go on together with the red master warning light. (b) On receipt of a signal from either flying control hydrau lics system A or B, the associated amber light on the pilots I warning light panel and the master amber warning light are activated, Should systems A and B fail simul taneously or consecutively, both lights on the pilots' warn ing panel will light and also both the red and amber master warning lights. ( c) When engine emergency fuel is selected, the light on the pilots I warning panel is activated, a reminder to the pilot that emergency fuel has been selected. No master warn- ing light is lit. (d) The remaining lights listed will be energized simultan eously with the amber master warning light on receipt of SECRET 44 JY/10 JI/IC/IJFT LIMITED ~------------------- AV RO ARROW their particular warning signal p except for the missile locked ON or OFF lights which are not connected to the master. The master red and amber warning lights .are dual units having two filaments each in parallel for reliability. The bail out light and the light in the under= carriage position selector lever are also connected to test and dimming circuits . On dimming selection p resistors are connected in series with all output signals except the three fire detection lights. 4. 11. 2 Turn and Slip Indicator: This is a conventional circuit powered from the emergency D . C. bus. 4 .11. 3 Bail out Signal: A switch, for use in emergency a is located in the pilots cockpit. When the switch is operated a red warning light and a signal buzzer will be energized to warn the navigator to bail out. A green light will also be energized in the pilot ' s cockpit• Power to the lights and buzzer is fed from the emergency D.C. bus p through the navigators seat limit switch. The extinguishing of the green lights in the pilot I s cockpit indicates to the pilot that the navigator has bailed out· SECRET 45 JYRD AIRCRAFT LIMITED -------------------- AV RO ARROW 4 . 11. 4 4. 11. 5 4. 11. 6 Hydraulic Pressure Warning: Four warning lights located in the pilots' cockpit are as folJows . (a) Flying control s ystem "A" (b) Flying -control s ystem 0 B 91 (c) Utility system (d) Emergency .brake In flying control systems "A" and "B" and the utility system, the lights are energized by ·means of pressure switches when the hydraulic pressure drops below 1000 psi. and are de energized when the pressur e subsequently rises to 3000 psa.. In the emergency brake system, the light is energized by • means of a pressure swit ch wh en the hydraulic pressure drops below 1,600 psi. and de-energized when the pressure rises to 3000 psi. Pitot Heaf: A heater 1s fitted to the pitot h ead located on the top fin. The power 1s supplied from the 115/200 VAC bus through a test switch. The test circuit incorporates a resistance 1n series with a green light and the heater element. Speed Brakes: The control for· the speed brakes, which are hydraulically actuated, is provided by a double acting electrically operated control valve. A single pole double throw switch, located in SECRET 46 AVRO AIRCRAFT LIMITED _ _;__------------------ AV RO ARROW 4. 11. 7 the right hand throttle handle in the pilots' cockpit, is used to control this valve . The mid position of the switch is marked "HOLD" and the positions, to either side, are identified "IN" and "OUT" . When this switch is moved to the "IN" or the "OUT" position, the corresponding coil of the valve is ener gized from the eme r gene y D. C. bus, resulting in move - ment of the speed brake to the extreme position in the selected direction. Any intermediate position between fully extended or fully retracted can be obtained by moving the switch to "HOLD 11 when the speed brake reaches the desired position . Pilots Control Surface Position Indication : When the control surfaces are moved (AILERON, ELEVATOR, RUDDER), the trim indicator is powered through variable resistances. The trim indicator is located on the pilots' con sole panel. 4 . 12 Cockpit Lights (Ref. Fig . 12) Five lighting circuits for each cockpit provide power to : (a) Main instrument. panel instrument lights (RED) (b) Main instrument panel &. console edge lights (RED} (c) Console flood lights (RED) (d) Main instrument panel high altitude console flood lights (Amber Flood} (e) Emergency flood and map lights SECR ET 47 AYRD AIRCRAFT LIMITED 4. 13 4. 13. 1 The circuits may be turned " ON" or "OFF" independently. C • • t 11 " "b" a d " " h • d • • d 1 d ' • 1rcu1 s a , n c ave 1n 1v1 ua 1mm1ng control through variable transformers. Each emergency flood light has a dimming feature incorporated . Circuits "a", "b" and "c" are fed from the 115 volt main A. C. bus, circuit "d" from the 28 volt D. C. main bus and circuit "e" from the 28V D. C. emergency bus. External Lights (Ref. Fig . 13) Landi"ng and Taxiing Lights Two AN3129-4523 lamps are fitted on the nose und~car.riage; one is fitted on the steering portion for "Taxi" purposes and the other on the fixed portio'n of the .leg. The landing and taxiing lights are controlled by a double pole,double throw switch with a centre "OFF" position. The control is through the undercarriage door "UP" relay to pre vent the landing and taxiing lights being turned on with the undercarriage up. One side of the control switch is connected to a single pole, single throw relay which controls the landing light, the other side controls the taxi light through a similar relay • The switch is marked "TAXI", 110FF" and "LANDING"· Wi th the undercarriage down and "LANDING" selected, both ta:xi SECRE T 48 AYRD AIRCRAFT LIMITED _:__:__------------------ AVRO 4.13.2 4. 14 4. 14. 1 and landing lights will be illuminated; when "TAXI" is selected , only the taxi light will be on. Power is supplied from the 28 volts D. C. shedding bus. Navigation Lights The navigation lights, consisting of the right and left wing tip lights and the two fin tips lights, are controlled by a flasher unit through a four pole double throw switch with a centr e "OFF" position. Power is supplied from the main D. C. bus. The control switch has two "ON" positions marked "STEADY" and "FLASH". When the "STEADY" position is selected all lights are turned on , and when the "FLASH" position is selected the two wing tip lights and the white fin tip light will be on together and will flash alternately with the red fin tip light, each being on . 7 5 seconds and off . 7 5 seconds alter- nately. Engine Anti-Icing and Duct De-Icing Systems (Ref. Fig. 3 & 14) General The anti-icing and de-icing installation is divided into three parts : (a) Ice detecting (b) Duct intake ramps and lips de -icing (c) Engine anti-icing SECRET 49 AYIID J / RCIIAFT LIMITED ~ ~------------------ AV RO ARROW 4. 14.2 The power supplies to the above systems are as follows: (a) 28 Volt D. C. supply from the de-icing D. C . bus to the ice detectors and controls for both engine anti-icing and duct de -icing sys terns. (b) 115/ 200 volt three phase supply from the left and right de -icing buses to the respective distributor for heating the parting strips and shedding areas in the duct de- icing system. Ice Detecting General The detection of ice formation is accomplished by two elec trically heated ice detectors. The units are identical and one is mounted on the lip of each engine intake duct. The ice detector is a unit containing a pressure switch, four relays, three resistors, and mounting two electrically heated probes which protrude into the air stream. One probe is continuously heated whenever the de-icing D. C. bus is energized and provides a reference static pressure. The other probe has a number of small holes exposed to the air stream on the forward side and under normal conditions of ' ' flight will record a positive pressure in respect to the refer ence pressure recorde in the reference pressure probe. When icing is encountered ic e will form over the holes in th e SECRET 50 AYRO AIRCRAFT LIMITED _ _::.:.;.~----------------- AV RO ARROW 4. 14. 3 detector probe and reduce the pressure below that of the refer ence probe. This condition is sensed by the pressure switch which operates to send a signal to the de-icing controller and supply power to the detector probe heater. The heater rapidly clears the probe of ice and re-establishes a positive pressure balance. If icing conditions continue, the icing and de-icing cycle of the detector probe is repeated continuously 9 thereby transmitting pulses to the de-icing controller at a rate directly proportional to the rate of icing . Duct De -Icing System De-icing of the intake ducts is accomplished by electrically heated rubber ice protectors which are automatically con trolled. The units which make up this system, and the ir oper- ation, are de scribed below. 4. 14. 3. 1 Controller The de-icing controller is supplied with signals from the ice detector as described in para. 4. 14. 2 and interprets them to control both the duet de-icing and engine anti -ic ing systems· On receipt of the first ice detector signal, the controller · (a) turns on the engine anti-icing system. (b) energizes the parting strips on the ice protectors . (c) commences a count of icing signal. When the count of icing signals reaches a pre-determined 51 _ _ ::..A~Y a~o-A _1 a_c_a_A_F_r_,_,_M_,_r_E_o __________________ A V. 71 qi1 or or number , which may be pre set in the controller between the limits of 4 to 12 signals ? the controller: (a) starts the shedding cycle of the duct ice protectors. (b) recommences the count of icing signals. Upon completion of the shedding cycle , the controller : (a) starts a new shedding cycle if the preset number of (b) (c) signals (or more) have been received since the com mencing of the shedding cycle . continues the signal count until the preset number of signals has been received and then starts a new shedding cycle. after a preset time (variable between 40 to 160 seconds) elapses from (i) to receipt of the last icing signal or (ii) the commencement of the last shedding cycle, will initiate a final shedding cycle at the conclusion of which both the engine anti-icing and the duct de-icing systems are shut off. SECRET Also incorporated in the controller is a provision for adjusting the shedding time for ea h shedding area between 4 and 12 seconds. 4. 14 . 3. 2 Distributor The distributor supplies 115V A.G. power to the heated areas of the rubber ice protectors in the proper sequence a nd as directed b y signals from the controller, 52 SECRET AYRO AIRCRAFT LIMITED 4 , 14.3.3 and 4 . 14.4 4., 15 4.15 .1 Ice Protectors The 1ce protectors are rnade of rubber and h ave ~d1res emb e d= ed belo w the outer surface to carry t he h e ating curr ent . They are d1v1ded into two types of heated ar e as as appropriate to their 1.ocation 2.s folloqs: (a) parting strips, wnic.h are coatinuously heate d under 1c1ng conditions and thu.s kept free of ice at all tin'le s. (b) shedding 2.reas which a,re 1nternnttently cycled accor ding t o t he ic1ng conditions encountered T he protectors are prevented from overheating by thermostats provj ded on the instalJ ation~ wh1ci1 interrupt the h eating current t h r ough the d1str1b1.1tor for the shedding areas and, thr ough a relay for the partl"l'lg strips. Engine Ant1=lcing Syste1n Engine anti 1c1ng is accon1plishea by tri.e use of engine bleed a1r . Operation of the system is starte..:. auton1ati.cally by the contr oEer through the c ctua{- on of an air supply valve• The sy sterv1. fun.et~ ons continuously .-'ur1n.g 1 c1.-ig conditi 011s • (Ref• E ngine Se1 vices) . R ado n1e De Icing, Vlindscreen 2,,nd Cano1 y ~11.ti.-Icing_ Ra dor.c1e l e e Protection A so!.enoid operated shut= off valve is controlled automatically h ah a 11h olci.= on 11 by a signal fr o rn the for l\l'c.-,rd ce detector, t rouo , 1 a·,1 a.J ident:i co.l t o t he ice r e.1.ay. Th_ s uete ctor , s a..:..:l:t, 011 " to • 53 -~A~Y:_R:_D _:-':_:' R_.-:.C~R_:_A_F r_u_M_i_r_E o _____ ___________ _ A ~; RAMP & INTAKE DE-ICING LOADING Boot Shedding Load No . Area V.A. 1 1 ~~( 1670 2 2 ,,. 3280 3 4950 4 4950 5 4950 3 7 + 2550 8 4950 4 1 1 4950 5 10 4950 6 7 + 2400 9 4950 7 6 4950 * Cycled together as one . hedd1ng a rea~ + Cycled together as one shedding area. Parting Strip No. 1 2 3 4 5 6 16 8 9 12 17 1 1 13 10 14 7 15 TOTAL Load V.A. 480 122 388 140 148 95 375 123 232 100 47 100 300 100 • 300 123 232 8355 Loads in table are calculated on the following watt dissipationi 20 watts/ square inch for parting strips. 12 watts/square inch for shedding a.reas. SECRET 54 AYRD J!RC/1,UT LIMITED 4, 15. 2 detectorc, used 1n the engine anti-icing and duct de-icing systems. When an icing signal is received, the solenoid valve will be opened for approximately 1. 5 seconds , spraying de -icing fluid on the external surface of the radome. At the end of this period this valve will close and an air valve supplying purg ing air from the pilots anti - G line , will open for approximately 23 seconds. When the system operates, a signal will be sent to the ground check annunciator box which will notify the ground service crew that de-icing fluid has been consumed. In order to prevent loss of fluid, this system is de -ene rgized when the aircraft is on the ground , however, a check of the system can be made by operating the ground test override switch and then functioning the ice -detector. Windscreen and Canopy Anti-Icing Anti-icing of the pilots •windscreen and canopy and the navi- gators' canopy is accomplished by passing current through an oxide coating which has been sprayed on the inner surface of the outer glass lamination of the panels. Resistance element sensors, part of a bridge system, are built into the gla ss panels to control the temperature. In the event of an over heat ing condition, the control system will cause the panel to be de-energized. The system is energized continuously when SECRET 55 SECRET _ _:_'~r11~0:.__"~'.::_11_:.c::_R~A F:_r_u_M_i_r_E_o __________________ A V R O A R R O W I I(• the aircraft master electrical switch is selected to '°'i-0;1 the power buses are energized. 56 SECRET --A~ V~R~D_:A::_:l::_R:_C~R~A-F_r_,_1_M_1_r_E_o ________ ___________ AV RO A S. Description of Equipment 5. 1 A. C. Generator , Controls and Transformer Rectifier To be issued later. 57 \.11 00 UNIT Battery 15 AH Flasher - Position Lights Wing Tip Lights Fin Tip Lights Switch (Fire Ext) Push Button Inertia Switch Instrument Transformer Rotary Switch (Refuel) Transformer - Variable Voltage Control Box - Master Warning Switch (Relight) Switch Limit . Canopy Act. Actuator (Limit Switch) Relay 2PDT l O Amp Fuse Fuse Holder Connector - Lanyard Release Starting Control & Intercomm Indicator Light Relay 50A . SPDT Class A External Supply Receipt & Cover Switch 3 POS Slide Indicator Light (Miniature) Panel - Landing Gear Control Indicator - Dual Warning Generator 208 / 120V.A.C .400 Cycle Control Unit & Transformer Rectifier APPENDIX 1 PARTS TO AVROCAN SPECIFICATIONS MANUFACTURER Saft Lucas-Rotax Grimes (Aviation) Soderberg Hetherington Can. Atlas Trans C-H Can. Atlas Trans Hetherin gton M-H M-H U . S. Relay Burntly (N. E. Co) Burntly (N. E. Co) Garrett Corp. {Wiggins) Marco Can. Diaphlex Albert & J.M. Anderson Mfg. {Powerlite) M-H Dialite Karry MFG. DWG. OR PART NO. 22023 DEV. 5001 D8020 D7067 SK538 S 1124A S l 124-4A A3084R-BX - - 7262K 11 - C 1006 - JES - - - 9500 A5V 9500 A6V - 650-4063 - - Xll618 - - 204BPRL 204BPAL - - AVROCAN SPEC. E 209 E 224 E 229 E 229 E 287 E 290 I E 291 E 295 E 352 E 376 I - - - - E 240 I E 241 E 307 - - - E 345 I - E 318 I E 279 - I E 500 E 500 SPEC OR SPEC. DWG . 7-11 52-11 7-1183-11 & -12 - - 7-1152-31 - - 7-1152-12 MIL-S-6743 MIL-S-6743 MIL-S-6744 MIL-A6106A Type 1. Class B - - MIL-I-3661 MIL-R-6106A - MIL-S -6 743 & 6744 - 7-1152-8 MIL-I- 3661 - - I I CO. STD. DWG. CS-F-106 1 & 2 CS-L-129 CS-S-155 CS-S-150 - CS-S-149 CS-T-134 - CS-S-151 CS-S-152 CS-A-105 CS-R-122 CS-F-107 CS-F-108 CS-C-142 CS-I-108 CS-R-128 CS-R-127 CS-S -153 CS-I-107 - CS-1-109 - - ... ""' ,., ~ ... ...... ~ .... ~ ... ...., ...., ..... ...... ~ ...... ...., ..... t::, .. AV IIO A! !ICRAfT LIMITED -~----------------- AV RO ARROW APPENDIX 2 A REVIEW OF THE ENGINEERING DECISIONS ON BATTERY SELECTION FOR THE CF-105 AIRCRAFT 1. Introduction A nickel cadmium battery was selected for the CF-105 aircrafL This selection was largely based on the reduction of weight and the ease of maintenance that a nickel cadmium battery would provide over the more commonly used lead acid battery. The selection of this type of battery has been queried by the RCAF in letters Ref. No. S -1038- 105-8 (ACE-1) and 1038-CF105-80 (AMTS/DIE ENG) . The objections raised to the pre- sent installation appear to be : {a) that the battery has been incompletely evaluated and qualified by the U.S. Navy, and {b) that the batteries of this type are prone to self destruction at airc raft operating temperatures . It was also pointed out that a quick dis connect type of battery connector was desired . Accordingly, this review of the present situation is pre"" · sented so that the full details of the present installation may be known. 2. The Qualification and Reliability of Nickel Cadmium Batteries 2. 1 Qualification Status A nickel cadmium battery of this type has been electrically qualified as indicated in a letter dated 7th, December 1955 Ref. AER-EL-501/67, Department of the Navy Bureau of Aeronatuics, Washington 25, D. C. A copy of this letter has 59 been sent to Mr . D. M . Fraser , 107 0 Bir chmount Rd .~ Toronto 16 , Ontario ~ and its contents state that the battery meets the electrical qualification test requirements of MIL-B-8565. 2 , 2 Service Use 2, 2, 1 This type of battery has given 200 hours of trouble free ope ra tion 1n a CF~ 100 MK. 4 aircraft and it is understood that air- craft companies 1n France England ~ and 1n the United States have reported good performance and reliability of similar units. Service Diff1cultie s There are no k nown records of the so called "vicious cycle 11 that have not been associated with overcharging of the battery. However ~ 1t may be noted that this probl em also exists with the lead acid type of battery but 1n that case the temperature rise on overcharge is not as high as in the n1ckel cadmium type. The higher temperature rise of the latter 1s due to the l ow internal resistance which makes possible its superior high discharge rate characteristics . 3 . Battery Selection A 15 ampere~hour battery is required for the CF~ 105 a1.rcraft, The nearest standard size 1s the AN 31.51, a 24 A . H . l ead acid type battery for which a dimens1onally equ1 valent nicke l cad1nium type of 22 ampere hours capacity 1s available. H o\;vever , the use of the 22 ampere hour battery woul d entail a weight penalty of l O to 12 lbs• o ver the 1 5 A -H SECRET 60 AYRD A!IICIIAfT LIMITED nickel cadmium battery pr esently selected . 4 . Nickel Cadmium Battery Temperatures ~. 1 General The ear ly model of the nickel cadmium battery required a wir= 1ng connection to the generator controls t o control the voltage at the battery terminal s . Later ~ this arrangement was modi= fied and a thermocouple was incorporated in an outer battery cell to c ontrol a relay which isolated the battery from its charging circuits wh en overcharging caused the outer reference cell to r e ach 135°F ~ which is equivalent t o an inner cell temperature of 160°F . 4 . 2 Characteristics of the Battery Tempe rature Rise Battery temperature does not start to rise until the battery reach es 100% of full charge as is shown by a tempera ture ri se versus% over c harge curve (Fig 1) furnished by the battery manufacture r . Thi s curve indicates a rapid temperature rise if a h i gh charging rate is maintained after the battery comes up t o full char ge . However this temperature r i se may be prevented by : (a ) completing the final charging of t he battery at a low rat e ~ or (b ) by cha rging at a voltage which is less than the ful l charge voltage of the battery . 61 JYRD AIRCRA FT LI M ITED 5 . Anticipated Temperatu1 e s of the Nickel Cadmium Battery as Installed in the CF= 105 5, l Electrically Induced Temperature A s the no=load full charge battery voltage is 29 volts and the aircraft charging voltage is 27.5·!· l volt there appears tobe no danger of overcharging and consequently overheating the battery. 5. 2 Ambient Temperature The battery is installed 1n a compartment whose ambient temperature is controlled by the air conditioning system to 160°F. However to take full advantage of the nickel cadmium batteries 1 characteristics it was decided to provide a special coollng facility to maintain the battery itself at 80°F . 6 Terminals SECRET The battery will be fitted with a quick disconnect type of connector similar to that used on the Convair B58. However» the maintenance problems connected with the use of nickel cadmium batteries appear to be far less than those associated with the lead acid type and for this reason the nickel cadmium battery did not appear to require removal as frequently as the other type. In particular . the lead acid battery was frequently removed for servicing for any one of the following conditions: (a) exposure of the aircraft to nominal low temperatures often required replacement of a cold battery with a warm one especially when an electrical starter was used . 62 AY/ID AIRCRAFT LIMITED (b) routine inspecting involving cleaning and c or r osion prevention due to spillage $ leakage and spraying of the electrolyte . (c) routine specific gravity adjustment of the electrolyte $ entailing bench checking. (d) on some aircraft installations $ the battery must be disconnected to disable the c anopy ejection mechanism when the aircraft is hangared. The nickel cadmium battery installation as proposed for the CF=l05 air= craft will not require battery removal for any of the above reasons. This aid to ease of main enance of the aircraft is brought about through t he following characteristics of the nickel cadmium battery and its instal= lation. (a) While the low temperature characteristi c s of the nickel cadmium battery are superior to those of the lead acid type $ should it have been subjected to a "Cold soak" at t e mperatures bel ow a ppr ox1 = mately =15°F it will be necessary to replace the battery if the air craft is r equ1r ed for immediate flight. {b} the battery 1s a sealed unit and so requires no electrolyte mainten= ance . ' c} the canopy and seat ejection mechanisms of the CF-105 aircraft are not e l e ctrically operated. SECRET 63 1t\, ~ ' I . -~AV:_':._D ,::A '..::..R.:....C R_A_F r_LI_M_i_rE_o _______________ A Vil O A ~R SAFT BATTERY - VOLTABLOC VO-15 EFFICIENCY STUDY EMERGENCY D. C . BUS FLIGHT LOADING YAW DAMPING TURN r,_ SLIP SERVICE V & H REF. ERECTION COMPUTER INTEGRATED DIRECTION INDICATOR U. H.F. ARC-52 (XN-4) I. F . F . APX - 1 9 SPEED BRAKES INTER PHONE AIC -10 CANOPY SEAL MISC, RELAY CONTROL RELIGHT 12A/ ENGINE FOR 20- 3 0 SECS ENGINE SERVICES LANDING GEAR DOWN INDICATION EMERGENCY FLOOD LIGHTS PITCH TRIM ( IA FOR 20 SECS OVER 20 MINS) FIRE DETECTION CONTINUOUS LOAD AMPS 1. 36 . 20 . 73 1. 45 1. 00 1. 80 . 70 2 . 55 1. 00 . 80 . 70 4. 00 . 50 . 60 . 02 1. 00 18 . 41A Additional c on n ected loads, not normally used and of short durac.tion: FIRE PROTECTION ENGINE EMERGENCY FUEL SELECTION STORES JETTISON CANOPY ACTUATION BAIL OUT INDICATION EFFECT OF TEMPERATURE ON TIME OF OPERATION Calculating on a basis of an 1 8. 5 amps continuous load. AMPS TEMPERATURE MINUTES OF OPERATION 18.5 +68°F 48 18. 5 - 32°F 46 18 . 5 -4°F 34 64 JA 1--1----+----+--t---t-v-/% L--+--+--r---t~ ~ -0 ~:--r-, -,1-t--t--t--+--+----!---J. 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',f o, f 1.20 1.0 0.9 0. 0 J ~ ---,--,-- r j -+--t~-~, C/ 20 -.---.-- (.7 5A) -+-t--t~-4~rt-t-t--t,-r-r7-n K~ • , 2 , ---;--,--, 4 , -t-------.-----r~ 6 , a' 10' ... 12' . .1 14' 16 , \---+--t---t-t-,,, ' ~ '° -,.....,.,_ c. - - > • - 1 B' 7 1',,. ,..,__ • _- " • ' " ' ' ' , , . " -' " ' • I\. I ~ 2'" , , 3' - 4' 5 ' C/10 6' (1.5~_+7' ; c 1 ~ 20' µ • , ' · _I a ~ ~-~ ,o, ' 20' 3()' C(15A) 40' " ' ·' _I 9' -I"'-.' 'I"'-,. I -..,...._, , I 1 I I j j j ,i_ ~r-,__ , 1'- - • " • , ' - • ' _I J ' -"' "- LJ ~ 'r,. 5, , ' 10' 15' 2C(30A) 20' .l , , -~ !\__ ["> • ,,.. ' I J I ' C ' I I 1 ~ .--t----r--,----, 11 ~ 1 ' ' ~ ~ -, 21 4' 6' • 8' --1r-i-~ lO'-, 3C(45A) ·1-2 ' 14' "~ ~5 ~ ~ ~ __ - •- "',i. f',,1!11, I I l J j_ _l . I I"\ _,+r--.....,~r-t-r-r-, " l'_ct: J 16' """ tlf2. i "" , , 2' 0 , °' - ~-=-~-t-+~1-,T- I _, ~.--.. 3 4' , 5' 6' ' ' - \.. 1 ,- c j j 5C(75A) 7 ' 8 ' I~- l"il ;.:.'4--+-+--t- 111 -7 " 2' - ' ' I I I 9;- ' • ...,_ 3',-t--r-r, , ~ l , ~ 1 j 1 4 7c:(105~.J 5 , l.="11 ~ p r' ½' -,....._ j J i"'b,. LI..--4-+-t-----4---+--+----+--if--+--+--+---t t-+-+--1----l------+------l-- 11---+---__J.___J 1---1-- 1-1--- 1---~ J ~ - '.... ,__/j__j__j___J_ -'-i----l---l---1----+--l---i--------41-----l-----f M • / ~f ~•, N l--+-+--+---1--------l-----!- ___.___.__ ~ == ~ T ,'-.l--..J-....)....-,J-..J--+.---+----l---1--1+---+--+--+-t t---+--+---1----1---1---l. ._..--I~ ...:: • ::_'-- u / j I ... M -t--+-~'-----1-a _ _ .___., , I .• /--+--+-+-~'+-+-+-+-+--+-+--+-+--t-t--1 ll'l' ~ - N. ----- ,___ ~ T t-i--+--4--4--+-' t--+---.- - - --- -J __ l-..J_.J.._J_!../ --4---+--+-l~,l-4-+--+--+-t-!---t I t-t-+----l---+---l-- I--+--+- '-- ~ .__.__ ~ -~+-+--+___j~+-+-+-+-+-+-+-t N. L+-J""- J ,' -,,_ ~ ,,. t-t-+-4---4-L~' ~tt;~~,~'~,~'~~~~~~~~~~:::~ ......_+--'--l-.Jil/4-.J....A' ..J.JLJ.r.J.-JL.L..1..l--l-.LL/_l_..J_j__J_...L-µ......1--J.....-t-_..._.J.--1,.-,.. o MAY /57 0 C') 0 N l 0 0 ~ 0 0: 0 113:> ~3d Sl10A 0 co 0 0 " 0 0 ~ 0 VOLTABLOC VO 15 0 CONTINUOUS DISCHARG-E 5 HOURS AFTER CHARGE AMBIENT TEMPERATURE 45°C(l l 3 F) SE CRE T 1/) c,: ::::, 0 J: w 0:: w 0.. ::E <( /27 68 AYID J!/ICI/AfT LIMITED I I I . " ~ - A U/C 5C1$$0A$ $W LEFT A.C. I GNO INTEACO>.l>.I FAULT AELAY 1 ~ 2 RIGHT '---------, !-To ~<>j;-: )4 T-A.U Q, A R C ' R/H l:SAAYA.C. ~?L ~ ~AL AELAY 1-A v j I " ~ -L>I- ~- ~ ~ .~ I MA:TEA WA ANING .----, re-: BOX o~I GND JJ . L,H. ::-L LA I~ (ONTAOL T.R.U. $1GN~L f-,., - £,~~ RELAY RELAY 01- ~ OTAUMENT " TRAN5~0P'-1E~~ - /\ ~ ... - '-~ ·~ 0,C.~E"tRv°""G AAMA."'1E.NT CONTAOL COrTACL _..--r-,,,__ ~ 50L >.11$$l.~$ I .. --., . }.__ + 1 ~• -1 INC. ~- I ii~.,G I '3 LEFT 1 A~w ( 6 L,. T.R".U - 0 - • ~ A o r I C "' ·0-- olAATING EMERGENCY . - GENERATOA ( k-- ~ n ( ( -( F -- -+- I'-1-- MA!,TE~ E.,_ $~ ~1 '---~-r- B'-'flb,Yu~ 1-- l~ .2...!...5l - I - ~ ~ _G:r EMEAG !,TARTIS~ BU!, GEN[tt AE.LAY 3ATT AELAY - ~~ ~ RcvrntE.'ct~RENT AE.LAY ,~ATTERY/ - - I I I W[Jt,,.IAIN .,,: .( h ;6 ' ~ . \ A E.LE.CTRONtC5 MAIN O.C. INS TlHEDDING 0.C. 15 ?:;I-~~ ll PAIMAAV A.C. 4H PB,!. 11 A0 ll ~All) (\ ~]:(J ORI AC. MAY/57 FIG. 1 POWER SYSTEM ====------1--------------_JL~E~F~T [A,®C~. ~---1--UJ - --------t---------------F-A_;:ULT RELAY I ~ '------<>2 RIGHT ~ iHT LEFT A.C. FAIL -"--:-o - I -- CQNT~OL ~ RIGHT GENERATOR y PANEL TI - Tt 'f" h ,_______, er~ 'h ~~ '""'\i I C,/CURRENT - - + .,_ ii 1 I DJ~ C,l,!RRE N~· L...L..l..j, <>---,,,-:---;o---- )----A I 1~c ~; GND ~---JIENERGIZER ~ ~- EXT CONTAOL A(L,t,Y ;;i-- ~ . DEICl If> ~ MA.Y/57 RIH STARTER UNIT C 4 S.t . R/H IGNITERS ! ] w ~ .:!:r. 13~ - a:3: ~vl ~~ ~ ~~ I~ ---.,-I A.. h r, L6 ·:r ~ ·~ . .., < ~ I/') <( 0 c0P Qcel et <( I(') I(') -----' Q. Q. :I ~ ~ ir ...J d w a: :) O;...J :) ... ~8 ~~ ... ~...J ~ ...J -o ©z 'Ez _o ~vl t-vl a: -w :t:~ a: a: <( .... ~g ~,-. w <( I- ~~ I- I- vl 0 >< -...J vl t-0 Zo C I- '2v1 I! §...J < :r. ...J a:~ 8 ~ ~~ 11 :r. u -') o"-- ~ ~ O"-- :r 1, I- .... 'j ~0 ~ I- ~~ 11 ,-:- ::.::~ 1, lj~ -:,: <( I- ;:,: ~ ::r:: I/')> lj "? :r. 1, ~ ,..;'!:! z ..... I.{) u ~ N - z N= ~ µ~) I ~) § I i5 <"'>-. r,_ £' ./"' ~ ~ Ch _J~ 8: r< )- - w~ - "-' (_/ l(._,Y '<-....: 'C RK5HT LEFT CY :....r :....r - 6 I 6 I Jl.....!_ Al GROUND STARTING UNIT L...c.~ ~ ~ O; 51 w O; I- ~ a: et: i · 2 7.~v.oc < ( Q: ,-{El ...J GROUND TE5Tc OVERIDE 5W D f E A B k ( y T + R u/c I /c SC ISSORS SW GROUND CONTROL ~~ ~ ~ ~:or~ MASTER $ 5 <( BATTERY BUS '° v , <( ~ 0 U'I PRIMARY A.C. BUS FIG. 2 STARTING AND IGNITION Q: ....I ~~ ~z a: -w gg w ~~ I- §-' < a:~ ~ 8 0 .... I- ~~ I->' <( 1./) > trl ..: ~ z ~ N- z § 0 ,,(' .r--. ~ --.- _w_ ~ ~ RK3HT LEFT I h GROUND STARTING UNIT ~ a: w a: I- ~ a: ~ - ~~v.oc 0: D F E A B T 1/c QO\.JND CONTROL ~o.__ ~~ ,P ~ 0 i.n MA$TE:R $ - 0 p v , + -~ ~ ~ 50A ,,, A/C B ITER'I (REF) r A SI 0.. B :I '" rt a: d i~ ::::> .... ~...J 'Ez _o 1-u) :r:~ Ck Cl'. ~>- w <( I- I-o>< -..J u) 1-0 Zo " \2u> ) :CJ ? 9 ~~ 0 oi... X: ~ ~ I- -~ ~- ~ ~~ >' II? :r ..... 1./) V N = 0 µ---q I'- ------ , :>.. g: '-----, :.__y :_y -__;r ~ .:,;_ - 6 I ~ S2 -~,- . ~ ) a: ~ r DOOR - - - UPLOCK SWITCH D F !, ~~~ {-~-- L ufc1H> ~-:-i tr·{ SCISSOl'CTU-HEL <;N T'-KEOff ALL UC uOIIN ANO TELt.5C OPK. STAY $WITCHFS ARE ACTUATED WHEN U C LOCKED DOWN ALL UC DOOR UPLCX:X SWITCHES ARE AC1UAT~D WHEN DOO> --~-{ DOOR SWI TCH D r UPLOCK SWITC H D &.~~ ~ -b A TE~E~rOP~C t-t { R U/C rl> [( A U'c b t {J Dt { RU/C r i-~U DOWN _ _ _ TELESCOPIC SCISSORS STAY SWITCH SWITCH! .;- STAY SWITCH D f D SWITCH T I ~ ~u-_ u/c ( ~NTI SPIN VALVE z~~ SOLENOIDS & :;; a. 0 ::, JJ .ll~£.R - - t "'o ' F.6 ~ U C J ) H < Jj)ol'.N Uf A L ~ - _'._\--~ T -LAND~PPRQACH I ? 0.1 EA - ANO u/C POSIT ION A ~Lt.NOIO WARNING LIGHT L\t EMERG B -oowN LIMIT - SWITCH A l ~ E s M PILOTS U/C ACTUATOR ♦ .()~ J~1.hA '( < '< ' """ ,.,. ""' ,., ..... ,., .... ,., ~ ~ ~ ~ :t:... ~ ~ ~ ~ ~ ..... ..... .... -... ~ -... ..... ..., ~ JYIIJ JIIICIIAFT LIMITED MAY/57 0 0000 COU.ECTOR TANK MONIT V CDAEFB J • W ~ LOW PRESSUAE COCKS L/ ISOLATI VALVE OPEN C CLOSE: E....1£26. 11shoo VA(.. 5uPPLV FIG. 5 REFUELLI NG fA%LE~~S ~ RIGHT Q '->--+---i, B~& C~ 11512OOV AC EMERGENCY BUSA~B~.& CaS LEFT TANKS INDICATOR E AMPLIFIER ECFKJHM l TEST SWITCH -= (IN NOSE WHEEL WELL) 'RIGf INDI N A D 8 AMF FIG. 6 FUEL CAPACITANCE INDICATION STEM TANKS ~ LEFT TANKS INDICATOR AMPLIFIER ECFKJHM TEST SWITCH ll 7 (IN NOSE WHEEL WELL) RIGHT FUEL SYSTEM TANKS 'RIGHT TANKS INDICATOR N A D B AMPLIFIER FIG. 6 FUEL CAPACITANCE INDICATION 0 B ~R /27 75 AYRD AIRCRAFT LIMITED 18,1 I I "--._ A2 I I ~I - I L-----"', I F3lifl.2 i I L----8~ :v-----n I c~ :,, t:m.8.1,W. .oa FOBWI\BP P,C BU5VMIN> Eb!EBG P& M -' I 4o I - : 3~ L __ PJ'LOTS L L/P COCK SWITCH f{ IOA ..( l~A ENG. FIRE. OFT CONTROL UNIT ..,a;. ,-IV\/'-, 1 6 6 o 6 6 9 c o 9 O ZONE 3 SH T LEFT ENG ZDNE'1 SHOT'I FIRE DETECTOR LOOPS ~ R ENG HYO BAY ,,-._, ~ r ) I) GROUND HST SWITCH I ' '---+----'' ~--+----I----------- ENG FIRE DET CONTROL UNIT --, (\/V',4'=- 1 6 6 0 6 61 0 9 ( 9 9 HYO BAY FIRE DET CONTRO.... UNIT 'llGKT ENG. 0 l.OCK·ON'PQS ,...t\/V'-, - 1 0 6 0 6 61 9 9 () 0 L.. ''-----' _J r L..J (~ "' 183 V i)I _Al: MASTER ,:, SWITCHlREFl I '-- t IOA c 19 In MASTER WARNING 9c9 2nY EMERG °LOCl' I CRASH A lo 'l ZONE'.4'3 CRASH INERTIA l •I A 5H0T't Z0NE'3 0NN'3 PIPE CRASH SWITCH E~TINGUISrE.8.. BQTTLC'1 t:!QBM!I~ .l21.:ii:;HA8!;l, - PIPE,"t IQ L E,t'.!ll l~E, AU£ANATIV£ . {Pbe~2 J;O B- E,Nlll!iE. PIPE.,3 '[Q HYO BAY 1-/ I0A i-( 0 5A , /C5A /,,. /27 FIG. 7 FIRE PROTECTION SYSTEM 76 AYIIP Af/lCIIAFT LIMITED MAY/57 FRONT CANOPY ACTUATOR ~ ~ a. -' 0 U C A B PILOT'S CANOPY SWITCH PILOr5 RELAY FWD. O.C. BU$ (~AIN) f .MEAG... !lC. BUS (fLIGH.T) BATTERY BU5 f'W'O. A. C.' BU5 OPEN OFF CLOSE SERVICE RELAY N. C. N.C. N.O. <] OPEN 1:5E LATCH Ll~IT SWS. GROUND SERVICE FRONT CANOPY $WITCH FRONT & REAR CANOPY $EALING VALVE tl B A REAR CANOPY ACTUATOR 2 w w (/} a. 0 o d B REAR C/P CANOPY SWITCH REAR C/P RELAY OPEN - FIG. 8 CANOPY ACTUATION REAR CANOPY GROUND SERVICE FRONT CANOPY $WITCH FRONT &. REAR CANOPY $EALING VALVE ii B A ACTUATOR :z: w w c./) a. 0 REAR C/P CANOPY 5WITCH REAR C/P RELAY o d FIG. a CANOPY ACTUATION IT OFE N OFF CL05E SE._RVICE RELAY <1 N.C. N.C. --,- ~~, OP_1N : CLO~E LATCH LIMIT SW$. N.Q GROUND SERVICE REAR CANOPY SWITCH /27 77 AYiD AIIICIIAFT JIM/TED "(LAY C.CNTJIIOI,. ~l(iNA.L TO _../"'~R~I~~ r::r=.::..::..::..::..::..::..::..::..::..::..::..::..::..::..::._--_.::._-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-~----0.-,-.u-.-.-=--...::.===========1=::; I MAY/57 [B ~ l: \. ltl ) t •l 6.N .. L : lt t wzz~T ION CO MMO I,,/ '•"fHOI Tl1'41' 1SOn I j i . C 'u, . >{,. j., nn,soH .. t tM(II.I 'tl C. SV,,\.'f ii'Xbdlt NOH 15 t LPPL I i ~ I ~ e 5 ~ w ~ !MOI, 'DC ~6- ~ ' """'"" "'"" ~ I COl"IPlN)aT1 Ntt .!."00L V"1..Vl ,., .. lt[AA: bOOIU CLOt. l FIG. 9 f"ULLV Q.05~0 5W OIU.G, UNM. 001:t ~ULLV OPl!M ~WS .J ~ EllE o• ~~1; .JI. 1:9 ~:r~ ~.i ~ v- '"-•· -- ' I Jl(TII.Al'T .... •v I I "!Ii. -- i 6- .._ LO.,..~ll ' V w. ~ n $VC.4JUfP E0/1PtMNT II) l![Vt,'U• CS" I)'} OTHER R£LA'(S C!. A: rn Llll"IIT !I.WS MS 2. so•o·l ~ u Q i' I ~ ~ J ~- ~[: D ... I I ~l_t ,o,e t ::~a~· .__. .___. ~ " D < .!!Q.!.L AI.L bl!,(o"IN[C.T Oo1NTS IUTvrriEtl>I (U:CTtof'.l•C:!I. AND[LHTll1C.!, S~lh1(E!, AC:t: MIit!£ 'TMU') ~T W•RU TO ~u:c.Tn,c~ I I I T C = SCHEMATIC - THEORETICAL CIRCUIT - CONTROL SYSTEM, MISSILE J fll All~IAFT l/11/TEI AIR COND I TYP AIR COND SYSTEM S/O VALVE RADAR NOSE VALVE 1. EMERG CONTROL A IA'"---""--'-'-''-------' RELAY E3/ RAM AIR RELAY RAM AIR THERMOSTAT 100°F AIR COND EMERG SW 2 ~, ~-----..,.,....~3 GRND SERVICE AIR CONT RELAY GRND Al CONN SW LEFT REVERSE FLOW VALVES SEE U/C SYSTEM I LEFT RAM VALVE 1. 1 REF MAY/57 115/200¥ " PRIMA~ A. C. SUPPLY At; B~ C~ GRND TEST SAFETY OVERRIDE SW REF 1 5A ~y m~ ,~~TEST~~~Lr{~!,.N lcoRoADLAI NRG C/P TURB1N::. DUCT SUPPd OUTL::T i GRND TEST TE~P BULBS i C/P SIST-M EI/P I CONTROLLrn (HAMIL fON 5 TAI IDARL) I "?r "~n,r~t " ,r l ~1,N:Ef ~T P ~P DUCT A CONT STATS [A~ IALVf PILOIS C/r TWP SELECTOR GRND CHECK ANUNCIATOR BOX Pnf:.~ TO RE:x:T r HAMILTON STANDARD • tl tATER BOILER VENTING CONT A SOL •I ii WATER BOILER LEVEL COOT 5W flfCTRONIC THE.RM)5TAT I OVE R Tf NIP T!-iERh\OHAT A D C ELECTRONIC AIR CONT VALVE 1 FIG. 10 AIR CONDITIONING Vl,IVE 5-Ef L. RA.\4 t-lR • CLO$! RADt-P.. flJS:. • OPE~ AIR CJr·JD 2:15TE~·CLOS L.R:C:V:::RS~ ''..JM • JP:c~ R .R:'V:.RSL FLOW • ')PC:~ C/P 11~ .ET -JPE:•, L. ENG AIR 81..fEO ·OPEN R. FNG AIR BI .FED· OPEt, DUMP SOL CABIN PRESS DUMP SW Ar/ ~SA 2 A n I A -------------------------AV II O A II II OW co~~ GRND TCST PA'J:l 11-- - GRNL) -v r DISC )NN r6~RBINE: TEST C/P $UPPL( TL:.T i ... TEMP BULBS I I C/P 5Y5F M Ef/P I CONTROLLrn (HAMILfON s TAI JOARL) I H G ~ P R C 8 ll E F A K L ~~ OOJ.1. 9c· ~, l' ~N~E~ ~~ET ~p DUCT A ONT STATS rA~ 1ALVf PILOIS C/r> TWP SELECTOR GRND CHECK ANUNCIATOR BOX PRt:.~ TO RE'.£( F V/\I VE SEB~IC~ L. RA~ t. lR · CLOSED RAO.L-R t lJ$:": -O PEN AIR CJl,JO ::0($TE\i ·CLO$E.D L .R:.V::R$f- •-._ow ·JP::N R.R:~VEKSL FLOW -')Pi:"J C/P IN:.i:T -)PE·~ L. ENG AIR Bl .F.ED ·OPEN R. ENG AIR BI EEO-OPEN AIR COND SYSTEM THERMOSTAT HAMILTON STANDARD ::i WATER BOILER ::i VENTING CONT SOL I BOILER . CONT w ELECTRONIC I OVER iEN\P THCRt.lC6TAT j ---O_fil__ ]MISSILE 1-v.)---1.!i. ____ HUNG UP 2--mo OUl_ __ ] RADAR 1--m IN OVER-HEAT 2-co OUT v1] MISSILE LOCKED ON I-CO~ RADAR SCOPE 2- rv-OU.I_°"""] MISSILE LOCKED OFF I - r o--lli-.Y n TURN & SLIP ~ ~ INDIC i Ell/ TscANNER BO HYO E;CONTROL Ao SOL NAVIGATORS BAIL- OUT WARNING LIGHTS 2 &BUZZER R - 111 E27/ 11 A ;:::::::::.==-, ~ IGHT NG. FUEL PRESSURE EFT OW ROTOR CNERSPEED EFT ~ IGHT PILOTS i I LWJ\ L OR R [•"' PRE· BAIL I - 'lt'.J71 '"'-' OUT SIGNAL ;>~I/ BAERG FUEL 02·N 01-- N [ -~2--M IN 01- M [ QUT 02--J IN 0 1--J [ OUT 02· F IN 01- F [ QUI 02-C IN 'v 01-C LIGHTS ~I I CONTROL "ON" B !_ _________ __: _______ _ 02-L I ·L 2·11.0 OUT J R - P AXIS 1-a.-:> IN OUT 2·R0 OUT J DAMPING l-is:J IN OUT 2-- Ko QUT J EMERG DAMPING I-KO IN ON 2-hoOUT J CABIN I· h:r--lli--- PRESSURE 2-bO OUT J AIR COND I -bO IN SYSTEM FAIL 2-PO OUT J RIGHT I-~- ENG AIR 2_$0 ouT J COND FAIL 1-$0 IN LEFT ii~ c,_c,...,2 ______ oz- 8 2-WO>-"O,,.Uw.T __ ] BATT RESET SWITCH ilf---oi · B l•W,-:J IN USE El4/ , ~~sii~ RE~q2 ~~E~l}j_l/ ______________ E_ls_; ______ -t:O>t--1 f 1--v->---J L. ORR. NOT WIRED INTERNALLY .)2- f 2-V ,____ D. C. FAIL (FIRE & FUGH HYO PRES'>UR82,_ ~\ '.-----------------------vl·e 2-H->----J El ---------------------.JZ-e I-H ALTERNATOR MASTER AMBER LIGHTS I I B PILOT$· NAVIGATORS FJAIL-OUT $WITCH Nu _ _,__ N/MGATORS ,-,EAT LIMlr SWITCH 2 ,oL MASTER TEST SWIICH EIS/ ------------al -A 2-G :=====] FAIL (2--A 1--Gj MASTER DIMMING '.,,WITCH E.15/ 2 ~ D/\Y ~------0 - 1 I NI I (YTD~j~ ~ H--0-----0---0-f INDICATOR EDGE LIGHT FPONT C/P MAIN INSTRUMENT PANEL &. CONSOL E INSrnUMENT LIG~) / II• £..8QJ::i1J:/P CON $0L E FLOOD LIGHTS !RED) EMERGENCY O.C. BUS [LI GHl') BATTERY BUS ~ EDGE LIGHTS HV -==== J...lfili.I CONTROLS HV TO ELEC r lONICS SYST EM nlONT COC KPIT HIGH AL TITUDE CONSOLE FLOOD LIGHT$ (AMBER) U1RH. rnoNT C/P .2Zlilli REA~ COCKPIT H IGf' Alli TUDE CON- LIGHTS FIG. 12 COCKPIT LIGHTS FRONT C/ ~ EMERGE FLOOD LIG TO ELE(,[LlQt-------Kl D. ii E. 0-+------4<"l 8. NAVIGATION LIGHTS SWITCH /27 82 AV/ID AIRCRAFT l/MITEO TH[RHOS"l'"TS ,MAY/57 R/H LOAD D15TRI BUTOR ( SHEDDING) ' A -B •lf---c ----4---lO --~, --J K L. ~ .... _ FIG. 14 INTAKE RAMP DE-ICING I I I I I r I l r I I r I I I I I I I r I ':::: v /( .. F d " C R/ H 2 LOAD Dl~TRIBUTOR ~ ( SHEDDING) • G p u N ~ J ~ F H K ~ , L &-< ) 1 0 B G A c T r -=!,- I +I I [ D B G C E ... ' , B-~ D ' 1./H F LOAD D15'.T."IBUTOR H (SHt'.ODING) K ~ :I N ~ ~ . - 'w :t • < t ~ d h ~ ~ < e,_ 10A ' A~ 84> C4I A4> 84' ) FIG. 14 INTAK! RAMP DE-ICING AVRO ARROW . ~ - ~ A -8 ,1f--c CONTROL~ ~ ANTI-ICING RELAY$ D F ~ CREfl - -I 5EE ~ H ) FIG 3 . --J • K L ~ ~ -0 t.4A 5TER 0- Id WARNING 2d ~ f! (I r - L£~ ..__c ~~ ~ ~e dH IA 'DETECTOR 6 I - -A I I ~ I 5UPPAES50R I"'-- UH R/ H ICE DETFCTION RELAY5 (I II -- ~ RIH B ~e DETECTOR IC ...... 5UPPRE550R ~1z /MAIN DC. BUS . A4) B4) Ct "~ ~ ~ ISA~ e_1c_;p. OE-ICING 0.C. - e.us . , ~ ~ ~ ~ ~ (::_ RiH D!:-ICINO Bl.lS (A .C) ~ V ~ c~ ' LIH Dl!-ICING !!US (A.C.) /27 83 AVRD AIRCRAFT LIMITED RAOOME DE-ICING GAOUNO CHECK A~UNCIATOA 130X AESET@ C.,, FWD ICE SUPPRESSOR AIN O.C. BUS E. :>' MERGENCY O.C. BUS fE·ICING O.C. BUS RIMARY AC. GUS P_ MAY/57 DET 1 ----,i l 'f :r ~ '1 ~ cl~A ,1 DE-ICING AIR SOL SOL ~ .....,- ~ TIME DELAY RELAY __f"\ r, r ~ ) t7 I I )GRND TEST OVERAIOE t?SWITCH A u/c SCISSOAS SW 5A r ? ' I - a: <( co I if) :::::> L __ i-3- j~A 'lJ w/s & CANOPY DE _PI LOT'S CANOPY W/$ -- ~ ~ ~ - -0: w 0 if) z w if) -0--0-- -0- -o-o Lo- TT - - )M er- /P >g- ()E. 9F-- )v )w- t 7 ~~ I I I I X L Ll I ~~ I I ll I l 117 '---- I ~- - I - ~u ) IJ _ )b - OL 00- )' z A ~ C\oA t ) l lQA JOA ?° ~,. 5 VARIABLE H.V. TRANSFORMER .,, 5.25KV/\ I ---.2 -J. .,, .._ J°5/\ Y) 20A C0 20/--ArA 2 p~ _ _) ll FIG. 15 RADOME-WINDSCREEN AND CANOPY DE-ICING - Cl'. 0 J) z ..u f) 0- I ' r FIG. w/s & CANOPY DE-ICING _PI LOT'S l I r AVRO ARROW NAVIGAT O~ S CANOP y W/'S CANOPY I LEFT RIGHT W/'S - ~ ~ ~ wJ - ~ ~- I w ,- I ~ - - - - - I LO ~---0- 1-0- LO ~)- L ~ >--0- l-0- L()- t.o--o ..... -~ - '-- ~ - OM C- Op Og- E

Arrow 2 electrical system report no. 72/Systems 11/27

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