PRELIMINARY PILOT'S OPERATING INSTRUCTIONS ARROW I APRIL 1958 (This issue supersedes issue dated January 1958 due to the add it ion of Parts 1 , 2 and 3 and revision to Part 4.) AVRO AIRCRAFT LIMITED MALTON - ONTARIO PART 1 TABLE OF CONTENTS DESCRIPTION INTRODUCTION Original, General .......................................................................... . Airframe ......................................................................... . Engine ............................................................................ . n· . 1 m ens 1 ons .................................................................. __ ................................ . FUEL SYSTEM 15 15 15 15 General............................................................................ 16 Fuel Tank Capacities .......... ·····--··--··--·............................. 16 Fue 1 Flow to the Engines................................................ 23 Fuel Tank Pressurization ........... __ . __ .. __ .. _.......................... 23 Fuel System Controls.................................................................. 23 Engine F ue 1 System Emergencies ..................... _ .. __ .. __ . __ ._............ 2 4 Long Range Fuel Tank Supply ... __ .. __ ................................ 25 Fuel Warning Lights........................................................ 25 Fuel Tank Contents Indicators ........................... __ .. __ . __ .. __ 26 OIL SYSTEM General............................................................................. 26 Oil Pressure Warning .................................................. _ ... _ 2 7 ELECTRICAL SYSTEM General............................................................................ 27 Master Electrical Switch .. __ .. _ ... _....................................... 2 7 Warning and Indicating Lights ......... _..................... . . . . . . . . 2 7 Master Warning Lights and Systen1 Warning Lights....... 28 Master Warning Con tro 1 Unit .... _............................ . . . . . . . . 30 AC System ...... __ ... __ .. _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 DC System ................................................... ··-··--··-··--··--·--··--·...... 32 Engine Starting Services ................................................... 33 FLYING CONTROL SYSTEM General ............................................... -.. -... --. --. . . . . . . . . . . . . . . . . . 3 3 Hydra u 1 i c Sys t e n1 . . . . . . _ _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 4 Ram Air D ri v e 11 Turbine ....................... --.. -. . . . . . . . . . . . . . . . . . . . . . 3 5 Damping System .................................. -... -. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 5 Damping Warning L 1 g h ts ............ --. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6 9 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 PART 1 10 PITCH AXIS Pitch Command Control................................................ 37 Trim Control.................................................................. 38 Pilot Feel in the Normal Mode...................................... 38 G Limits.......................................................................... 39 ROLL AXIS Pilot Command Control................................................. 39 Turn Co-ordination......................................................... 39 Trim Control................................................................... 40 Roll Rate Limits............................................................... 40 YAW AXIS General............................................................................ 40 Yaw Rate Limits............................................................... 40 Rudder Trim, Feel and Hinge Moment Limitation.......... 41 AUTOMATIC FLIGHT CONTROL SYSTEM.............................. 41 AIR CONDITIONING SYSTEM General............................................................................. 41 Cabin Pressurization........................................................ 42 Cockpit Controls.............................................................. 4 2 Safety Provisions in the System....................................... 44 Single Engine Flying..................... . . .. . .. . . .. . . . . . . . . . .. . ... . . . . . . 45 System Operation with Landing Gear Down................... 45 COCKPIT CANOPIES General............................................................................. 45 Normal Operation............................................................ 46 Normal Operation from the Ground............................... 46 Emergency Opening from the Ground............................ 46 Emergency Opening in the Air........................................ 46 LIGHTING EQUIPMENT Cockpit Lights................................................................. 4 7 External Lights................................................................ 4 7 ENGINE CONTROLS Engine Power Controls................................................... 48 Afterburner Control........................................................ 48 Engine Starting Controls................................................. 48 Engine Motoring............................................................. 49 ENGINE INSTRUMENTS Pressure Ratio Indicator.................................................. 49 Engine RPM Indicator..................................................... 50 Turbine Outlet Temperature Guage................................ 50 - PART 1 LOW PRESSURE PNEUMATIC SYSTEM General ................. _ ............ __ .. _ ............... _ .......... _ .......... _.__ 51 Anti~G Suit Controls....................................................... 51 Canopy Seals................................................................... 51 DE~ICING AND ANTI-ICING SYSTEMS General. __ ........................................................................ . Ice De tee ti on ...................................................... _. __ ........ . D D •• u c t e-1c 1 ng ............................................ _. _ ................ _. _ 51 52 52 Engine Compressor Inlet Anti-icing............................... 52 Windscreen and Canopy Anti-icing .............. __ ................ 5 2 Pitot-head and Vane Anti-icing .............. __ ................. _._.__ 53 OXYGEN SYSTEM General ..................................................... _ .. _................... 53 Normal System................................................................ 53 Oxygen Regulator............................................................ 53 Emergency Oxygen Supp 1 y. .................... __ . __ .................... 53 Composite Leads Disconnect.................................. . . . . . . . . 54 UTILITY HYDRAULIC SYSTEM General............................................................................ 54 Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 Landing Gear Controls................................................... 55 Emergency Lowering Landing Gear................................ 55 Landing Gear Position Indicators................................... 5 5 Sequencing of Landing Gear and Doors......................... 56 Wheel Brakes.................................................................. 56 Anti-Skid System ......................................... __ ................. 56 UTILITY HYDRAULIC SYSTEM (Cont'd) Brake Pressures............................................................... 57 Pressure Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 7 Parking Brake.................................................................. 57 Nose Wheel Steering....................................................... 57 Steering Angles................................................................ 57 S p e e d Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 8 Selector Switch................................................................ 58 NAVIGATION EQUIPMENT Radio Magnetic Indicator................................................ 58 UHF Homer..................................................................... 58 Radio Compass (AN/ ARN-6 LF)..................................... 59 J 4 G ry o s yn Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 9 R-Theta Navigation Computer Sys tern........................... 60 COMMUN I CATION EQUIPMENT UHF Equipment (AN/ARC-34)...................................... 61 Intercommunication (AN/AIC-10)................................. 61 11 PRELIMINARY PILOT'S OPERATING INSTRUCTlONS - AVRO ARROW 1 PART 1 PART2 12 OPERATIONAL EQUIPMENT AND CONTROLS !FF (AN/APX-6X)...................................................................... 57 EJECTION SEATS General . .. . .. . .. . ... . . .. . . .. . . . . . . . .. . . .. . . . .. . . . . . . 59 ............................... Interconnected Firing System of the Canopy and Ejection Seat.................................................................... 59 Manual Override Control................................................ 62 Manual Leg Restraint Release.......................................... 62 Harness Release............................................................... 62 Seat Raising Handle......................................................... 63 EMERGENCY EQUIPMENT Engine Fire Detection and Extinguishing Systems......... 63 Bail Out Signal................................................................. 64 Emergency Operations of the UHF and !FF on Seat ..... . Ejection............................................................................ 64 PARABRAKE................................................................................ 65 FLIGHT INSTRUMENTS Pitot Static System........................................................... 65 Mach/Airspeed Indicator.................................................. 65 Altimeter.......................................................................... 66 Skin Temperature Indicator............................................. 66 Sideslip and Angle of Attack Indicator............................ 66 HANDLING PRELIMINARIES Before Entering the Aircraft............................................ 73 Solo Flying...................................................................... 73 Before Entering the Cockpit........................................... 73 After Entering the Cockpit............................................. 73 STARTING PROCEDURE Preliminaries................................................................... 78 Procedure for Starting..................................................... 80 Engine at Idle.................................................................. 81 Wet Start.......................................................................... 81 Hot Start.......................................................................... 82 FLYING CONTROLS CHECK (To be issued later) TAXYING PROCEDURE General............................................................................ 82 Nose Wheel Steering....................................................... 83 TAKE-OFF PROCEDURE ) ACTIONS AFTER TAKE-OFF) To be issued later) FLYING CHARACTERISTICS) PART2 PART3 LANDING PROCEDURE ) ENGINE HANDLING Engine Pressure Ratio During Afterburning................... 83 Low Pressure Cp111pressor Overspeed Warning Light.... 83 Engine f 11 el System Failure ......... _.................................. 84 Th ru s t O v e r s ho o t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. _ _ . . . . . . . . . . . . . . 8 4 END OF FLIGHT PROCEDURE Stopping the Engines...................................................... 84 Action Before Leaving the Aircraft ......... _ .. _ .................... _ 84 EMERGENCY HANDLING ENGINE FAILURE PROCEDURES Engine Failure During Take-off (To be issued later) One Engine Failure in Flight .............. __ .. __ ..................... 8 7 Two Engine Failure in Flight. __ .. ____ ................................ 87 EMERGENCY RELIGHT IN THE AIR General .. __ . ___ . __ ........................... _. _ ... __ . __ .......................... 89 Relight Procedure........................................................... 89 LANDING WITH ASYMMETRIC POWER (To be issued later) FLYING CONTROLS - EMERGENCY PROCEDURES............. 91 ELECTRICAL SYSTEM - EMERGENCY PROCEDURES.......... 94 FUEL SYSTEM - EMERGENCY PROCEDURES....................... 97 AIR CONDITIONING AND PRESSURIZATION - EMERGENCY PROCEDURES................................................... 100 EN GINES - EMERGENCY PROCEDURES................................ 102 EMERGENCY LANDINGS......................................................... 104 LANDING GEAR EMERGENCY PROCEDURES ...................... . General ........................................................................... . H ydrau lie Pressure Normal ............................................ . lnsufficien t Hydraulic Pressure ...................................... . BRAKE EMERGENCY PROCEDURES Emergency Operation of the Brakes .............................. . Engine Thrust at Idle RPM __ ............. -. --........................ _. AIRFRAME AND ENGINE ICING Genera I ........................................................................... . E . A ... ng1 ne n t1-1c1ng ................................... --. ---. ---. ---. --.. --. -.. ACTION EVENT OF FIRE ........................................................ . ABANDONING THE AIRCRAFT General. _ ........... _ ............................................................. . Pilot Preliminaries .. _ ....................................................... . Na vi g a to r ................................. -. -. -. --.. -........ -.. ---. ---. -........ . Pl.lot .................................................................................. . .. • I- I I' • • • I- 4 .. • ■ ■ Manual Release ............................................................... . 104 104 105 105 105 106 106 106 107 107 107 107 109 13 PRELlMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 PART 3 PART4 14 EMERGENCY CANOPY OPENING ON THE GROUND From Inside the Cockpit................................................ I 09 From Outside the Cockpit............................................. 109 OPERATING DATA ENGINE LIMITATIONS P • • 1 L. ·t t· r1nc1pa 1m1 a ions ..................................................... . FLYING LIMITATIONS ................................................. . Ill 112 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - ARROW I INTRODUCTION General PART I DESCRIPTION I. The ARROW I is a delta wing aircraft powered with two Pratt and Whitney ]75 - P3 engines Vv·ith afterburners. Airframe 2. The fuselage) wings, vertical stabilizer and control surfaces are of all metal construction. The tandem bogey main wheels and legs are attached to the inner wing main torque box and retract inboard and fonvards. The nose wheel is located beneath the pressurized cockpits and retracts for wards. The flying control surfaces are fully powered by two independent hydraulic systems. Speed brakes are fitted below the fuselage and a brake parachute is installed in the aft end of the fuselage. Space in the radar nose and armament bay is utilized for test equipment and instrumentation. Engines 3. The J75-P3 engine is a continuous axial flow turbojet. Two tandem compressors, one low pressure and the other high pressure, with their respective turbines form two rotor systems which are mechanically independe.nt but related as to airflow. A hydro-mechanical fuel control estab lishes the power output. The engine is provided with a low pressure compressor speed limiter which reduces fuel flow when a predetermined low pressure compressor rp1n is exceeded. The engine has an installed military thrust on a standard day at sea level of approximately 121500 lb. 4. The engine incorporates an afterburner'.t the operation of which is automatic after it has been selected by the pilot. The afterburner increases the available engine thrust by approximately 50°/o, giving a installed maximum thrust on a standard day at sea level of approximately 18~500 lb. 5. An anti-icing system prevents icing on the inlet section of the engine and a de-icing system is employed on the duct intakes. Dimensions 6. The dimensions of the aircraft are as fallows: (a) Length - 73 ft 4 in. (To datum) Length - 80 ft 10 in. (Including probe) (b) Wing Span - SO ft 0 in. (c) Height - 21 ft 3 in. (To top of vertical stabilizer - unloaded aircraft) Height - 14 ft 6 in. (To top of canopy) 15 PRELIMJN;\RY PIL()T 1 S OPERATING INSTRUCTIONS - AVRO ARROW l 16 (d) Sweepback - 61 ° 27' (Leading edge) 11 ° 12' (Trailing edge) (e) Wheel Track - 30 ft 2-1/2 in. FUEL SYSTEM General 7. Ft1el is carried in two bladder type tanks in the fuselage and six integral tanks in each wing. The forward fuselage tank and the six wing tanks in the right wing normally feed the RH engine, while the aft fuselage tank and the six wing tanks in the left wing normally feed the LH engine. The only interconnection between each sub-system is the crossfeed. One of the wing tanks in each sub-system functions as a collector tank. Each sub-system supplies fuel to its respective engines by means of a collector tank booster pump driven by a shaft from that engine. Each booster pump has sufficient capacity to supply the maximum fuel demand of its own engine and afterburner, or to supply the demand of both engines with partial afterburning. The fuel passes from the booster pump to an oil-to-fuel heat exchanger and a low pressure fuel cock before entering the engine compartment. 8. A long range fuel tank of 500 gals capacity may be fitted (in later aircraft) on the under side of the fuselage for ferry missions. Fuel from this tank feeds into the collector tanks. (See Figure 1-1 FUEL SYSTEM FEEDS (Aircraft) in colour section p 18). Fuel Tank Capacities 9. The fuel capacities are give imperial gallons and are for usable fuel. Weights are for JP4 fuel, specific gravity . 78. Tank No. I Tank No. 2 Tank No. 3 (151 gal - 1162.5 lb) Tank No. 4 ( 90 gal - 693 lb) Tank No. 5 (146 gal - 1124 lb) Tank No. 6 (154 gal - 1186 lb) Tank No. 7 (279 gal - 2148.5 lb) Tank No. 8 (173 gal - 1332 lb) TOTAL: Long Range Tank Gal. 263 259 302 180 92 308 558 346 2508 gal 500 gal Lb. 2051 2020 2355 1404 2278 2402 4352 2699 19561 lb 3900 lb - C:, ::::,- •. :s::=::=- n h I " - ·- .. ----- - en m r Arrow #204 taxiing during part of the flight test program:mL On a cold winter morning, Arrow #203 is ready for flight. ' ' -- .. 17 P R E LI tv[ I N A R Y P l LO T' S O P ER AT I N G l N ST R U C T l O N S - AV R O A R ROW 1 ---- 18 TANK NO. 7 Lt-,1 - .. t ~ r - ... VALVES FUEL/ NO AIR - - !' l i TANK t N0. 1 • ' l 8 r ·-·-·········- · .... ' IT 'N LQW PRESSURE i i ~ l TO LH ENGINE (FOR CONTAMINATION SEE ENGINE FUEL FLOW) ! ) ' ! 1 ' ' l ,, FUSELAGE ELECTRIC TRANSFER PUMPS \ TO RH ENGINE (DJ' , - ~ i\ • I \ ' i I I ·······~j···· ENGIHE ORIVEN BOOSTER PUMP ~ .,, - .. t - .. - .. :!"-..::: FUEL FLOW PROPORTIONER UNIT j j i t ....._ I t TANKNO. ~ I 6 RH l t TANK NO, 7 RH ~ ii[() l =----·---• SWITCH LOCATED ON FUEL CONTROL PANEL PILOTS LH FORWARD CONSOLE FUEL IN T ANl(S THE FOLLOWING LINES ARE OMITTED FOR CLARITY: FUEL MAIN TANKS TO COLLECTOR TANKS COLLEC TOR TANKS TO ENGINES COCKS OPEN NORMAL FEEO COCKS CLOSED NORMAL FEEO FUEL SERVO TANK PRESSURIZATION FUEL ANO CONDENSATE ORAIN FIG 1- 1 FUE L SYSTEM FEEDS (Aircraft) EMERG ENGINE FUEL , I C • . • i • 7 K@i ' • I • I . ' J r ! RESET (LOCA reo ON FUE, CONTRot. PANEL P1Lors ..... CONSO,E) ~ • EMERGENCY AIB 3 • STAGE CONSTANT DELIVERY FUEL PUMP 1 1 CUT OFF POSITION I I I I I I I I FROM FUEL TANK\ EE) L.P. COCKS SWlTCH ON FUEL CON TROL PANEL PILOrs L.H CONSOLE ' I I I 1 I I 1 .............. ..---------- ' I IDLE ~ ., CUTOFF ..!.. 1 •• I I \. __ _ •• ·• .. j. H I I ' I ' ' I I ELECTRIC CURRENT LINES I I t I ' ' ' ' HYDRO Mec..ANE:IAL FU&LCONT~Ol. VNIY AF.TER8URNER FUEL REGULATOR EMERG. FUEL BY-BASS FUEL/ OIL AIR PRESSURE SIGNALS A/ B METERED FUEL SECONDARY FLOW ( HAGH PRESSURE FUEL TO 8.URNERS} COOLER PRIMARY FLOW {LOW PRESSURE FUEL TO BURNERS) r -~-~~-.. -1 c· " J COMPRESSOR SPEED LIMITER FUEL AT AIRCRAFT BOOSTER PUMP PRESSURE FUEL AT ENGINE FUEL PUMP PRESSURE METERED FUEL TO BURNER FIG 1-2 FUEL FLOW (Engine) AFTERBURNER MANIFOLD ANO SPRAYER NOZZLES 19 IV 0 coo,..., ' ., .. .,,~.~ ~-n ~ M'l~rei=tNATOR • --- ·o~;:;:1- tl,d'f ~! 0 "'°; Al.. TfANAl~ irslr~~ _Qt(_ ·~ .. -..-J OFF ... . ...... j FRO-.. 0C R€8£f S'NITOi-1 ~ ""4---1 OC$uPPLY I 2•',()lt$ -! i r-Ac~ .... l } 1t$1XlOVOtf t i,l---1-•-- j Tt-P~ PkASES r I . ~!9!.~.! ... ,c,oc OONTG~:,t~Ne. ):'' '-.... - _ -;·_, - - r ...... _,. __ .,.,_ .......... , ___ ,, .. ~,,.,_,.. -·---·--~--··--.. · - ·1 ,"2 82 C2 ,.,,... ~~ . 3 ,,.,.. rc:>,5 1o;~PMTSlRI o-{i::F• .... Ts .... iOl-1.L-':~i , 2 ,c;i,,4 , l-..fr 6 [O _,,.,... 0 - -t.1--'"""",_ 101 .r•OOTR>I t • j 1 . •0J O lOJ _ ,, ,. (R 1) R •> ~~(Ol~'"""rlii"i'-'10 (O - i't,-~~- --· L 7 ~ "-() ·"' ' ";1~ ~ I • 50 URCOGY ~,w- "' ,.=-:.:.~ ~i.:.. I\ i:l_ ''.'::'._,:,,~_ LEFT RELIGHT i2L 51 R FIRE PROTECTION• 0'1 CRT) _J R _j , "',,_.... AC ,:m.. I iO ...!.:=fA,. __ TURN & SLIP '-'[ 10 • ' ·Q (R1J "°" rA.riQ t' "U 67 r\ - ~ L -, ..,, , ~ ,..u-~:J 10 66 __ SPEED eRA,: '-'l .~-5::i1-1 ___ R 1Gl'J~ON x 2 fjl I.ER'-~·-·-· o i r e) R OE,•ICING ~ (€20, ol A. OE-6CJNO .., (E 20) , R OE•·ICING ., (E20) ""'' l'--'I • [Q ~ 65 MASTER W N ,o 18 • - --·- OE-ICE & AIR CONO 0~ _ __ ---...__.,. f0 1 ~~rtfi- INOU/C '1 · 1-=-·f,J~ L --, • o, :0 ,- - ·- ~ 0 .20 .ENGINE ANTI .. ICE :tb ACc O,M,tPNJ • Q L!:.:~½--i.=- R --' AO( ., (); r 90 R 0 > """.() lo -~ ---EXT TANK Jf:TI (Fuel con!) jCo·· ~ L FtREOETECT ' 1 . • 52 !Q _ , ~ • - -1,V R --' E\.£CflbCAI. &wff~ l_ ,,_ .. ~ ·--· - - (WHEN Ft TT ear,-' ...... . ',J ,I ,CQ.RI) ! NOT USED [-.1 i AT PRESENT ! ,- , Q .. '-· ... ! ' Q~ SKIN TEMP Q1i-~1 vAN: >-EAT co (RO) ,...,,. · 0 i ~.:W-- R ENG FUELjCONTROL (R 1) , .2 o.. __ 9 ,. "f.'.'::;';: ... 53 I io - ·~ o 38 0~ ACFWOOE•ICINO •- ~~>EAT._ ______ ·-•~ Q ,()_'-' ,.:./13 LENG j BAILOUT 0 . 7 , ,.,#, _ , ~EMERG-CIPLTS ·O ........ '.-ri[J.- UHF ~ AC PRIMARY ELECTRONICS----------- s& o~ ocEMERG 0.AMP•NG _ .. ..._ .... ~-~ -- __ ii 0. i1 26 MASTCD 'AUT :: • !i o ~~?. 0 1---'f.i),. ACPR!MARY-- ' - - ~ (()(EU) Ot---=-,.- -IU Q~~---OCNORMAL SY$]EM - ----O--·--· '"" ' ,QMATIC " , CIRCU)T~ , 0 , } BREAKER) Off (E1) -45 • '\ ..... ~--- L ENG c===-----j 12'N01Re PROTECTION 1V ·~ SHOTCONTROf...t i 46 CIRCUIT) : ,---~~ ruRelNEl0 C)l-·~ 0 10 ACEMERO-___ 0 .l?.i ~~~ ... 0 ;-;---~~ ".:\() (E20) 1 a,,,_.2_1 , ---'- 11 ,:~:::;i~::):~:,--l -lY o - -(b- ·--·· - ()! 3 "'-,r~:--, PCTOT HEAT Q ,- . OXYINO O I✓"' 2• '°""" o· ~ OE-ICE CYCLING ~ i-----~---------. :"'""'I ,,.) ·---~Sl'O( • i;..,1/ 4 • t Q i (R 281 ~ ,"--1~ :,.+-I.J Q ~ ~ O :lll =- 01----Ei:}- AIRRELIEFOVERRIOE jOf----{l!o/,,~ R ENG FIR!; - -·•-·• - - ••- - ~ l 4 7 PROTECnON i . i# I "2 I(.]>~- ~- _.__, QJHn---1 (·'\l------4,,._v """" 0 5 R TANK LEVEL SENSING io -~-- HYD 8AY(EXTINGUISHERS) l /"'\v. 48 ·CLOSE . __I r ~-=-..._-,..._--"""- , -.,-, -,..,- R28) • 28 15::le I I IDi n. •~• Q1 ::trt,-=- 0 -·--- - FUEL CROSS FEED I I - to -------+--1-11-1 ~ -~..,..... • .r 12 • 8 2 S<.o>!>lv 80 (F20) .@.;.~ - 1 . · s :::::::::.__J .... ~) 14 76 0 ---fltr FRONT ACT CANOPY I r:o,...,,._,._ro• TT 't y ·7 • ' ' ' ' -o ! ,~-•-s .- ··-· • ···· - · t . . n """ , ......... ,.. I •• ·· ••-••· t.t1AlTE~f9A @~~l~ : ?O~T ....,,., .. CO(F20J r ~ 0 -----i_v 17 ICE DETECT . - 01-----!;:;>, R .J ~ ~·--- TANK NO , Pl™P ~~ lo · = VALVE CONT :;::;;;i 21 ◊, ~ L ., , '°13~ TANK NO: 2 PUMP ~ Q .. - .... -_, .. rfC.." C/P AIR ~CONO O !.V .22 ENG.JWAAN -w,,· I O 34 .... -- 0 -·---•-fi>i1, ,-..· R ' __ , (R 1)•fc'l • NOl useD ( Q 28) r-._9 AT PJtESE,N'r 1;:l., I (R. 1) 39 . f"T' ____ , .. ,,. 23◊~ 01----~ FUELK:AP O -~w'-' -24- L FLIGHT unui1-v HYO PRES • ~- - Q~~~R J 0 ..12:(fr)-- HIGH ALT C/P L TS . 25 ◊, i,.1.--' L 0 1---((f]!!. NAV .. EXT L TS O i.1--' 26 "1 FPU8Y-PASS .J ◄ < ~ U $QOO\r'0U$ i i -· -·-· - -i• • ' '°°cvc1.n , -r-, . . ==-..:~.:---·' l oe.1et.PMTS .lo! __ ,<:;>i 5 bi~l'""~ (0 ,,.,., 7 0 • 10 JB - OXYINO AIR TEMP MOO • -. 61 0 .• ~ N.W . STEER 1 ·--••{fy-•- C:OWN Q 6,4 68 -·UP Q MASTER TEST 7 UIC ! _j ·:: , , \ -·, ◄ 0 ◄ ~ I "° 80 ~ ... ... - - x...... -:------- ) ('!J-') \ &«)~$1'~ -- • ::tlffeitT. S .. M,,''f' "'t>-EN=:f~S~f:Rt,W. TACl..£(2:&VOl.1'$ $111fEM:Y $1.iPPL.Y r:;t;i-OTQED QL" --""" """"'LiOl-~:'9. L ~~ L.=J ·((Q) -7& Q -~- V>SOR HEAT '-iQ - Ctf{CUTS SI.P,PUEO BY. ~NN:;SYSTEM .. .!#t ... 1-"'kE CJRCl.lTS St.PPllEO 8Y MAIN - ~CUTS Sl.PPUEO BY ~J~~~OR EM!ftaetCV MAIN()C SYSTEM EXTER...,_ liC Sl.PP'LY EXTE""" OCSU'1'1.Y .f:1 - CIRCUIT 8AEAKER P.Alfilel (NOSE WHEEL SAY) E20 • UMITl:R PHJCTION eox,GE L"""H ) ~ CIRCUIT 8REAKERS Te@ ~ CURRENT LIMITERS MAXIMUM (AFTERBURNING) 350 I 55 FT i 175° u. 35K 0 300 w a:: 200° :::> 60K I- ~ w - 250 Q. ~ w I- MILITARY (NON-AFTER BURNING) 300° 100K - 200 35 FT tu 100° I ► ! SK w u. LL. 0 z Cl) Cl) UJ I-- 200K I- lw a:: 125° 60K 0 0 D :::> 1 z z - 150 ~ ~ z ~ 400° ~ I- I IDLE w >- Cl) Q. ~ I- ~ -0 ~ 150° 100KG 17 FT 300Ko w 0 ◄····-·--......•··••,--·+ I- ...J 0 w ...J 200K> LU - 100- 100° SK 200° > 600° SOOK u. 0 . 40K (J) I- 300K w 0 a:: 150° z 300° 700K :::> 60K ~ - 50 ~ I SOOK 1000° 200° 100K~ UJ 900K -Q. 200Kg 500° 1000 ~ 300° UJ ...J I- UJ 700° 0 > 10 FT. 17 FT. 25 FT. INTAKE DANGER AREA FIG 2-2 JET WAKE AND INTAKE DANGER AREAS AT LEFT: FIG 1-3 ELECTRICAL POWER SUPPLY SYSTEM PART 1 21 PRELIMINARY PI LOT'S OPERAT l NG I NS TR UC TIONS AVRO ARROW 1 A fully developed drag chute was used in the test programme landings. 22 Fuel Flow to the Engines 10. Fuel is supplied from the fuselage tanks and wing tanks to the respective sub-system fuel flow proportioner (para 11) by tank pressurization. An electric transfer pump at each fuselage tank outlet increases the delivery pressure from these tanks to equalize the diff ere nee in pre.ssurization between the fuselage ta11k and wing ta11ks, so that fuel from all the tanks flows into the proportioner at 19 psi a (25 psia in the first aircraft). 11. The fuel flow proportioner meters fuel from the tributary tanks to ensure that all tanks empty in the same elapsed time. Fuel flows from the proportioner by a single pipe into the sub system collector tank. The collector tank is normally maintained full, except during negative rg• conditions or during a sustained high rate of roll. Delivery fron1 the collector tank is maintained under these conditions by having inlets at the fore and aft corners of the tank. 12. Normally, fuel is delivered from its sub-system collector tank by a booster pump, shaft driven [ram the engine accessories gearbox of the engine on that side. From the collector tank the fuel passes through a heat exchanger. Downstream of the heat excl1anger the two sub systems are interconnected by a crossfeed valve. The crossfeed valve is controlled by a switch in the pilot•s cockpit, and remains closed under nortnal conditions. A low pressure cock is fitted between the heat exchanger and each engine. (See Figure 1-2 FUEL FLOW (Engine) diagram in colour section page 19). Fuel Tank Pressurization 13. All fuel tanks are pressurized by engine bleed air taken from the air conditioning system do\Vllstream of the ram air heat exchanger. The purpose of this is to achieve ft1el transfer and also to prevent fuel boiling. 14. Pressure in all wing tanks is regulated to 19 psi absolute. (25 psia in the first aircraft.) Pressure in the fuselage tanks is regulated to a 10 psi differential. Transfer from each fuselage tank., due to the difference in pressure between these tanks and the wing tanks, is assisted by an electrically driven transfer pump. 15. To prevent over-pressurization through failure of air regulator, an air pressure relief valve is fitted in the air system to the wing tanks. This valve is also used as a means of venting pressure from the tanks during ground pressure refuelling. A si1nilar valve is fitted for the fuselage tanks and performs the same functions as the wing tank valve and, in addition, it prevents over pressurization during rapid climbs by releasing air to limit the differential between tank pressure and atmospheric pressure. Fuel System Controls 16. A high pressure cock is fitted for each engine at the engi11e side of engine fuel pu1nps and is operated during the aft portion of travel of the throttle levers. Moving the throttles up and back from the idle position closes the HP cocks and terminates the f t1el supply to the engines. 17. The low pressure cocks are controlled by two switches on the fuel control panel, marked LP FUEL COCKS and are protectc.d by guards. PART 1 23 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 24 18. A three-position CROSSFEED switch is fitted on the LH console immediately aft of the throttles and is marked LH ONLY-NORMAL-RH ONLY. In the NORMAL position the crossfeed valve is closed and the isolating valves are both open. During single engine flying, in order to maintain the weight of fuel on either side approximately equal, the switch is selected to the inoperative engine side alternately with the NORMAL selection, to balance the fuel. On the second and subsequent aircraft when crossfeeding from the inoperative engine side, the FUEL PRESS warning light of the operating engine will illuminate, as the booster pump on the failed side is not operating. When selected to LH ONLY, the crossfeed valve is opened and the RH isolating valve is closed. The LH isolating valve remains open; thus fuel is supplied from the aft fuselage tank and LH wing tanks only. To supply fuel from the front fuselage tank and RH wing tanks, the crossfeed switch is selected to RH ONLY. This opens the crossfeed valve, closes the LH isolating valve and opens the RH isolating valve. On the NORMAL selection, with the inoperative engine throttle lever at cut-off, the operative engine will obtain its fuel supply from its own side sub-system. Engine Fuel System Emergencies 19. Two ENGINE FUEL toggle switches, protected by guards, are located on the fuel control panel on the LH console to allow selection of emergency fuel should failure of the flow control unit occur. The switches are of the three-position type, with EMERG and RESET positions marked. The switches are spring-loaded from RESET to the centre or normal fuel position. When guards are closed the switches are automatically set in the normal fuel position. In this position the engines are automatically controlled by speed, temperature and pressure sensing devices to obtain and hold the thrust selected by the pilot. 20. When a guard is raised and the switch is selected to EMERG, the automatic fuel flow control unit is by-passed and fuel flow, partially compensated for altitude, is then directly controlled by power lever movement. The ENG EMERG FUEL warning light will illuminate when the emergency fuel selector valve is fully open. CAUTION When operating in the EMERG fuel selection, the turbine discharge temperature must be closely monitored. Power must be reduced immediately if there is any tendency for the temperature to increase beyond limits. Rapid throttle movements must be avoided as the emergency system does not provide the automatic overspeed, overtemperature, flame-out or compressor stall prevention features of the normal fuel control system. 21. As the compressor inlet pressure decreases with altitude, fuel flow to the engine also decreases. The emergency system will provide at least 95°/o military thrust on a 100° F day at low altitudes and at least 80°/o of military thrust at altitudes up to 30,000 feet. 22. The engine may be started on the emergency system, either in flight or on the ground. The afterburner may be operated on the emergency system, in which case the throttles must be operated carefully to prevent engine overspeed and over-temperature. 23. During training or testing, and with a properly functioning fuel control system) the transfer back from EMERG to the normal system may be made. The throttle control for the affected engine should be retarded to the idle position, and the appropriate engine fuel toggle switch moved and held in RESET for five seconds. This selection will open the selector valve to the normal position and the ENG EMERG FUEL warning light will go out. The switch, when released, will take up the centre position and the guard should then be closed. CAUTION The solenoid operated ftlel selector valve will not be energized if the switch is only moved back to the normal or centre position. The solenoid is energized in the RESET position, and then de-energized when the switch is allowed to return to the centre position. Long Range Fuel Tank Supply 24. To be issued later. Fuel Warning Lights 25. Warning lights for the fuel system are located on the warning panel fitted to the forward RH console. The master red and amber warning lights are located on the main panel. 26. Individual amber warning lights for the fuel system are marked and indicate as follows: (a) FUEL LOW - Two lights are fitted to indicate low level of fuel in the LH or RH collector tanks. The illumination of a FUEL LOW light should always be accompanied by the illumination of the FUEL PROP light as the low level switch also operates the flow proportioner by-pass. Provided the FUEL LOW light illuminated through failure of the fuel flow proportioner'.! the automatic opening of the proportioner by-pass will allow fuel to flow to the collector tank and the FUEL LOW light will then go out. If the light stays on it indicates approximately 740 lb of usable fuel is remaining on that side. (b) FUEL PROP - One light is fitted and indicates one of four conditions, or a combination of these conditions, as follows: (1) A fuel flow proportioner has failed and the by-pass has opened. The relevant FUEL LOW warning light will also illuminate and ren1ain illuminated until that side collector tank fuel level exceeds the low level limit. It will inform the pilot that automatic control of the fuel centre of gravity has ceased and violent manoeuvres or sustained operation at high altitude must be avoided. (2) Failure of the LH or RH fuselage electric transfer pumps to deliver a differential pressure in excess of 3 psi, due either a pump failure, lack of fuel in a fuselage tank~or loss of prime of a fuselage pump. The pump by-pass will auton1atically open and allow fuel from the fuselage tank to flow to the proportioner, but at a decreased pressure. At high altitudes fuel from the fuselage tank will not be used in proportion to fuel from the other tanks. PART 1 25 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 26 (3) Either the RH or LH refuelling access door (one in each main landing gear well) is open. On the second and subsequent aircraft the door will not close if the gate is closed, which is the position used only for refuelling. This ensures that a take-off is not carried out with the gate valve in the closed position. In this position, fuel is prevented from entering the collector tank from the fuel proportioner. Only collector tank fuel would be available on that side with the gate valve closed. CAUTION On the first aircraft it is possible for the door to be closed with gate valve in the closed position. The FUEL PROP light only indicates the door open condi tion. Therefore, on the first aircraft, the exterior inspection prior to flight must include a check of the gate valve position. The two positions are marked FLIGHT POSITION-VALVE OPEN, and VALVE CLOSED-REFUEL AND DEFUEL. The flight position of the gate valve on the RH side of the aircraft is 1up' while this position on the LH side is 'down1 • (4) The refuelling master switch on the master refuelling panel located adjacent to the LH speed brake is ON. (The access door of this panel will not close if the switch is ON.) (c) ENG EMERG FUEL - One light is fitted which illuminates when either the LH or RH toggle switch marked ENGINE FUEL on the LH console is selected to EMERG. The light is extinguished when the toggle switch is held at RESET for five seconds and then allowed to return to the centre position. (d) ENG FUEL PRESS - A light is fitted for each engine and illuminates when the fuel pressure at the engine inlet falls below 18 psi, and indicates failure of a booster pump. The pump by-pass will automatically open and allow fuel to be delivered by a combination of tank pressur ization, engine pump suction and gravity, at rates adequate to supply that engine at military power. If fuel tank pressurization fails when operating above military rating, the light will also illuminate. Fuel Tank Contents Indicators 27. Two indicators marked FUEL QUANTITY LBS x 1000 are fitted on the pilot's main instrument panel. The left hand indicator registers the weight of fuel in the left hand tank sub system, while the right hand indicator registers the weight of fuel in the right hand tank sub system. The indicators register continuously while the master electrical switch is ON. OIL SYSTEM General 28. The oil system on each engine is entirely self-contained and automatic. An oil tank with a usable capacity of 2.9 Imp. gals. (3.5 U.S. gals) is fitted on each engine. • Oil Pressure Warning 29. Warning of a drop of oil pressure to below 25 psi is given by the illumination of the master amber warning light and an amber light for each engine oil system on the warning, marked OIL PRESS. ELECTRICAL SYSTEM General 30. The aircraft is equipped with two 30 KVA 120/208 volt, ram air cooled alternators. One alternator is fitted to and is driven by each engine through a constant speed unit for AC power supply. In addition to supplying the aircraft AC services, each alternator supplies a transformer rectifier unit. The TRUs operate in parallel and provide 27.5 volts DC for the DC services. A hydraulically driven emergency alternator is fitted and sttpplies essential AC services in case of complete electrical failure. The aircraft battery supplies essential DC service for a limited period during this en1ergenC)'· See Figure 1-3 ELECTRICAL POWER SUPPLY SYSTEM in colour section (page 20) Master Electrical Switch 31. The master electrical switch is located on the f onvard RH console below the warning panel and is marked MASTER ELEC ON-OFF The switch controls the complete electrics of the aircraft with exception of the services taken from the battery bus which are as follows: (a) Engine and hydraulic bay fire extinguishers. (b) Canopy actuation. (c) Emergency alternator solenoid. (d) LP cock operation to closed position only. (OFF). Warning and Indicating Lights 32. The warning and indicating light system in the pilot's cockpit consists of the following: (a) One red and one amber master warning indicator~ located at the top centre of the 1nain instrument panel. The indicators are fitted with double filan1ent bulbs. (b) A warning panel on the RH forward consolel consisting of 25 amber lights, a master warning light PRESS-TO-RESET switch~ a PUSH-TO-TEST switch and a DAY/NIGHT dimmer toggle switch. PART 1 27 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW l 28 (c) Two red ENG BLEED warning lights located on the RH console immediately below the warning panel. (d) Three red fire warning lights located on the LH console immediately behind the throttle levers, marked FIRE - LH/HYD/RH. (e) A warning light fitted in the landing gear selector lever. (See Hydraulics - Landing Gear). (0 A green NAY BAIL OUT indicating light on the top centre of the main instrument panel. 33. The warning light system in the navigator's cockpit consists of a red BAIL OUT warning light located on the main panel, directly in front of the navigator. NOTE When the red BAIL OUT light is illuminated, an audio oscillator is energized, giving audible warning for bail out in addition to the visual warning. Master Warning Lights and System Warning Lights 34. The master warning lights are used in conjunction with the individual system warning lights and provide a master indication any fault. They may be turned off by operating a PRESS TO-RESET switch on the warning light panel. The system warning light will remain on, however, until the fault has been cleared. The PRESS-TO-TEST switch on the warning light panel is used to test the filaments of the following lights: (a) Master Warning Lights. (b) System warning lights on the panel. (c) Fire indication warning lights. (d) Air conditioning engine bleed warning lights. (e) Warning light in the landing gear selector lever. (0 NAY BAIL OUT light in the pilot's cockpit. 35. The warning light panel has 25 lights covered by amber coloured lens caps, upon which is inscribed the system served. The lights function as follows: (a) FUEL LOW, LH and RH - indicates a low level of fuel in the LH or RH fuel collector tank. The FUEL PROP light will illuminate also. - FIG-1-4 MASTER WARNING PANEL (b) FUEL PROP - Indicates any of the following four conditions: ( 1) A fuel flow proportioner has failed. (2) A LH or RH fuselage electric transfer pump has failed. (3) The LH and/or RH refuelling adaptor door(s) are open. ( 4) The master refuelling switch is ON. (c) ENG EMERG FUEL - Illuminates when the ENG FUEL switch is selected to EMERG. (d) ENG FUEL PRESS, LH and RH - Indicates that fuel delivery pressure to the LH or RH engine pumps is less than 17.3 psia. The light will go out if the pressure rises to 18.3 psia. (e) OIL PRESS, LH and RH - Indicates that the oil pressure llf the LH or RH engine is 25 psia or less. (f) FLY CONT HYD - Two indicator lights are provided, The LH one serves the 'B• flying control hydraulic system and the RH one serves tl1e 1A1 flying control hydraulic systern. They illuminate if the particular system pressure is less than 1000 psi. PART 1 29 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW l 30 (g) UTIL HYD - Indicates when the utility hydraulic system pressure is less than 1000 psi. (h) EMERG BRAKE HYD _ Indicates when the emergency brake accumulator pressure is less than 1600 psi, and is insufficient for the use of brakes upon landing. (j) AC FAIL, LH and RH - Indicates a phase failure in the LH or RH AC system, and will be accompanied by the illumination of the single light marked DC FAIL, Lor R. (k) DC Lor R FAIL - One light indicates for both T.R.Us. It will denote failure of both T.R.Us if the BATT USE light also illuminates. If the DC FAIL light illuminates on its own it will indicates that one TRU has failed. (m) BATT USE - Indicates when the aircraft battery alone is supplying the DC power. (n) ROTOR O'SPEED, LH and RH - Indicates when the LH or RH engine low pressure compressor is overspeeding. (p) CABIN PRESS - Indicates when the cabin altitude exceeds 31,000 feet. (q) AIR COND FAIL - Indicates when the air conditioning cooling turbine outlet temperature has exceeded 80°F. (On the first flights of the first aircraft the light will indicate a cockpit inlet temperature of more than 240°F). (r) EQUIP 0 1HEAT - Indicates when the equipment air supply temperature has exceeded 100°F. (s) ICE - Indicates icing conditions in either or both engine air intakes. (t) EMERG DAMP - Indicates that emergency damping on the rudder is in use. The R - P AXIS OUT light will also illuminate. (u) DAMP OUT - Indicates no damping system is operating. (v) R - P AXIS OUT - Indicates that the Roll and/or Pitch axis damping system is not operating. Master Warning Control Unit 36. The master warning control unit is located in the LH side of the nose wheel well and operates the warning lights in the following manner: (a) On receipt of a fire signal, the master RED warning will illuminate together the appropriate RED fire warning light. (b) On receipt of a signal from either the 'A1 or 'B' flying control hydraulic system, the master AMBER warning light will illuminate together with the associated AMBER light on the warning panel. Should both 1A' and 'B' systems fail simultaneously or consecutively, both RED and AMBER master warning lights will illuminate together with both A and B system AMBER lights on the warning panel. - (c) When the pilot selects Engine Emergency Fuel) the illumination of the appropriate AMBER light on the warning panel will remind the pilot that he is using this selection. No master warning light signal is given. In addition, the light will provide an indication to the pilot prior to take-off that an engine fuel system is energized to the emergency selection 1 coincident with an ENGINE FUEL selector switch being in the nortnal position. This would indicate that an engine had been shut down while operating on the en1ergency system, and that the selector switch had inadvertently been n1oved to the normal position without first being held in RESET for five seconds. The particular engine must be operating in order to n1ake a selection of the ENGINE FUEL normal-emergency system. (d) Any of the remaini11g lights on the warning panel will be ene.rgized simultaneously with the master AMBER warning light on receipt of a warning signal. AC System NOTE No master warning indication is given when the air conditioning ENG BLEED warning light or lights illuminate. 37. The engine driven alternators supplying AC power are controlled by two switches on the RH forward console., marked ALTERNATORS ON - RESET ~ OFF 38. Failure of an alternator is indicated by the illumination the master amber warning light and the appropriate LH or RH AC FAIL light on the warning panel. This will also cause the DC FAIL light to illuminate. The alternator may be reset by moving the ALTERNATOR switch to RESET and back to ON. If the reset is successful the AC FAIL] DC FAIL and master amber lights will go out; alternatively, only the AC FAIL light may go out. In the latter case, the DC RESET button should be pressed 1 and a successful rese.t will be indicated by the DC FAIL and master amber light going out. If the fault has not cleared the AC FAIL will again illuminate, in which case the switch should be left in the off position. 39. Normally~ the RH alternator supplies the AC power requirements. Should the RH alternator fail 1 the LH alternator assumes the load. Should the LH alternator fail, no change in power supply will be apparent. The operating alternator will suppl~ through its TRU, all DC services except the landing and taxi lights. 40. An emergency alternator is fitted to provide electrical power to essential services in the event of complete electrical failure by energizing a solenoid shut-off valve which diverts utility hydraulic fluid to a hydraulic motor which in turn drives the alternator. Sufficient power is supplied to operated the emergency damping system, artificial horizon, J4 co1npass and lFF until a relight is obtained. In case of a double engine flame out~ one wind-milling engine will maintain sufficient utility hydraulic pressure to drive the motor. PART 1 31 PRELIMINARY PILOT'S OPERATING JNSTRUCTl<)NS - AVRO ARROW 1 32 DC System 41. The transformer rectifier units (TRU 1s) are fed from their respective main AC bus-bars, and the output is fed to the main DC bus. 42. Failure of a single transformer rectifier unit is indicated by the illumination of the master amber warning light and the DC L or R FAIL light on the warning panel. The operating TRU will provide all DC services except the landing and taxi light. Failure of both TRU's will be indicated by the illumination of the DC FAIL light and the BATT USE light on the warning panel. The illumination of the BATT USE light signifies that tl1e DC supply to the emergency bus and battery bus is being taken from the aircraft battery. The main DC bus supply will be automatically shed. 43. A push button switch is fitted on the RH console in the front cockpit marked DC RESET. If the DC Lor R FAIL warning light illuminates alone or in conjunction with the BATT USE warning light, either or both TRU's may be reset, provided the fault has been cleared, by pressing the DC RESET button. 44. The DC system maintains the battery charged, therefore if the BATT USE light illuminates, the battery is discharging. The following services will be available from the battery through the DC Emergency Flight Bus for approximately 20 minutes, depending on the original battery charge and the number of services operated: (a) Landing Gear Indication (b) Fire Detection (c) Canopy Seal (d) Speed Brake Actuation (e) Warning Light System CD Emergency Cockpit Lights (Erner. Flood Light) (g) Turn and Slip Indicator (h) Ignition (Relight) (j) ARC/34 UHF (k) AlC/10 Intercommunication (m) DC Damping (Yaw) (n) !FF (APX/6A) (p) Hinge Moment Limiter (q) Engine Emergency Fuel Selection (r) Bail Out Indication NOTE The landing gear selector valve is operated by the main DC supply. If the BATT USE light is illuminated, the landing gear cannot be unlocked by the normal selection. However, it can be unlocked by using the e1nergency extension procedure. (See Part 3, Para 7.) - Engine Starting Services 45. The engines may be started individually or simultaneously by motoring of a ground starter cart which supplies compressed air to the turbine starters and a 28 volt DC supply for ignition. Leads from the cart to the aircraft comprise two air hoses and an electrical supply connector. Incorporated in the connector are intercommunication leads wl1ich allow the pilot to communicate with the ground control centre, the navigator~ and the ground starting crew. These connections are automatically· withdra\Vll from the aircraft by means of lanyard releases when the aircraft commences to taxi. When the aircraft is being towed, a lead from the towing vehicle to the aircraft receptacle enables intercommunication between the cockpit occupant and the driver of the towing vehicle. 46. When the supply connector from the ground starter cart i.s plugged into the aircraft receptacle, the aircraft battery supply is automatically cut-off1 thus preventing any drain on the aircraft battery .. du ring starting. (Not applicable to the first aircraft.) 4 7. The starting sy'ste111 consists essentially of an air turbine starter and an ignition system for each engine. The air supply to the air turbine starters is controlled by the ENGINE - START/ OFF/RESET switches, one for each engine"I which are spring loaded to OFF. The ignition supply is energized b)r a centrifugal switch operated when an engine speed of 700 rpm is attained. A second centrifugal switch is operated at 3020 rpm, to de-energize the ignition system. 48. An ENGINE START switch may be momentarily selected to RESET if it becomes necessary to interrupt the starting cycle. This de-energizes the 1lockedr starting relay and resets the system for a further start. The RESET position is also used for moloring the engine without ignition. 49. An external supply socket is also provided for an external supply of AC current. This supply s hou Id be plugged in to the aircraft prior to engine starting to enable AC instruments, particularl)r the turbine discharge te1nperature gauge., to operate. The supply is also used for ground senricing checks. On later aircraft, an AC supply from the starter cart will be available. FLYING CONTROL SYSTEM General 50. The ailerons, elevators and rudder are fully power operaled't utilizing hydraulic pressure supplied by two pumps on each engine. The hyclraulic components are controlled electrically or mechanically through cables and linkages~ there being no direct mechanical control. 51. There are three modes of control of the aircraft in its final configuration, the normal mode~ the automatic mode and the emergency 1node. The automatic flight mode will not be installed in early aircraft. 52. In the normal mode, a damping system automatically stabilizes the aircraft in all three axes and co-ordinates rudder move1nent with movement of the ailerons and elevators. Control in the normal mode is by means of an electrical force transducer fitted in the control column ha11dgrip. PART 1 33 PRELIMlNARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 34 53. In the automatic flight mode (when fitted), the damping system is operative as in the normal mode, but aileron and elevator position is controlled by an Automatic Flight Control Sub-system (AFCS). The AFCS allows the aircraft to be controlled from the ground for Automatic Ground Control Interception (AGGI) or for Automatic Ground Control Approach (AGCA). It also provides certain pilot assist functions by holding any set course or altitude, or it may hold any set Mach number by varying the aircrafts pitch attitude. It also provides for automatic navigation by controlling the aircraft according to information fed into a dead reckoning computer by the navigator. An AFCS disconnect push button switch is fitted on the control column handgrip. When the AFCS is disconnected by this switch, the damping system reverts to the normal mode. 54. In the emergency mode the hydraulic components for operating the ailerons and elevators are controlled mechanically. Yaw stabilization and rudder co-ordination are maintained by an emergency yaw damping system. 55. Pilot feel at the control column is provided by the damping system in the normal mode, and by spring feel in the emergency mode. 56. If certai11 flight li1nitations are exceeded, the system automatically changes over to the emergency mode. 57. Elevator and aileron trim is obtained by means of a four-way switch on the control column, while rudder trim is obtained by a toggle switch on the pilot's LH console. Trimming alters the position of the entire control surface. A CONTROL SURFACE RESPONSE indicator is mounted on the LH console and shows the amount of movement of the control surfaces in relationship to the main surface. In the case of the rudder and elevator, movement of these control surfaces will be shown in the natural sense on the indicators. In the case of the aileron, movement of the ailerons will be indicated as the resultant wing movement from the trim action; i.e. LW DOWN and RW DOWN. In later aircraft to reduce elevator trim drag at altitude, the ailerons are at1tomatically deflected upwards by means of a pressure switch, which operates at approximately 45,000 feet. The switch opens when the aircraft descends to 42,000 feet and the ailerons return to their normal position. Hydraulic System 58. Two independent hydraulic systems are employed, one pump on each engine supplies the 'A'; system while the other pump on each engine supplies the 'B' system. The supply is 4000 psi; an accumulator in each system prevents fluctuations. The lowering or loss of pressure in a system to 1000 psi or less will illuminate the appropriate warning light on the warning panel. The lights are marked FLY CONT HYD and the LH light indicates for the 'B' system, while the RH light indicates for the 'A' system. 59. The 'B' system supplies the control surface actuators and damping servos for pitch, roll and yaw damping. The 1A' system supplies the control surface actuators and damping servo for emergency yaw damping. 60 • In the event of loss of one engine or loss of one system, adequate control is still available. Rates of control mo,rement 1nay be slower with one engine failed. With either system failed, the available 'g' at high speeds will be restrictecl. With the 'B1 system failed the aircraft will be in the emergency mode of flying control. Ram Air Driven Turbine (Not fitted on the first flights of the first aircraft.) 61. In later aircraft a ram air driven turbine is installed in the LH side of the fuselage for use in the event of a two-engine flame-out. When selected by the pilot, the turbine extends horizontally into the airstream thus driving a hydraulic pun1p. The pump is connected to the 1A1 hydraulic fl)'ing control systen1 and supplies sufficie11t hydraulic pressure to enable the flying controls to be operated at all speeds from 350 knots down to a landing speed of 140 knots. CAUTION The maximum speed for extending the ram air turbine is 350 knots EAS. The aircraft must not be flown above this speed with the turbine extended. 62. The turbine is extended into the airstream by a jack operated fro1n the utility hydraulic system~ and controlled by a switch on the RH console marked MM AIR TURBINE. NOTE Under a two-engine flame out conditio11 1 the utility hydraulic system maintains its pressure from the windmilling engines. Should one engine be seized, the single windmilling engine will maintain the pressure. 63. Under a two-engine flame out condition'.! emergenC)1 AC power is maintained by the emergency alternator driven by a motor through the utility h)·draulic system, provided that at least one engine is windmilling. Damping System 64. The damping system provides artificial stabilization in fligl1t. Unstable tendencies are picked up by sensors and adjustments are made to the control surfaces. The pilot is unaware of the corrections being made. As the damping in the yaw axis is of 1najor importance in the higher speed range, duplicated electrical and hydraulic supplies are installed for the rudder control. The damping system comprises three distinct channels, the pitch channel which controls the ele\7 ators" the roll channel which controls the ailerons and the yaw channel which co11trols the r11dder. 65. Switches for controlling the damping system are located on the pilotts LH console .. and on the control column. Eight DAMPING CIRCUIT BREAKERS are fitted outboard of the DAMPER control panel. The rear group of four are in the NORMAL damping circuit, wl1ile the fonvard group of four are in the EMERGENCY da111ping circuit. The breakers are a protection against excessive ct1rrent drain and will TT()t reset if the circttit is overloaded. They also provide a secondary means of switching should the normal 1neans of damper disengagement fail to operate. Mounted on the DAMPER panel are the following controls: PART l 35 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 36 (a) A POWER ON-OFF toggle switch protected by a guard. When selected "ON" power is supplied to the damping system and AFCS. (b) An ENGAGE push button switch for engaging the normal mode of operation, or for re engaging the aileron or elevator damping if they have been automatically disconnected through excessive manoeuvring. Normal mode must be selected before the emergency mode can be selected. (c) An EMERG push button switch for selecting the emergency mode of damping (i.e. to disengage the normal mode). This switch will be deleted on later aircraft. 66. Two push button switches are fitted on the control column grip. One switch reverts the damping system to the emergency 1node (i.e. it disengages the normal mode) acting the same as the EMERG switch on the DAMPER panel. The other switch disengages the AFCS system (ii fitted), and leaves the damping system in the normal mode. 67. In the normal and AFCS modes, damping is effective on the elevators, ailerons and rudder. When tl1e landing gear is selected down damping of all the control surfaces is modified as follows: (a) In the roll axis, sufficient damping is retained in order to help in counteracting 11 dutch roll", (in conjunction with the yaw axis). (b) ln the yaw axis, the modified damping allows intentional sideslip to be introduced, although any transient yaw will be corrected. (c) In the pitch axis, damping is retained to a limited extent. Any excessive instability left uncorrected by the damper will be easily counteracted by the pilot. (d) Pilot "feel" at the controls changes. (See para 77.) 68. In the emergency mode only rudder damping is effective. NOTE In order to test the damping system when the aircraft is on the ground and simulate landing gear UP conditions, a DAMPER TEST push button 1narked U/C UP MODE is fitted at the rear of the LH console in the pilot1s cockpit. Depressing and holding the button will disengage the landing gear "down 11 micro-switch and allow damping system to be checked as in a landing gear "up" condition. Damping System Warning Lights 69. Malfunction of the damping system is indicated by the illumination of the master amber warning light and the system warning light or lights on the warning panel. Three lights are fitted on the warning panel for the damping system. They are marked and function as follows: (a) EMERG DAMP - Illuminates when emergency damping only is in operation'.! i.e. da1nping is operative on the rudder only, and can occur for the following reasons: (1) By automatic reversion to the emergency mode by excessive sideslip or side acceleration. (See para 90). The RIP AXIS OUT light will also illuminate. (2) By manuall~l selecting EMERG on the DAMPING SYSTEM panel or the disengage switch on the co11trol colu1nn. The RIP AXIS OUT light will also illuminate. (b) RIP-AXIS OUT - Illuminates wl1en either the elevator and/or aileron damper is cut out autotnaticall)' by excessive pitch or roll. (Provisionally 4-1/2 to 5 g in pitch and 159° per second in roll.) lt will also illuminate in conjunction with the EMERG DAMP light. NOTE After the manoeuvre the axis or axes may be re-engaged by pressing the ENGAGE switch on the da1nper panel. (c) DAMP-OUT - Illun1inates when all damping is inoperative and can occur for the following reasons: ( 1) When the master electrics switch is turned on after entering the aircraft and the DAMPER POWER switch is either OFF, or ON with no mode selected. (2) When a change over is made to e1nergency mode for any reason but the ,A. hyrdraulic system, supplying the emergency yaw damper, is unserviceable. NOTE An emergency alternator automatically supplies AC power to the emergency damping system (also to the artificial horizon~ J4 Co1npass and IFF) in case of complete electrical failure. PITCH AXIS Pilot Command Control 70. In the normal mode of flying control, when the pilot exerts a force on the control column grip to move the elevators, a force transducer on the control column tra11s1nits a11 electrical signal. Similar signals are transmitted by ground con tro I~ when the AF CS 1node, without pilot operation of the control column. In both cases the signals are fed to servos) which convert the electrical signals into a mechanical move1nent by 1neans of hydraulic pressure. The servos are known as parallel (or com1nand) servo and differential (or damping) servo. Additional signals enter the differential servo, depending t1pon 011tside forces acting on the aircraft, to maintain stability. These servo units alter lhe position of the elevator control valves through linkages and quadrants. The valve movement directs the hydraulic pressure to the appropriate side of a hydraulic jack~ resulting in move1nenl of the elevators. PART 1 37 PRELlM!NARY PlLOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 38 71. In the norinal mode, the electrical output at the transducer is directly proportional to the force exerted at the grip. The control column will move as the force is exerted, as with a conventional flying control system, but it is not moved directly by the pilot. Movement of the control column follows the positioning of the elevators by the command circuits, but as the response of the system is instantaneous, the control column will appear to be moved by the pilot. 72. In the normal and AFCS modes the hydraulic pressure in the parallel servo can be overpowered by a force of 70-90 lb. at the control coluinn (the force depending upon flight conditions) although the imme-diate action for a malfunction in these modes would normally require dis-engage1nent of the particular flying control system in use at that time. 73. In the emergency mode the parallel servo is disengaged. Movement of the control column does not send electrical signals from the transducer to the parallel servo, but moves cables and a mechanical link system which operates the hydraulic actuator control valve. Thus the elevators are finally moved by hydraulic pressure as before. Trim Control 74. In the normal and en1ergency modes, up and down movement of the trim button will result in movement of the elevator control surfaces. In the normal mode the control surface movement is achieved by the transmission of an electrical signal which moves the elevators in the same manner as would hand pressure on the control column. 75. In the emergency mode, a feel-and-trim unit is called into use. This unit is a spring-loaded assembly which supplies a feel on the control column during flight in the emergency mode. When the aircraft is trimmed, an electrically operator actuator changes the neutral length of the feel-and trim unit, to move the elevators up or down as required. The unit also ensures that upon a change-over from the normal mode to the emergency mode there is no n1ovement of the elevators and pilot feel remains unchanged. However, a change in feel will be noticeable upon moving the control column after the change-over. A 'g' bob-weight is fitted at the end of a lever in the ele,'ator control system. The purpose of the weight is to induce a load on the control column under 'g' conditions, and so make the control column progressively more difficult to pull as 'g' is increased. When no 'g' is being imposed a balance spring counteracts this weight. In the normal mode of control the bob-weight is not felt at the control column due to the normal feel system. 76. The emergency mode trim unit is not called into use during the normal mode of control but rides freely, although any seizure of the unit or a runaway trim motor would, unless guarded against, affect move1nent of the elevators. A switch operated release mechanism is fitted. The switch, protected by a guard, is located on the pilot's forward LH console and is marked ELEY TRIM-DISENGAGE. Pilot Feel in the Normal Mode 77. An electrical feel syste1n is used for normal mode flight. The stick force required to move the elevators is made to feel proportional to the amount of 'g' pulled. For a particular 'g' the stick force requirement is constant irrespective of speed or altitude. With the landing gear selected - down, feel is directly proportional to the degree of displace1nent of the elevator control surfaces, without regard to airspeed or altitude. (Pilot feel in the en1ergency mode ~ See para 75.) G Limits 78. The stick force transducer is set to limit pilot imposed 'g' to a value of 4-1/2 to 5 g, but if through component malfunctions this value is exceeded, the nor1nal mode of control in the pitch axis disengages automatically and control reverts to e1nergency mode. Upon change-over the aircraft may require to be manuall)r re-lrimmed. In the emergency 1node,. the 'g1 bob-weight is felt at the control column under 1g1 conditions. G limiting is then under the control of the pilot. 79. The pitch axis will also disengage sl1ould the yaw axis monitor operate dt1e to excessive skid, sideslip or trans\1erse acceleration. (See para 90.) ROLL AXIS Pilot Command Control 80. In all modes of flying control the operation of the ailerons by means of signals 1 or by cables, is identical to the operation of the elevators. (See para 70.) Components in the system differ slightl}' - for instance in place of an accelerometer, the ailero11 system utilizes a roll rate g)1YO, but from the pilot's point of view, the systems operate in a similar manner. 81. In the medium speed range, the system is designed to prod11ce a rate of roll in proportion to the force applied to the control column han.dgrip. At higl1 or low speeds the force required for a given rate of ro 11 is increased slightly. 82. When a turn is initiated and the reqt1ired amount of bank angle is obtained, release of pressure at the control column grip will return tl1e ailerons and the control column to the netttral setting. The turn vrill be maintained by elevator; "holding off bank 11 will be required but to a lesser extent than on conven tio11a l aircraft. Dan1ping on the ro 11 axis is in effect at all times. 83. When the landing gear is selected down, movetnent of the ailerons is directly proportional to control column movement. With the lancling gear up airspeed is a governing factor in a1nount of aileron movement~ within the lin1itation set b)' the 1naxi1nu1n roll rate of 159° per second. Turn Co-ordination 84. When force is applied to the control colt1mn to initiate a tt1r11 .. signals are tra11s1nitted which effect the deflection of the rudcler in a direction appropriate to turn the aircraft a11d over come adverse yawing movement resulting fron1 t11e aileron move1ne11t. When lhe ailero11 ceases its movement, the rudder is automatically retttrned to ils neutral position. Any further yawing moment in the turn is counteracted tl1rough a tra11svcrse acceleron1eter affecti11g the yaw datnper. PART 1 39 PRELIMINARY PJLOT's OPERATING INSTRUCTIONS - AVRO ARROW 1 42 types of controllers and air valves served by thermostats and sensors are fitted which serve to main tain the selected conditions of air in the system during various airspeed and altitude conditions. NOTE The temperature and pressure of the engine bleed air varies according to flight conditions. 99. Ground equipment can be connected to the system for cooling the electronic equipment when the aircraft is on the ground. 100. The air conditioning system fulfills the following functions: (a) Supplies hot and cold air to maintain cockpit pressure and temperature within the required limits. (b) Maintains the required temperature levels in areas where heat is generated by electrical and electronic equipment. (c) Supplies air for fuel tank pressurization, windscreen rain repellent (if fitted), the low pressure pneumatic system and the liquid oxygen converter. Discharged air from the cockpits is used to cool and scavenge the armament bay. Cabin Pressurization 101. The cabin pressure remains the same as the outside air up to 10,000 feet. Above this altitude the differential between cabin pressure and aircraft pressure altitude increases linearly until a differential pressure of 4.5-5 psi would be reached at 60,000 feet. A safety valve is fitted in the rear cockpit which opens to release cabin pressure if at any time it reaches 5.25 psi, and closes when pressure returns to 4 .5 psi. 102. Cabin pressure altitude is shown on a gauge fitted on the RH side of the instrument panel in the pilot's cockpit and is marked CABIN PRESSURE. 103. A CABIN PRESSURE amber warning light is fitted on the warning panel. The master amber warning and the CABIN PRESSURE warning will illuminate if at any time the cabin altitude reaches 3 I ,000 feet ( + 1800 feet) or higher. Cockpit Controls 104. The air conditioning controls are grouped together on a panel at the rear of the RH console in the pilot 1s cockpit and comprise the following: (a) A temperature setting rheostat switch marked TEMP/COOL-WARM. Movement of the switch from COOL to WARM will result in an increase of cabin temperature within the range of approximately 40°F-80°F. (b) A DEFOG switch with ON/OFF positions. In the case of fog forming in the cabin, selecting the switch to ON will rapidly raise the cabin temperature to approximately 90°F thus - 0 5 10 15 20 25 30 35 40 45 50 55 60 40 / 40 / / / 35 / / 35 I/ CABlN PRESSURE WARNING LIGHT! 1800 FT. / \. / - 30 0 .. .,/ l/ 30 0 a -,-- X i--= 25 lL - ZERO DIFFERENTIAL / / (UNPRESSURIZED} LINEAR RISE TO 4.75 P.S.I. DlFFERENTIAL / ~ .. / AT 60,000 FT.\; "' '\L V ' _1,.-o ' '/ I I I I I I I \ ~ -- L.-- LOW TOLERANCE OF 4.5 P.S.I. DIFFERENTIAL - ~ ' / ~ 1---- l-" ... _i.-L-- 25 w 0 =-i 20 I--t- _J AT 60,000 FT. IY -- -.,. ..--~ - i.,.- I ...- i_- --~ / \ --- _.,. - i.- ..- i.--" -1- - ~ __. / \., ----- -- i.,.,- ..-- ~ ~ V ... ~ ~ t::-i..-- .. --'(~ .,,.,.. --- - / _.. .,...,. - 1--' - l"I ---- -~ ~ 20 < I/ -- --:. -- _,,., ,-- .,.,,. - \ -z 15 - I/ ..-~~ i...--' ..... \ ~ ll/ L...,o ~ -- [.,.,, L,,-" ~ - 15 co <:( u / - .,,.,.. .... ~ -- .,... V L...,o I,,,"' ' ,V _,.. _,. 10 / ..... \ _,. / .( ' 10 / .,v ., '- CABIN PRESSURE SAFETY l / ,, " VALVE DIFFERENTIAL \ V ., HlGH TOLERANCE OF 5 P.S.I. DIFFERENTIAL ,I 5 I/ ,,. AT 60,000 FT. ~ 7 ,r .,. 5 / ~.., V _,/' V /. I 0 / ,I D 5 10 15 20 25 30 35 40 45 50 55 0 60 AIRCRAFT ALTITUDE (FT. X i 000) FIG-1-5 PRESSURIZATION GRAPH overriding the rheostat temperature selection. An automatic control prevents the cabin temperature from rising above l 40°F in case of failure of a temperat1tre control component. (c) An AIR SUPPLY switch with NORM-OFF-EMERG positions which controls as follows: (1) In the NORM position air is delivered to the cabin at a temperature determined by the setting of the TEMP/COOL-WARM rheostat. Outlets in the cockpits are located on either side of the seats and at floor level. During taxiing and take~off the amount of air supplied to the cockpits is reduced. When the landing gear is raised after take-off a micro-switch is actuate.d which fully opens the cockpit air shut-off valve and allows full air supply to tl1e cabin. Lowering the landing gear will reduce the air supply by nearly closing the valve. Pressurization of the cockpits com mences when the aircraft reaches an altitude of 10,000 feet. During flight1 the equip1nent areas corn prising the nose radar, alternator control, oxygen converter'! fuselage electronics~ fire control, dorsal electronics and the aircraft battery are 1naintained at a temperature of between 80°-90°F by air from the system. The armament bay is cooled by discharged air fro1n the cockpits~ and this air also scavenges the armament bay of fumes. (2) In the OFF position, all valves in the system are closed; this selection is made under the following conditions, provided low engine rpm are not in use at the time. PART 1 43 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 44 a. Upon illumination of the master amber warning light and the EQUIP O'HEAT light on the warning panel. b. Upon illumination of the master amber warning light and the AIR COND FAIL light on the warning panel. c. Upon failure of the cooling air flow to the cabin. At high speeds this will result in high cockpit temperatures due to kinetic heating. To lower the temperature under the above conditions, (provided that low engine rpm are not the cause), the OFF position must be selected and the aircraft speed reduced immediately to below Mach 1.2. This selection will close the main air shut-off valve, and the cockpit air inlet valve, thus shutting off all air supply to the cockpit. A signal will also be supplied to shut off the electronic equipment in the nose radar compartment. (When radar is fitted). When speed has been reduced the switch should then be selected to EM ERG, which opens the ram air supply valves. (3) In the EMERG position emergency ram air valves are opened and ram air is used to cool the same equipment areas that were previously cooled under normal operation except for the_ nose radar equipment which is automatically switched OFF. The cockpit air supply valve remains closed to altitude may have to be reduced as any further pressurization of the cabin will cease. Cabin pressure will fall at the natural leakage rate of the cabin. (d) A two position switch marked CABIN PRESS and DUMI' The switch must be in the CABIN PRESS position for cabin pressurization to take place. In the DUMP position the cabin safety valve is opened and any pressure existing at the time is discharged through the valve; no further cabin pressurization will take place with the switch in this position. Air conditioning of the armament bay ceases when the DUMP selection is made. (e) A toggle switch marked TEMP CONTROL-EMERG OFF When selected to EMERG OFF this switch shuts off the supply of hot air to the cabin and the equipment areas. Cool air continues to flow to provide cabin pressurization and equipment cooling. Safety Provisions in the System 105. Should the cooling turbine outlet temperature exceed 80°F, the AIR COND FAIL warning light will illuminate. (See para 104.) 106. Should the temperature of the supply air to the equipment areas exceed 100°F, the hot air supply in these areas is automatically cut off and the EQUIP O'HEAT warning light will illuminate. (See para 104). 107. The hot air valve of the cabin air supply will automatically close if the temperature of the air to the cockpits reaches 240°F. The valve will open again when the temperature has decreased to 100°F. 108. Two red warning lights are fitted above a three way toggle switch on the forward RH console. The lights are marked ENG BLEED, and arrows indicate their particular engine. The switch is marked ENG BLEED AIR, with three positions LH OFF-NORMAL-RH OFF A particular ENG BLEED light will 1llun1inate should a leakage of engine bleed l1ot air occur in the ducting to the air-to-air heat exchanger, or shou Id the bleed air re.ach an excessive pressure through failure of a pressure reducing val,1e. Selecting the switch to the appropriate side indicated by the warning light (i.e. LH OFF or RH OFF), will close the shut-off val\'e in the engine bleed air supply duct on that side. If the condition is relieved, the warning light will go ottt. NOTE Red lights a re 11sed as no master warning light il I umina tes. Single Engine Flying 109. If one engine is shut down~ or a drop in pressure of the e11gine bleed air to the heat exchanger occurs for any reason, a pressure switch is operated and a signal shuts off the electronic equipment in the nose compartment. (Aircraft with radar fitted.) System Operation with Landing Gear Dovm. 110. When the landing gear is lowered" a switch operated by the main door uplock is actuated. This action almost closes the cockpit air shut ~off val,7e to conserve the air supply. Flaps in the ram air ducts are also opened when the landing gear is lowered to connect the turbine fan inlet with the rain air intakes. COCKPIT CANOPIES General 111. The f rant and rear cockpits each have an independently operated two-piece canopy. Each canopy is normally opened or closed by electrical actuators controlled by switches" and is locked or unlocked manually by a lever which operates latches. 112. Power for canopy actuation is s11pplied from the batter)! bus so that opening or closing can be carried out when the master electrica 1 swi lch is off. NOTE The canopies should only be opened or closed once duri11g a flight cycle when using the aircraft battery, If more than one operation is required and provided the engines have not been started, a starting cart or ground supply should be used. Th is will prevent excessive drai11 t)n the aircraft battery. 113. Provision is made to open the canop)7 in an e.mergency by means of gas generating cartridges which may be fired either from inside or outside the aircraft. In case of seat ejection, a canopy is opened and the seat is ejected by pulling a large overhead firing handle down over the face, or alternatively by pulling the alternative fire handle on the seat pa 11. (See para 216.) PART 1 45 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 46 Normal Operation 114. A switch marked CANOPY/OPEN-OFF-CLOSE is located in each cockpit n the LH console and controls the operation of the canopy for that cockpit. The switches are spring loaded to OFF and must be held in the required position until the operation is completed. The canopy locking lever must be fully back before the canopy open-close switch is operative. 115. When the canopy has been fully closed by the switch, it is locked by means of an overhead lever which is pushed fully forward manually by the cockpit occupant. Pulling down and moving the lever to the first detent will latch or lock the two halves of the canopy together. It must then be pulled down and moved fully forward. It will engage a switch and, provided the other canopy is closed and locked, will operate the canopy seal pressurization valve and inflate the seals of both canopies. When a canopy is locked, the canopy open-close switch is de-energized and is inoperative. The lever is held in the fully forward position by a spring loaded plunger. 116. The canopy is opened when the aircraft is on the ground by pulling the overhead lever down and fully to the rear. The first rearward movement of the lever will deflate the seal of both canopies. As the lever passes the first detent position it unlocks the two halves of the canopy When the lever is fully back the canopy open-close switch is energized and holding this switch in the open position will fully open the canopy. Normal Operation from the Ground 117. The canopies may be opened or closed from outside the aircraft by means of two switches, one for each canopy, fitted on the canopy arch. The switches are marked CANOPIES/OPEN-OFF-CLOSE and are spring loaded to OFF. If a canopy is locked, then that particular switch is de-energized and is non-operative. Emergency Opening from the Ground 118. If the canopies are locked, the CANOPY OPEN-CLOSE switches outside the aircraft are inoperative. In an emergency the canopy locks can be released and the canopies opened by gas cartridge pressure. 119. An access door located on the RH side of the aircraft nose below the pilot1s cockpit, marked EMERGENCY CANOPY OPENING must be opened. Located inside is a lanyard, which is attached to the canopy emergency opening lever in both front and rear cockpits. Pulling this lanyard down moves the emergency levers in both cockpits and fires gas generating cartridges. Gas pressure is released which first unlocks the canopy locking levers and then operates the emergency jacks, which open the canopies. When the emergency jacks are operated a shear pin on the electrically actuated jacks is sheared. When opened by this method the canopies open slightly more than for normal opening. Emergency Opening in the Air 120. Each canopy may be opened individually in a11 emergency when in flight by operation of the emergency lever fitted on the RH side of each cockpit. 121. After an emergency canopy opening lever has been pulled, the operation of the gas generator and jacks is the same as in para 119. NOTE When a canopy is opened by the cartridge operated system the electrical I)' operated jack is sheared, preventing closing of the canopy. 122. lf the emergency canopy opening system fails to function, the canopies may be opened over a limited speed range by the normal operating jacks controlled by the CANOPY OPEN CLOSE switches. Further infor111ation will be issued later. LIGHTING EQUIPMENT Cockpit lights 123. A panel, marked COCKPIT llGHTING, is located on the RH console in both front and rear cockpits. A toggle switch and three rheostat switches are fitted on each panel to control the lighting. An emergency flood and map light, powered from the DC emergency bus, is provided on the RH side of each cockpit and is controlled by a press switch on the light. The individual switches on the panel control are as follows: (a) A rheostat switch marked MAIN PANEL-OFF/BRIGHT, controls the main instrument panel red instrument lights. Power is taken frotn the main AC bt1s. (b) A rheostat s,vitch marked CONSOLE PANELS-OFF/BRIGHT controls the red edge lights for the console panels and main instrument panel. Power is taken from the main AC bus. (c) A rheostat switch marked CONSOLE FLOOD-OFF/BRIGHT controls the red console flood lights. Power is taken from the main AC bus. (d) A toggle switch marked HIGH ALT LIGHTING-ON/OFF controls the amber flood lights for the main instrument panel and consoles. Power is taken from the main DC bus. External lights 124. External lights comprise two landing/taxi lights, and the navigation lights. The landing lights are fitted on the nose landing gear. One is fitted on the steering portion for taxiing purposes and the other is fitted on the fixed portion of the leg. A switch, fitted on the LH console, in the front cockpit and marked LIGHTS, has three positions, LAND-TAXI-OFF. Wit\1 the landing gear extended, selection of LAND will illuminate both lights while selection of TAXI will allow only the taxi light to illuminate. (La11ding ancl taxi lights are not fitted for the first flights of the first aircraft.) 125. The navigation lights consist of the right (gree11) and left (red) wing tip lights and two fin tip lights (white and red). They are controlled by a flasher unit through a switch located on the RH forward console in the front cockpit marked NAY LIGHTS/FLASH-OFF-STEADY. When selected to FLASH the two wing tip lights and the white [in tip light will be on together and will flash alternately with the red fin tip light. The lights will revert to 'steady' should the !lasher unit fail. PART I 47 PRELIMINARY PIL()T'S OPERATING INSTRUCTIONS - AVRO ARROW 1 48 ENGINE CONTROLS Engine Power Controls 126. Two conventionally operated engine throttle levers are installed on the LH console. Movement of each lever operates the fuel flow control quadrant lever at the engine via a continuous cable. The cable is automatically maintained at correct tension by a tension regulating device. 127. Each lever has 11 gated 11 stops to enable a positive selection of the cut-off and idle positions. Lifting and pulling the levers aft of the idle position shuts off the HP fuel supply to the engines. To move the levers from the cut-off to the idle position they must be moved forwards and down. Afterburner Control 128. Each throttle lever controls non-afterburning and afterburning engine operation as follows: (a) Progressive forward movement of the lever up to the maximum stop position selects a range of engine thrust (without afterburning) from 11 idle" to 11 military" power. (b) Progressive forward 1novement from ,,idle 11 to a position marked DOWN FOR AFTERBURNER on the quadrant gives normal engine thrust. Depression of the lever within the afterburner range actuates a micro-switch and the afterburner lights. Engine and afterburner thrust increases progressively as the lever is moved forward to the maximum stop position. 129. Afterburning can be terminated i1nmediately by lifting the lever to the original 1up' position within the quadrant. This relieves the pressure on the micro-switch which cuts off the afterburner. 130. Should a failure of the electrical system occur during afterburner operation, the afterburner may be shut down by retarding the throttle lever out of the afterburner range. This actuates a hydro-1nechanical device within the flow-control unit. The afterburner cannot be used again until the electrical fault has been rectified. Engine Starting Controls 131. The engine starting controls comprise: (a) An ENGINE START switch with START-OFF-RESET positions, located on the RH console. (b) A relight button on each throttle lever. (c) An LP FUEL cock switch for each engine, located on the LH console. (d) An HP fuel cock for each engine controlled by its respective throttle lever. 132. During the normal start procedure when tl1e ENGINE START switch is pulsed to START and released, the follov,.,.ing sequence of operations automatically take place: - (a) A switch is operated in the air turbine starter motor when the engine reaches approximately 700 rpn1 which energizes the ignition circuit for 11 light-up 11 . (b) A second switch in the air turbine starter motor is operated when the engine reaches approximatel)' 3,000 rp1n 1 and performs the following operations simultaneously: ( 1) S\Vitches off the ignition. (2) Shuts off the air supply from the ground starter cart. Engine Motoring 133. The engines may· be n1otored should a wet start occur1 or in the case of an internal engine fire on the grottnd, as f o I lows: (a) Mo\re the throttle lever to the cut-off position. (b) Check that the LP cocks are in the ON Position. (c) Air starting power must be available from the ground starter unit. (d) Select the ENGINE START switch to the RESET position an hold for a maximum time limit of 30 seconds. Allow the switch to return to the OFF position. The engine will motor at approximatel,T 1,200 rpm. NOTE Holding the ENGINE START switch to the RESET position immediately isolates the ignition circuit, opens the air supply valve in the ground starter unit and permits the engine to rotate. When the switch is released, the air supply valve in the ground starter unit is closed and the engine will gradually run down. ENGINE INSTRUMENTS Pressure Ratio Indicator 134. An Engine Pressure Ratio Indicator for each engine is fitted on the main instrument pane 1. Each indicator denotes the ratio of the turbine discharge total pressure to the compressor inlet total pressure and is an indication of the power being developed by each engine. 135. The ratio shown on the indicator for an engine developing military thrust at take-off will vary from day to day, according to the ambient te1nperature. 136. To compute the engine pressure ratio which is normally functioning engine may be expected to produce during a take-off thrust check1 a curve as shown in the engine operating handbook may be used. This ct1rve for the ARROW l installation will be issued later. PART 1 49 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW l 50 13 7. Curves may be used for determining the engine pressure ratio for a desired engine power setting, either for a clitnb or cruise condition, the factors involved being altitude and compressor inlet total temperature (ambient temperature corrected for ram effect). This curve will also be issued later. 138. Once the desired power condition has been set up for climb or cruise, the fuel control will maintain an approximate constant percentage of thrust output with a fixed power lever position. As engine pressure ratio varies with compressor inlet temperature, the pressure ratio will increase as the temperature becomes lower at the higher altitudes. Engine RPM Indicator 139. An rpm indicator (tachometer) graduated in percentage rpm, is fitted on the main instrument panel for each engine. On the indicator 100°/o rpm represents a high pressure co1npressor speed of 8732 rpm. NOTE Tl1e low pressure compressor rpm are not instrumented on this aircraft. 140. The 100°/o position is not the rpm at which Military Rated thrust will be developed by the engine. The rpm for military rated thrust on standard day sea level static conditions for different engines \Vlll vary, depending upon the engine trim speed which is stan1ped on the engine data plate. The rpm serves as an indication that compressor speed is within allowable limits. A red line on the indicator at 103.5°/o represents the overspeed limit. CAUTION Each case of rpm overspeed in excess of 103.5% should be noted in the engine log book. 141. The rpm indicators can be used for checking engine power output. In this case, temperature/rpm curves 1nust be used and the result adjusted for the particular engine trim speed. Turbine Outlet Temperature Gauge 142. One gauge is fitted for each engine, indicating the temperature immediately downstream from the turbine discharge and serving as a relative indication of the te1nperature at the turbine inlet. The instruments require AC power. Two flags are visible at windows 011 the face of the instrument. When electrical power is off, both flags show the word OFF When electrical power is ON, the flags disappear. One flag is always visible in the event of the other flag being obscured by the indicating pointer. LOW PRESSURE PNEUMATIC SYSTEM General 143. The LP pneumatic system supplies low pressure air, lapped from the inlet side of the air conditioning cooling turbine, to the anti-g suits and the canopy seals. Anti-g Suit Controls 144. An anti-g valve is located at the aft end of the RH console in each cockpit and controls the LP air supply to the anti-g suit. The valves are set to pressurize the suits at 1.5 g - 1.8 g. the pressurization will increase with the increase of "g" forces up to a maximum of approximately 10 psig which v.'ould be reached at 8 g. If 8 g is exceeded the suit will not pressurize above 10 psig. Connection between anti-g valve and anti-g suit is made through the crew member1s composite leads disconnect on the RH side of the seat pan. Canopy Seals 145. The pilot's and navigator's canopy seals are inflated by low pressure air at 18-22 psi through a control val\"e. The valve is operated electrically and the seals are inflated when both canopy handles are in the locked position. If either canopy is unlocked the seals -will deflate and vent the pressure to atmosphere. The rear cockpit canopy locking handle may be operated from the front cockpit through an access door in the bulkhead, to enable the rear canopy to be locked if the aircraft is flown solo. DE-ICING AND ANTI-ICING SYSTEMS General 146. The aircraft anti-icing and de-icing systems are entirely automatic in operation. The engine systems may be di\'ided as follows: (a) Ice detection. (b) De-icing of the duct intake ramps and lips. (Non-operative for the first flights of the first aircraft.) (c) Engine con1pressor inlet anti-icing. (Non-operative for the first flights of the aircraft.) 14 7. The airframe systems are as follows: (a) Windscreen and canopy anti-icing. (b) Pitot head anti-icing. (c) Probe vane anti-icing. PART I 51 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 52 Ice Detection 148. Two identical electrically heated ice detectors are fitted; one mounted on the lip of each engine intake duct. 149. Each detector has two probes, one of which is electrically heated whenever power is ON, and the other which is only heated when ice covers the forward holes. A pressure differential switch signals the ice controller when ice forms on the normally unheated probe. The signal also causes the master amber warning light and the light on the warning panel, marked ICE, to illuminate. The auton1atic heating of this probe melts the ice on the probe, restores the normal pressure, and the probe is then ready to send another signal to the ice controller. The signals continue as long as icing conditions exist, at a rate proportional to the rate of icing. The rate is indicated to the pilot by the ICE warning light and the master amber light, going on and off. Duct De-icing 150. De-icing of the engine ducts is accomplished by electrically heated rubber ice protectors which are automatically controlled. The protectors are separated by parting strips which are heated at the first ice signal from the controller (para 149). The remainder of the protectors are heated after a pre-set number of ice signals are received and will shed the ice. The icing and de icing cycle will be repeated according to the number of signals received by the controller. Engine Compressor Inlet Anti-icing 151. Engine anti-icing is accomplished by the use of engine bleed air. The first icing signal from the controller automatically opens air supply valves and provides hot air to the compressor inlet section of the engine. The system functions continuously during icing conditions. The valves close automatically at the sa1ne time as the duct de-icing ceases. 152. The flow of hot air is regulated according to the compressor discharge temperature. Flow will be reduced as the temperature increases. NOTE During descent at high airspeeds and low power settings the heat supplied may be inadequate if the ice formation is severe. Increased thrust should be applied to provide more heat. An abnormal increase in turbine discharge temperature will be noted when the throttles are advanced if ice is still accumulating in the com pressor inlet. Airspeed should be decreased until the icing region has been passed. Windscreen and Canopy Anti-Icing 153. The pilot's windscreen and canopy windows are continuously heated by electrical means when the aircraft master electrical switch is on. A conductive transparent coating is incorporated on the inner surface of the outer glass lamination of the panels and sensing elements control the 1naxi1num temperature to l 10°F. Pitot-head and Vane Anti .. Jcing 154 • The pitot-heads and probe vanes are continuously heated by electrical means when the aircraft master electrical switch is on. OXYGEN SYSTEM General 155. Two independent oxygen systems are installed in the aircraft, a normal supply and an emergenC)' suppl)~ Normal System 156. The normal system is supplied from a converter containing liquid oxygen. The liquid OX)'gen is con1/erted into gaseous oxygen for crew members breathing purposes and, on later aircraft, for inflation of the partial pressure suits. 157. The quantity of liquid oxygen contained in the converter is shown on two gauges in litres. One gauge is fitted on the forward RH console in the pilotrs cockpit, while the other gauge is fitted on the na\rigator1s main panel. The gauges are operated electrically and, on later aircraft, an OFF indicator flag on each gauge becomes visible when electrical power to the quantity gauging system is terminated. 158. Oxygen flows from the converter, through the composite leads disconnect to a regulator which automatically compensates for altitude. From the regulator it flows back to the composite leads disconnect, from which leads are taken to the oxygen mask and pressure suit. Oxygen Regulator 159. An automatic pressure demand oxygen regulator is fitted beneath each seat pan. A PRESS~ TO-TEST button is fitted on the right of the seat pan and is used to test the mask prior to flight. Emergency Oxygen Supply 160. Attached to the forward parl of each seat pan is an emergency oxygen cylinder containing gaseous oxygen at a pressure of 180 psi when fully charged. The oxygen pressure is shown on a gauge attached to the cylinder. A fully cl1arged cylinder provides a 1ninin1um of 20 minutes supply. 161. A combined automatic and manual trip valve is fitted to each cylinder. The automatic function operates upon seat ejection by means of a lanyard, which connects the valve to the floor of the aircraft. Should the normal oxygen supply fail} the emergency bottle supply may be used by operating the EMERGENCY OXYGEN MANUAL CONTROL located on the LH side of each seat pan. In both automatic or 1nanual function~ the trip valve connects the emergency cylinder PART 1 53 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 54 to the regulator, and to the mask and pressure suit through the composite leads disconnect. Thus the regulator adjusts the emergency supply in the same manner as the normal supply is adjusted. Composite Leads Disconnect 162. A composite leads disconnect fitting is located on the right of each ejection seat pan. Connections from the fitting are as follows: (a) Oxygen to mask and pressure to suit. (Not connected to the suit in the first aircraft.) (b) Telecommunications. (c) Anti-g suit. 163. The fitting is in three parts and when seat ejection takes place one part of the fitting remains with the aircraft while the other two parts are attached to the seat. This allows emergency oxygen to be used during the early part of the descent. When the occupant separates from the seat, the remaining two parts disconnect, leaving one on the seat and the other attached to the occupant. UTILITY HYDRAULIC SYSTEM General 164. The utility hydraulic system is separate from the flying control hydraulic system. The utility system is powered by two pumps, one mounted on each engine driven gear box. An operating pressure of 4000 psi is maintained by the pumps. Any one pump will supply the requirements of the utility hydraulic sub-systems. 165. A 5000 psi nitrogen charged storage bottle is provided for emergency extension of the landing gear. Two 4000 psi accumulators are included in the system for emergency braking. 166. The utility hydraulic system operates the following components: (a) Landing gear. (b) Wheel brakes. (c) Nose Wheel steering. (d) Speed brakes. (e) A hydraulic motor to drive the emergency alternator. Operation is automatic in case of complete electrical failure. CD A hydraulic jack for extending a ram air driven turbine into the airstrean1 to give flying control hydraulic pressure in an emergency. (If fitted.) Landing Gear 167. The tricycle landing gear consists of a forward retracting nose gear with dual wheels and main gears with two wheeled bogies which retract inboard and forward into the wing. Landing Gear Controls 168. The landing gear is operated by means of a lever which has a wheel shaped handle containing a red light, located on the landing gear selector panel on the LH forward panel. 169. A solenoid operated rnicro-switch prevents raising of the landing gear while the weight of the aircraft is on the main wheels. No provision is made for emergency retraction of the landing gear. Emergency Lowering landing Gear 170. In the event of failure of the normal system~ the landing gear may be lowered by 1neans of pneu1natic pressure from a 5000 psi nitrogen storage bottle. To operate the system a thumb latch marked EMERGENCY EXTENSION~ under the landing gear lever is pressed down and the lever is moved fully· downwards. The pneumatic pressure releases the uplocks of the doors and gears at approximately the same time, and each gear then falls in a 1nanner similar to normal lowering. Landing Gear Position Indicators 171. Three indicators marked GEAR POSITION are located on the LH side of the main instrument panel1 and show the position of the two n1ain gears and nose gear. In addition~ a red light is fitted into the handle of the landing gear selector lever and illuminates steadily when any gear or gear doors are between locks. The red light flashes if either throttle lever is retarded below the minimum cruise position if the landing gear selector lever is not in the down position. When the throttle of a non-operating engine is placed in the cut-off positio11 for one engine flight, the light will go out. However, the light will illuminate again when the throttle lever of the live engine is retarded if the landing gear lever has not been selected down. 172. With electrical power switched on, the three indicators on the 1nain panel show landing gear position as follows: Position Landing Gear and Doors Locked Up Landing Gear or Doors Between Locks Landing Gear and Doors Locked Down indication UP Black and White bars Wheel symbol Landing Gear Handle Warning Light ()FF ON OFF PART 1 55 PRELlMlNARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 56 Sequencing of Landing Gear and Doors 173. When the landing gear lever is moved UP after take-off the individual indicators will show diagonal bars as the gear down-locks are released by hydraulic pressure. At the same time the red light in the handle of the gear lever will illuminate. As the individual gear nears its uplock position in the wheel bay, a valve is operated causing the door downlock to be released and the door to be closed. As each door closes a micro-switch is tripped, which causes an UP signal to show on the indicator for that particular gear. When all three doors are closed,the red warning light on the landing gear lever handle goes out. The selector valve (which is moved by electrical means whenever the landing gear lever is moved) is automatically returned to neutral. This allows the emergency extension system to be used in case an electrical failure causes the selector valve to be inoperative. 174. If one door becomes unlocked during flight and releases its micro-switch plunger, the red light will illuminate in the landing gear selector lever handle and the gear position indicator will show diagonal bars (gear unsafe). At the same time power will be applied to the UP solenoid of the selector valve, the door will be retracted, the indicator will show UP and the lever handle light vVill go out. The selector valve will again automatically return to neutral. 175. When the landing gear is selected DOWN, hydraulic pressure releases the door and gear uplocks in sequence and the gear falls by gravity aided by air loads. Its fall is restricted by a fixed orifice in the jack and is damped at the final portion of extension. The red light in the gear handle will illuminate and remain illuminated until the gears and doors are locked down. The indicator travels through the stages from up, unlocked to locked down. Wheel Brakes 176. Toe pressure on the pilot's rudder brake pedals actuates control valves via cables and allows differential and proportional braking of the two pairs of main wheels. No anti-skid protection is provided on early aircraft, but later aircraft will be fitted with an anti-skid system which will release pressure on the brakes when a skid is imminent. 177. Brakes are applied automatically upon retraction of the landing gear to stop the wheels spinning. An emergency braking system automatically provides differential and proportional braking in the event of failure of the normal system. Anti-skid System (Not fitted on early aircraft) 178. Detection of an imminent skid of a wheel and immediate release of pressure to that brake to prevent actual skidding, is provided on later aircraft. To prevent excessive differential braking being used when the pressure is cut off from one side, the other side brake is also released, thus preventing a yawing effect. 179. A locked-wheel touchdown is prevented by a micro-switch which prevents brakes being used until the weight of the aircraft is on the main wheels. Detectors are also fitted which prevent use of the brakes until the wheels are rotating at the aircraft landing speed. 180. In case of failure of an anti-skid unit1 selecting the ANTI-SKID switch located on the LH console to EMERG OFF disconnects all anti-skid units. Brake Pressures 181. The normal utility systen1 pressure of 4000 psi is supplied to the master brake cylinder, where it is reduced to 2500 psi. Emergency pressure is supplied to the brake control valve at 1500 psi which is sufficient for adequate braking. The emergency accumulators are maintained at a pressure of 4000 psi by the main system. Pressure Warning Lights 182. If the pressure in the normal utility system falls below 1000 psi, the master amber warning light and the UTIL HYO indicator light on the warning panel, will illuminate. This indicates that emergency extensio11 of the landing gear will be necessary and that emergency brake pressure will be used for braking upon landing. Should the pressure in the emergency ac.cu1nulators fall below 1600 psi1 the EMERG BRAKE HYD indicator light on the warning panel will illuminate and indicate that emergency braking will be inoperative upon landing. Parking Brake 183. A handle is fitted on the LH side of the main instrument panel and is marked PARKING. The brakes can be locked on for parking by depressing the rudder brake pedals~ pulling the parking brake control and releasing the brakes. To release the parking brakes} the handle is pulled outwards and allowed to return fully inwards. 184. The emergency· accumulator provides hydraulic pressure for the brakes when towing the aircraft or for parking after engine shut-down. Nose Wheel Steering 185. The nose wheels are steered hydraulically by tl1e movement of tl1e pilotrs rudder pedals which are mechanically linked to the steering control valve. A solenoid valve is opened when the push button~ located at the bottom left of the control column grip, is pressed. This allows high pressure hydraulic fluid to flow to the control valve which operates a jack and 1noves the nose wheel according to the pilot's rudder pedal n1ove111ents. When the nose wheel reaches an angle corresponding to the position of the rudder pedals, the control valve spool returns to normal. The rudder pedal position must be synchronized witl1 the nose wheel position when initiating steering. Normal castoring of the nose wheels is available wl1en steering is not engaged. A micro switch prevents turning of the nose whee]s unless the \veigl1t of the aircraft is on tl1e nose wheels. Steering Angles 186. The nose wheels can be steered or castored through a11 angle of 55ri on either side of the centre line, enabling the aircraft to be turned on a 21 foot radius. PART 1 57 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 58 Speed Brakes 187. Two speed brakes are fitted in the bottom of the fuselage immediately aft of the armament bay. They are hydraulically operated by the utilities system and are controlled by a thumb switch on the RH throttle lever. The switch opens or closes the electrical circuit to a solenoid operated hydraulic control valve. The speed brakes are designed to open and nhold 11 at speeds up to Mach 1.0. They will "blow in" to a new position if excessive air loads are imposed, until airloads balance the hydraulic jack load. Selector Switch 188. The speed brake selector switch has three positions, fully forward - "OUT", central - "HOLD 11 , and fully back - 11 IN'1 • The switch should remain at the IN position when speed brakes are not in use and at the OUT position when using them fully down. The 1hold1 position may be used to obtain intermediate selections, the speed brakes being hydraulically locked in the position existing at the time of selection. NAVIGATION EQUIPMENT Radio Magnetic Indicator 189. The pilot and navigator are each supplied with a RADIO MAGNETIC INDICATOR, located on their respective main instrument panels. A selector switch, marked RMI NEEDLE - UHF HOMER/TACAN is fitted in both cockpits on the RH console. Provided an individual switch is selected to TA CAN, (if TA CAN is fitted) the double pointer of the radio magnetic indicator in that particular cockpit will show the relative bearing of the selected beacon station. With the switch selected to UHF HOMER the same pointer will indicate the relative bearing of the station selected on the ARC-34 receiver. The compass card of the RMI is controlled by theJ4 compass and indicates the magnetic heading of the aircraft. (See J4 Compass.) The single pointer is used, in conjunction with the radio compass, to obtain a bearing of a broadcast or radio range station. (See Radio Compass). UHF Homer 190. This navigational aid utilizes the AN/ARC-34 main receiver (see Comn1unication Equipment). Homing facilities are provided by selecting the OFF-MAIN-BOTH-ADF switch on the COMM control panel to ADE Provided the RMI NEEDLE selector switch on the RH console is selected to UHF HOMER, the double pointer of the RMI will indicate the relative bearing of the selected radio signal source, and enable the aircraft to "home 11 on the signal. Signals must be in the 225 to 400 MC range for automatic direction finding to operate. Sttccessful operation depends upon the power of the transmitting station, the altitude and the distance between the transmitting station and the aircraft. Results will not be dependable if the horizon appears between the transmitting station and the aircraft. Radio Compass (AN/ARN-6 L.F) 191. The ARN~6 radio compass receiver provides a bearing on broadcast or radio range stations, and the relative bearing is shown by the single pointer on the radio magnetic indicators. A RADIO COMPASS control panel is fitted on the RH console in both cockpits, but only one panel is in control at a time. The tuning dial of the control panel in use is illuminated. Control may be gained by the other crew member by turning the selector switch to CONT (control) and then back to COMP. The bearing indication is shown on the single pointers of both radio magnetic indicators simultaneously. Audio signals are received through the AN/AIC 10 interphone system, prov"ided the mixing switch on the interphone panel marked COMP, is ON. 192. A station is tuned by· means of a band selector switch and a tuning knob. Mode of operation is selected as follows: COMP - ANT COMP - ]4 Gyrosyn Compass To obtain station bearing automatically To operate as a comn1unications receiver only. To obtain bearing manually by means of a loop drive control on the panel. 193. A remote compass transmitter is installed in the right wing and magnetic heading information is transmitted to the cards of the radio magnetic indicators and the R~ Theta computer sy·stem (if fitted). A J4 compass control panel is fitted on the RH console in the pilot1s cockpit and the following controls are installed: (a) A function selector switch marked MAG-DG is used to select the mode of operation of the compass system. When the switch is in the MAG (magnetic) position, the system operates as a magnetic compass and can by synchronized with the remote transmitter. In the DG (directional gyro) position, the system operates as a directional gyro, which can be latitude corrected. (b) A synchronizer knob marked SET1 which is spring loaded to the SET position. The knob may be moved to the left (marked DECR-) or to the right (marked INCR+) in order to line up the annunciator pointer with the centre index when the function selector is in the MAG position. When the selector is in the DG position the annunciator window is covered and the letters DG appear. The synchronizing knob may be moved to INCR or DECR to set the indicators to the desired position at either a fast or slow rate. (c) The latitude correction controller~ marked LAT is manually set to the flight latitude to correct the system, when in the DG mode of operation, for the apparent drift of the gyro due to the earth's rotation. (d) A hemisphere screw adjustme.11t marked N a11d S is normally set on the ground to the northern or southern hemisphere in which the gyro is operated. Setting it to HN 11 will effect a clockwise correction for gyro drift, while an 11 5" setting will effect a counter-clockwise correction; the rate of precession is determined by the setting of the latitude correction controller. PART 1 59 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 60 (e) An annunciator which indicates synchronization to + 15 1 between the compass system and the remote transmitter when in the magnetic mode of operation. When the system is not synch ronized, the annunciator indicates in which direction the synchronizer knob must be turned. 194. AJ4 COMP NORMAL-AEROBATICS switch is fitted on a panel located below the radio compass control panel, on the pilot's RH console. If violent manoeuvres are to be carried out the switch should be selected to AEROBATICS to cage the compass gyro and prevent toppling. Selection back to NORMAL should be made after the aircraft has returned to normal flight. R-Theta Navigation Computer System (Not fitted at the present time.) 195. The R-Theta system is a dead reckoning 1nethod of navigation which supplies the aircraft's ground position in the form of range and bearing from base or destination. The aircraft's true track is also indicated. Interception steering information can also be shown. 196. True airspeed and magnetic heading enter the Ground Speed Computer as electrical signals and variation, wind speed and direction are fed in manually by the navigator. The Ground Speed Computer carries out a continuous solution of the triangle of velocities; that is, it performs the addition of air speed and wind speed vectors and taking into account magnetic variation, extracts ground speed and true track data. These are transmitted to the R-Theta computer as electrical signals. The R-Theta DR computer processes true track and ground speed data with respect to time so as to determine continuously the aircraft's ground position, and displays range, true bearing and true track. Controls for adding arbitrary vectors, and for resetting range and gearing are located on the face of the navigator's computer. 197. Instruments used by the pilot and navigator are as follows: (a) A Ground Speed and Interception Computer used by the navigator. (b) An R-Theta DR Computer used by the navigator. (c) An R-Theta DR Indicator used by the pilot, which is a repeater from the navigator's computer. 198. The G.S.I.C. enables the basic variables of magnetic or grid variation, windspeed and wind direction to be set by the three manual controls, with a correspondi11g indication on the dials and counters. The aircraft's true airspeed is automatically indicated on the cut out window. The above information when set on the G.S.l.C., plus information fed from the J4 gyrocompass, enables the R-Theta computer to carry out the functions set out below. 199. The R-Theta computer shows tl1e true bearing of the aircraft from a chosen reference point, with the double arrows always pointing towards this point. The single poi11ter indicates the aircraft's true track. The range counter automatically indicates the aircraft's distance in nautical miles from a chosen reference point. 200. The pilot1s repeater displays the same range, bearing and track data as the navigator1s computer. A switch on the repeater instrument permits the selection of compass heading or true heading as alternatives to true track. - COMMUNICATION EQUIPMENT UHF Equipment (AN/ARC-34) 201. An AN/ARC-34 receiver-transmitter is installed and permits short range voice transmission and reception~ air-to-air t1r ground, on 20 preset channels. Any other channel within the operating range may be selected ma11ually. Reception and transn1ission is made through the AIGlO interphone system. The control panel, marked COMM, is located on the console in the pilot1s cockpit and comprises: (a) An OFF-Mi\lN-BOTH-ADF switch .. which sets U}J the type of operation as follows: OFF. MAIN - BOTH - ADF Main t ransn1itter/receiver is operative. Main transn1itter/receiver and the Gttard receiver are both operative. The automatic direction finder (HOMER) is operative. (See NAVIGATION EQUIPMENT - UHF HOMER.) (b) A MANUAUPRESET/GUARD switch which selects the type of frequency control for the transmitter and main receiver. When PRESET is selected, the large central knob is rotated to bring the reqttired channel number i.n the centre window. The preset channel numbers are inscribed on a card at the base of the panel. When MANUAL is selected, four windows at the top of the panel open and expose digits, which may be altered to the frequency required by means of a knob located below each window. When GUARD is selected the Mndows are closed and the transmitter and 1nain receiver operate on the GUARD frequency. (c) A TONE button; which provides MCW transmission. (d) A VOLUME control. 202. Two antennas are fitted for the UHF equipn1ent, one in the fin and one in the equipment bay. They are known as upper and lower respective}~ and may be selected at the pilot1s discretion by means of a two position switch on the RH console in the front cockpit. The switch is marked UHF ANT-UPPER/LOWER. Intercommunication (AN/AIC-10) 203. Interco1nmunication is provided lJy an AN/AIC-10 set. It provides interphone between aircrew~ ground crew and operations room and also affords a means of selection of the aircraft's radio facilities. 204. Identical control boxes are fitted for the pilot a11d the navigator and are located on their respective RH consoles. A PRESS-TO-TALK btttton is fltted on the RH throttle lever in the front cockpit and on the pane 1 forward of the Al C- I 0 panel in the rear cockpit. The control box comprises the following switches: (a) A series of five mixing toggle switches whicl1 allow for listening simultaneously on all channels which are selected to the ON position. PART l 61 PRELlMINARY PJLOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 62 Switch 1 marked INTER - For interphone between pilot and navigator. Switch 2 marked COMP - Radio Compass AN/ARN-6 aural reception, used to tune and identify a particular station. Switch 3 marked COMM - Command radio, gives UHF reception to other aircraft or ground stations. Switch 4 marked TACAN - AN/ARN-21 radio set aural reception used to tune and identify a particular station. Switch 5 marked TEL - For telescramble information reception when the aircraft is on the ground. (b) A six position rotary switch giving talk facilities by means of the following selections: Position 1 - (Fully counter-clockwise) - Spare. Position 2 - Spare. Position 3 - Marked TEL, provides transmission facilities through the telescramble line when the aircraft is on the ground by operating on 11 Press to Transmit" button. Position 4 - Marked COMM. Provides a 11 live" microphone for interphone without interrupting command radio listening, provided the INTER mixing switch is ON. When the "Press to Talk 11 button is pressed, it permits transmission of command radio. Position 5 - Marked INTER. Provides "Press to Talk" interphone operation. Position 6 - Marked CALL. Spring loaded in the fully clockwise position and returns to position 5 (INTER) when released. When held in the CALL position it overrides all other functions irrespective of switch positions and gives interphone without the use of the "Press to Talk" button. 205. The 11 Press to Talk" button is used when the selector switch is in the COMM position and it is desired to transmit on command radio or in the TEL position when transmitting on the telescramble line. When the selector switch is in the INTER position "Press to Talk" interphone facilities are available regardless of the mixing switch positions. A volume control is fitted and adjusts volume on all incoming channels. 206. A toggle switch marked NORMAL-AUX. LISTEN is wire-locked in the NORMAL position, but if reception at the station fails a quick test of the amplifier may be made by breaking the locking wire and listening with the switch on AUX. LISTEN; this cuts out the amplifier. This facility is available for emergency listening in flight, and when used, the mixing is inoperative and one channel only is available for listening, as selected by a toggle switch. If more than one switch is on, the only audible channel will be that given by the first (from the left) of the row of mixing switches that are on. If none are ON, the only audible channel will be the one to which the rotary selector switch is set. 207. Inadvertent rotation of the selector switch past the TEL position will result in interruption of the talk facility. 208. Numerous combinations of switch positions are possible. One example is given below: - (a) Mixing switches on INTER and COMM. (b) Rotary switch on COMM. (c) Volume control with the white line at approximately the mid position. 209. Under the above arrangement interphone, botl1 with navigator and ground crew, is available at all times wi tl1ou t any other operation, command radio is ava i la hie for listening; and by pressing the 11 Press to Talk 11 button, transn1ission on command radio is available. NOTE The above position of the volume control will provide maximum efficiency. Movement past this position may be used for reception during abnormal atmospheric conditions or weak sig11al strength. The volume of the UHF and radio compass should then be adjusted individually as desired. OPERATIONAL EQUIPMENT AND CONTROLS IFF (AN/ APX-6A) 210. The purpose of the IFF equipment is to enable the aircraft in which it is installed to identify itself when interrogated by coded trans-missions from ground or airborne radar sets. The coded interrogation transmissions can be transmitted in any one of three tnodes classified as Modes 1, 2 and 3. Each mode of interrogation initiates the transmission of a corresponding mode of reply from the IFF trans1nitter-receiver (transponder). The reply is presented on the interrogator1s radar display adjacent to the target pip. 211. Mode 1 interrogation serves for general identification of any aircraft detected by a ground or airborne radar set. Modes 2 and 3 permit specific aircraft to be identified and distinguished from other aircraft. Normally, Modes 2 and 3 are used only when requested by radio or prior to take-off. 212. An emergency reply, which overrides the three normal 1nodes can be selected. This reply vvill be transmitted when the aircraft is interrogated irrespective of the mode of interrogation. 213. The control panel is located on the LH console in the pilot1s cockpit and comprises the following control switches: (a) MASTER switch - A five position rotary switch 1tsed to control power Sllpplies to the equipment and to select EMERGENCY operation. The switch positions are as follows: (I) OFF: All power supplies are disconnected from the eqttip1nen t, but this does not affect the lighting of the control panel. (2) STDBY: All power supplies are switched ON, but the receiver is rendered inoperative. PART 1 63 PREL!MlNARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 64 (3) LOW: The receiver is ON but is sensitive only to strong interroga- tion signals from nearby stations. (4) NORM: The receiver is at maximum sensitivity and the equipment responds to interrogation from distant stations. (5) EMERGENCY: The receiver is at maximum sensitivity and the equipment responds to interrogation in any mode with the emergency reply. NOTE To select EMERGENCY, spring loaded button adjacent to the rotary selector must be depressed. This button prevents accidental selection of the emergency operation. (b) MODE 2 switch: Is a two position switch controlling operation of the equipment on Mode 2, with switch positions as follows: (1) OUT: The equipment will respond to normal Mode 1 interrogations. It will not respond to Mode 2 except to transmit the emergency response if the master switch is selected to EMERGENCY. (2) MODE 2: The equipment will respond to MODE 1 and MODE 2 interrogations. (c) MODE 3 switch: Is a two position switch for controlling Mode 3 operation, with switch positions as follows: (1) OUT: The equipment will respond to Mode 1 interrogations. It will not respond to MODE 3 except to transmit the emergency response if the master switch is set to EMERGENCY. (2) MODE 3: The equipment will respond to MODE 1 and MODE 3 interrogations. (d) I/P-OUT-MIC switch is a three position switch for special operation of the system on Mode 2, with switch positions as follows: (1) I/P: Switch position is inoperative. (2) OUT: Will respond to interrogations normally. (3) MIC: Will respond to Mode 2 interrogations whenever the UHF transmitter is energized. 214. For automatic operation of the IFF upon seat ejection, see para 240. 215. The !FF system shares two antennas with the TA CAN system (if the TA CAN system is fitted). They are the upper and lower "L" band antennas. A two position "L" band antenna transfer switch is mounted on the navigator1s RH console, marked IFF UP/TACAN LOW and IFF LOWffACAN UP The switch allows the antennas to be connected to the systems as selected. EJECTION SEATS General 216. The pilot and navigator are each provided with a MK CS automatic ejection seat to enable them to abandon the aircraft. Ejectio11 from ground level at aircraft speeds as low as 80 knots IAS, is made possible by the high ejection velocity and tl1e rapid deployn1ent of the parachute. 21 7 - The. ejection seats are made safe when the aircraft is at rest by installing safety pins at the following locations: (a) The seat firing gear and the canopy cartridge firing mechanism sear. These two safety pins are attached to a common chain \~.rith a warning plate. Alternatively, the canopy sear pin of this assembly ma~,t be used to lock the o,rerhead firing handle. In this case, the seat firing sear pin is not used. (b) The drogtte gun safety lock. (c) The alternative firing handle. Interconnected Firing System of the Canopy and Ejection Seat 218. The emergency opening of the canopy and ejection of the seat is achieved by 1neans of cartridges. The canopy is forced open by a single cartridge~ while the seat is fired by an ejection gun containing a primai;.r and two secondary cartridges. 219. The canopy cartridge and ejection gun cartridge are fired by pulling a large horizontal firing handle fitted immediately above the headrest. The firing handle is attached to a canvas face blind which is pulled over the occupant's face. Alternatively, the canopy and ejection gun can be fired by pulling upwards on the alternative firing handle located on the seat pan between the occupant's knees. This firing handle is for use should the seat occupant find it impossible to reach or operate the overhead firing handle. 220. The operation t.1f either of these firing handles withdraws two sears., one sear for the canopy cartridge firing mechanism and one sear for tl1c ejection gun. The cartridge of the canopy firing mechanism is detonated immediately but the firing of the ejection gun does not take place until the canopy is in its en1ergency open position. 221. When the canopy cartridge is fired the gas generated u11locks the canopy latches and, through uncovered ports, passes to the actuating mecl1anism jack. Through linkage, the canopy is forced open and is retained open by a spring-loaded hook:. 222. During the canopy opening process the firing pin of the ejection gu11 is prevented fro1n moving by a release rod, but as soon as the canopy passes its normal open position the release rod begins to withdraw from the firing pin. Whe11 the ca11op)1 has opened sufficiently to gi,ve clearance for the path of the seat, the release rod is fully withdrawn and allows the spring~ loaded firing pin to detonate the pri1nar)7 cartridge of the ejection gun. The firing of the secondary cartridges is the11 caused by fla1ne frotn the pritnary cartridge. PART 1 65 PRELIMINARY PILOT'S OPERATING INSTRUCTJONS - AVRO ARROW 1 SCISSOR SHACKLE BAROSTATIC AND 'G' CONTROLLED TIME DELAY MECHANISM COMPOSITE LEAD DISCONNECT MANUAL OVERIDE LEVER LEG RESTRAINT RELEASE CALF STRAPS FIRING HANDLE HARNESS RELEASE AND PARACHUTE SUPPORT BRACKET HARNESS RETAINING CLIP SEAT PAN ALTERNATIVE F.IRING HANDLE SHEARING PIN LEG RESTRAINT BRACKET DUPLEX DROGUE SPRING LOADED YOKE HARNESS RELEASE DROGUE GUN SAFETY PIN STOWAGES EMERGENCY OXYGEN MANUAL STARTING KNOB EMERGENCY OXYGEN PRESSURE GAUGE EMERGENCY OXYGEN STARTING LANYARD SEAT RAISING HANDLE FIG-1-6 MK CS EJECTION SEAT 66 223. As the seat leaves the aircraft~ the occupant's legs are pulled to tl1e rear and held against the front of the seat pan by means of a leg restraint cord. They are held in this position until separation from the seat takes place. Movement of the seat also breaks the quick disconnect between the seat and the aircraft, primes the drogue gun and the time release mechanism by removing their respective sears, and operates the e111ergency oxygen bottle. by means of a lanyard. 224. Approximately one~half second after the seat and occupant l1ave bee11 ejected the cartridge operated drogue gun withdraws a controller drogue from a container behind the headrest. This drogue tilts the seat into a horizontal attitude a11d then withdraws the main 5 foot drogue from the container. The main drogue further decelerates and steadies the seat. 225. A barostatic and 1g1 controlled time-delay mechanism is fitted to the top of the RH side beam. Provided ejectio11 takes place below 5000 metres (16,400 feet)~ and that the fonvard deceleration of the seat is less than 4 g~ the time-dela)r mechanism will operate after 1.3 seconds. If ejection occurs at a higher altitude, a barostat attached to the time-release mechanisn1 prevents the release frotn functioning until the seat and occupant have falle11 to 5000 metres (16,400 feet). The barosta t in the first a"ircraf t is set to 10,000 feet. 226. When the time-delay 1nechanisn1 operates it releases the parachute harness from its attachments to the seat at three points and disconnects the seat portion from the creVv· 1nember portion of the composite leads disco11nect. 1 t also releases the leg restraining cords and the drogue line from the seat. The drogue line now pulls on a lifting line which extracts the parachute pack pin and withdraws the main parachute from the pack. The seat is allowed to fall free. Manual Override Control 227. Provision is made to 1nanually disconnect the parachute withdrawal line from the parachute static line b)' means of the parachute override 1D1 ring. A separate lever control is fitted to manuall)T release the parachute and parachute harness from the seat. These manually operated controls enable the seat occupant to separate himself fron1 the seat should the seat fail to eject or, after ejection, if the automatic separation mechanism fails to function. 228. The override 'D 1 ring is a conventional ring partly covered by a small flap secured by press-studs. When the flap is removed and the O\lerride 1D1 ring is pt1lled, the paracht1te withdrawal line is disconnected from the parachute static line. This action also uncovers the inner rip-cord ,D' ring. The manual override lever is fitted on the RH sicle of the seat pan and is normally locked in the fully forward position b)' a spring catcl1 uncler the head of the lever engaging in a slot of the lever quaclran t. Releasing the spring catch and movi11g the lever ft1 lly- to the rear until the catch engages in the rear slot of the quadra11t will perforn1 tl1e following operations automatically: (a) Release the parachute and parachute harness frotn the seat. (b) Release the leg restraint cc)rds f ron1 the seat. (c) Release the crew member portion of the composite leads discon11ect from the seat portion. PART 1 67 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 68 Manual Leg Restraint Release 229. A small hand wheel is fitted at the front of the RH side of the seat pan. Turning the handwheel will operate the release on the front of the seat pan and free the leg restraint cords from the seat. Harness Release 230. A lever is fitted on the forward LH side of the seat pan. Movement of the lever to the rear allows the seat occupant to lean forward against the pull of a spring-loaded harness reel. As the occupant leans back the harness will be snubbed at all positions and the lever must be operated to lean forward again. Seat Raising Handle 231. A lever is fitted on the LH side of the seat By depressing a spring-loaded plunger in the end of the lever, and moving the lever up or down, the seat pan will raise or lower. When the plunger is released it will engage in one of several locating l1oles and lock the seat pan in position. 232. Further information on the ejection seat is contained in Arrow I Service Data - Section 31 - Ejection Seat, Mk C5. EMERGENCY EQUIPMENT Engine Fire Detection and Extinguishing System 233. A system of cable type fire detectors are located in three potential fire areas. These areas are the RH engine compartment, the LH engine compartment and the hydraulic and equipment bay. The detectors sense a fire or an overheat condition existing in these areas and cause the illumination of warning lights. Two container bottles of fire extinguishing chemical are carried. For the first flights three additional bottles are fitted in the armament bay. These are operated by the existing switches. 234. The fire warning and extinguishing panel marked FIRE is mounted on the LH console in the pilot's cockpit. The panel contains three red lights marked LH, HYD, RH; the lights are provided with transparent covers. A toggle switch protected by a guard is marked SECOND SHOT. A second toggle switch protected by a guard is marked CRASH FIRE. 235. Fire indication is given by the illumination of the master red warning light on the main instrument panel. At the same time a red warning light will illuminate on the FIRE warning/ extinguishing panel. The particular light that illuminates will indicate the location of the fire. 236. The extinguisher is operated by lifting the cover and pressing the illuminated bulb on the FIRE panel. This action will release one bottle of extinguishing chemical into the appropriate fire area. The remaining bottle of extinguishing chemical may be discharged into the same fire area if the warning light does not go out, by lifting the cover and selecting the SECOND SHOT switch. - Alternatively} should a fire occur in either of the other two areas, the second bottle may be used by pressing the appropriate warning light. (On the first aircraft operating either engine fire extinguisher will discharge t¥.to bottles into the affected area. Operating the HYD bay extinguisher will discharge one bottle into that bay.) CAUTION Should a fire occur in either the LH or RH engine compartments, the appropriate HP and LP fuel cocks should be selected off before operating the fire extinguisher. (See part 3 of para 15.) 237. The CRASH FlRE switch distributes the contents of the fire extinguisher bottles in the e,,rent of a crash landing. The switch should be operated after the throttles have been placed in the rr cut-off .. position and the LP FUEL COCKS have been switched off. Operating the switch will discharge the contents of one bottle into the hydraulic and eqttipment bay and the contents of the other bottle will be divided between the LH and RH engine bays. (On the first aircraft~ when the three additional bottles are fitted) the crash switch will discharge two bottles into the h)--'draulic and equipment bay and one and one-half bottles into each engine bay). 238. Power for tl1e fire extinguishing system is taken fron1 the emergency bus and therefore the S}rstem \.\'.'j}l operate regardless of the position of the master electrical switch. Bail-out Signal 239. A switch, protected by a guard and marked NAV BAIL OUT is located on the LH console, aft of the power controls. Operating the switch will illuminate a red warning light on the navi gator,s panel marked BAIL OUT and a signal horn will be energized to warn the navigator to eject. A green light on the pilofs main instrument panel~ marked NAY BAIL OUT~ will also illttn1inate. The green light will go out when the navigator ejects. Power is supplied from the emergency bus. Emergency Operation of the UHF and IFF on Seat Ejection 2 40. Upon the ejection of either seat from the aircraft, a switch located on the seat bulkhead is actuated and causes emergency operation of the IFF At the same ti1ne the emerge11cy channel of the UHF set is energized and causes an MCW signal to be transmitted. Provided the IFF and UHF had previously been selected on, the signals tra11sn1itted will enable gro11nd stations to obtain a fix on the aircraf t 1s position. 241. A test push button switch marked PRESS~TO-TEST - UHF/IFF EMERG is located on the pilotts RH console. Testing should be carried out according l() Telecommunication Confidential Orders. PART l 69 PRELIMINARY PILOT'S OPERATING INSTRUCTIC)NS - AVRO ARROW l 70 Parah rake 242. A brake parachute is fitted in the rear end of the fuselage and is mechanically controlled through cables by a lever which has STREAM and JETTISON positions. The lever is located in the pilot's cockpit, aft of the engine power controls. The parachute is released through two doors above the stinger by moving the lever downwards to the STREAM position. The action of the parachute when released slows the aircraft after landing. A shear pin is fitted which will shear if the parachute is released during flight. The parachute 1nay be jettisoned after completing the landing run, or in an emergency, by moving the control lever inwards and downwards to the JETTISON position. An indicator is fitted below the tail cone and is visible when a parachute is not installed. The installation of a parachute raises the indicator flush with the skin. FLIGHT INSTRUMENTS Pilot-Static System 243. Three pressure heads are fitted to the aircraft and supply pitot and static air pressure to the various instruments, controllers and transducers. One pressure head is installed on the forward end of the air data probe at the aircraft nose, while two are fitted to the leading edge of the fin. The lower pressure head on the fin is used for flight test instrumentation only, while the upper is utilized by the flying control emergency damping system transducer. 244. The pitot and static pressure from the nose pressure head is transmitted to the Mach/airspeed indicator and the flying control normal damping system transducer. The static pressure, in addition, serves the altimeters, rate of climb indicator, cabin pressure regulator and safety pressure valve controllers. Mach/ Airspeed Indicator 245. The Mach/Airspeed Indicator is mounted on the pilot's main instrument panel. Indicated airspeed and mach number are displayed on a single dial, and a striped pointer provides a constant indication of the maximum allowable airspeed at any altitude. An adjustable index allows a landing speed to be pre-set. The split airspeed pointer indicates mach number on the inner scale, with the corresponding IAS on the outer scale. Altimeter 246. An altimeter is mounted on the main instrument panel in both cockpits. The instrument has three pointers and incorporates a cut-out window. The largest pointer registers hundreds of feet, the intermediate pointer registers thousands of feet while the small pointer indicates tens of thousands of feet. A striped area is progressively covered during a climb and is uncovered again upon descending. During descent, the striped area commences to uncover at 16,700 feet, and is fully uncovered at zero feet. This warning provides an additional indication, during a rapid descent, that the aircraft is approaching the lower altitudes. Skin Temperature Indicator 24 7 - A skin temperature indicator is mounted on the LH side of tl1e pilot1s 1nain instrument panel. During flight the instrument registers the temperature of the aircraft skin taken from the underside of the radar nose. When the aircraft is on the ground the indicator registers the outside air temperature. Sideslip and Angle of Attack Indicators 2 48. A sidesli p indicator and an angle of attack indicator are mounted on the pilot's 1nain instrument panel. Vanes~ fitted to the air data pro be'I sense any change in direction of the relative airflow to the aircraft datum" both in the lateral and vertical axes. Movement of the vanes is transmitted to the indicators and the angle of sideslip and/or the angle of attack of the aircraft are sho\VIl on the appropriate indicators in degrees. PART 1 71 ' ' • • " " • • • 1 ' ; • • c. ' ' ' ' ' ., " ' ' ' f-< ;J 0 • • ::2 ' ' • ~ f-< 'o -~?' 0 p. ' " C ?;;:: ' u ' --' ' ' ' ' ) ' • 0 0 ' u : Wu 0 ' ' ' Vi ~?]) ' -f-< • ' C C ' ' • • C ' 0 • ~ -p. ' ~ f'- ' ,.., ' lj -.i. • • • C ' /- l' f-\ ' ~ "' '- • ' ' • • • • • • ' 72 --.I 'vJ I 2 3 4 5 6 7 8 9 10 11 12 }) 14 l '5 16 17 18 19 20 21 22 23 24 25 26 27 78 29 30 31 3) U/C UP MODE - DAMPER TEST lf f Control Panel DAMPING SYSTEM Cin:uil Breaker Panel DAM PER, P0'0/ER C)N-()fF S"1itch DAMPER, EMERGENCY Push Button 33 34 35 36 37 .38 S,vitch 39 DAMPER, ENG:\G E Push Button Sw~Lch .+O Control Surface Response lnd1caLor -1-1 COMM, Ra " -< ~ -r 0 ..; • ~ 0 ~ "' " > .., -z C, -z ~ ..; ,, C n .., -0 z ~ > < " 0 > ,, ,, 0 >' - I..Q U1 PILOT INDICATION Master amber, plus LH or RH ENG FUEL PRESS warning light Master amber plt1s FUEL PROP warning light. ln flight). (FUEL LOW light NOT on). FUEL SYSTEM EMERGENCY PROCEDURES PROBABLE CAUSE Relevant booster pump inoperative (Pressure has dropped below 18 psi) Inoperative fuselage transfer pump OR A transfer pump has lost its prime IMMEDIATE ACTlON NONE. Tank pressurization will n1aintain sufficient fuel delivery to the e11gine pumps to maintain military rating. Climb the aircraft above 10° nose-up for 15 seconds. If it occurs on a descent, open up the engines momen tarily to military rating. FURTHER ACTION Throttle back affected engine until light goes out. PRESS~ TO- RES ET master amber. If the light goes out, no further action. If light remains 011, avoid sustained operation at high altitudes. Fuselage tank fuel may not be used in proportion to other tanks, particularly at high altitudes. PRESS-TO-RESET master amber. REMARKS Excessive engine operation in this condition is detrimental to engine pumps, particularly after high speed operations, due to temperature effects. Cross£ eed from the side with most fuel, when one sub-system is empty. Fuel quantity should be closely monitored. When fuel quantity on one side reaches approxi1nately 2300 lb., the remaining f11selage tank contents ma),. not be usable at the altitude of operation. However, it will be usable at sea level. ~ ~ w '° °' PILOT INDICATION Master amber plus FUEL PROP warning light. (LH or RH FUEL LOW warning light on temporarily. Master amber plus LH or RH FUEL LOW warning light plus FUEL PROP warning • light. One engine failure (Engine will not relight). ' FUEL SYSTEM EMERGENCY PROCEDURES (Cont'd) PROBABLE CAUSE IMMEDIATE ACTION FURTHER ACTION Relevant fuel flow NONE Avoid violent proportioner seized. Automatic control of manoeuvres. the fuel C of G has PRESS-TO-RESET ceased. master amber. Aircraft fuel supply low on that side. (Light (1) Cross check fuel illuminates when fuel is Prepare to land at supply with content down to 740 lb on that nearest airfield. gauges. side). (2) Crossfeed when one OR Throttle back affected sub-system is empty. Stalled flow engine until light goes proportioner. out. PRESS-TO-RESET master amber. Carry out engine Maintain fuel weight fail procedure on each side (See para 3-1). approximately equal by Throttle lever of failed alternating the fuel engine to cut-off. CROSSFEED between NORMAL and the failed engine side during the flight. REMARKS Adequate aileron control is available to maintain flying control with an unbalanced fuel condition. It is preferable however, to maintain the fuel quantity in each side approximately equal, due to shift in C of G which may occur. ~ " m r< -,: -z ,. " "' ~ -r< 0 ..; - ~ 0 ~ m " ,. ..; -z c; -z ~ ..; " C n ..; -0 z ~ ,. < " 0 ,. " " 0 " ~ \.0 -...J PILOT INDICATION ON GROUND Master amber plus FUEL PROP warning light. FUEL SYSTEM EMERGENCY PROCEDURES (Cont'd) PROBABLE CAUSE ( 1) Refuelling access doors not properly closed or defective access door n1icro switch. ( 2) Master refuelling switch inadvertently left on. (3) A seized fuel flow proportioner (If engines are running). IMMEDIATE ACTION FURTHER ACTI.ON Inform ground crew. REMARKS ~ ~ l,,J :ii AIR CONDITIONING AND PRESSURIZATION EMERGENCY PROCEDURES PILOT INDICATION PROBABLE CAUSE IMMEDIATE ACTION FURTHER ACTION REMARKS Master Amber plus AIR On Ground On Ground COND FAIL warning (I) Low engine rpm on (1) Increase engine rpm light hot day taxi. In Air In Air Reduce power - if light In Air (2) Cooling turbine does not go out then:- Reduce altitude. Land outlet air exceeds 80'1F. Speed below Mach 1.2 as soon as possible. (3) Lack of water in air- to-water heat exchanger. Select AIR SUPPLY (4) Seized Turbine. switch - EMERG PRESS TO RESET master amber Master amber plus Cabin pressure has (a) Throttle back PRESS TO RESET CABIN PRESSURE reached the equivalent engines master caution warning light. ( Check of 31,000 feet, +1800 (b) Open speed brakes with cabin pressure feet or higher. (c) Descend to 35,000 gauge). (1) Failure of the feet or below canopy seal. (2) Cabin pressure switch on DUMP (3) Air supply switch on EMERG or OFF ( 4) Sticking open of cabin pressure safety valve or controller failed. (5) See below. ' -, "' m r - "' -z ► "' "' -, -r C ...; • ~ 0 -, m " ► ...; -z " -z ~ ...; " C n ...; - 0 z ~ ► < " 0 ► "' "' 0 "' - \0 \0 ~ I I ii AIR CONDITIONING AND P'RES,SURIZATION EMER.GENCY PROCEDURES (Cont'd) PILOT IND,ICATlON Master am.ber plus CABIN PRESSUR W-arning ltght. (Ch,eck with cabin pressur1e ._garige). LH or RH ENG BLEED warning light (RED) (No m-aster ¥larning light indicatio·n) . Master amber plus EQUIP O 1HEAT warning light. Cabin u11co,mfortably hot. PRO,BABLE ,CAUSE (5) Sticking open of 01.1tfl,o,v valve or co11t:roller. (1) leakin.g of hot engine bleed air occurring OR (2.) Failure of pressure reduci11_g valve .. Equip,1nent area te111per-att1tre has exceeded 1,00°·F. Cabin te1np,e-ratur C•Ontrol valve failed. IMlvlEDIATE ACTION Select LI-I OFF o,r RH OFF; depe11ding on which light ill,1mi11a tes) on the ENG BLEED AIR toggle switch. It light o,n for sh,ort pe-rtod - N,ONE. If light re1nains on select TEMP CQ,NTROL switch to -~MERG Q,Ff II S.elect TEMP' CONTROL svvitch lo EMERG OJ. A• 1URTHER ACTI,ON Warning light will go 011t when condition i relieved. Switch n1ust be ma111tai11ed in the LH OFF or RH OFF position while ai.rbor11e. PRE_SS-TO,-RESE.T n1as ter a111ber. REMARKS light should -go out as the hot air is au.to ma tic-ally sl1u t off u11ti[ the equipinent area temperature has redu.ced to1 6,0°F. ~ ► ~ vJ· ~ 8 ENGINES - EMERGENCY PROCEDURES PILOT INDICATION PROBABLE CAUSE IMMEDIATE ACTION FURTHER ACTION Master amber plus LH Temporary over- NONE or RH ROTOR speeding of a low O'SPEED warning light pressure compressor. on momentarily Master amber plus LH or Malfunction of a low Reduce engine power Maintain warning light RH ROTOR O'SPEED pressure compressor until light goes out. out by reduced power warning light on steadily. overspeed limiter. and speed. Master amber plus LH See FUEL SYSTEM or RH FUEL PRESS EMERGENCIES warning light. Low turbine discharge Afterburner nozzle Retard throttle lever temperature. remaining open after out of afterburner range closing down on quadrant. afterburner. Low turbine discharge Afterburner fails to Retard throttle lever temperature light up, but nozzle out of afterburner range opens. on quadrant. Master amber plus ICE Ice detectors icing and If engines are operating Further action depends warning light. de-icing. at relatively high thrust upon icing conditions. - no further action. If descending or engines are operating at relatively low (See below) , REMARKS Occurs when the afterburner is lit or shut down. (The interval between the lights going on and off will denote the severity of the icing conditions. Short interval will denote severe icing.) ~ " r, r - "' -z ► " "' ~ -r 0 e-; a ~ 0 ~ "' "' ► e-; -z () -z ~ e-; "' C n e-; -0 z ~ ► < " 0 ► "' "' 0 >' ~ f---11 0 t---J PILOT lNDICATIO1N One e.ngi11e fla1ne- ,Oll t occurring for no apparent c.atts Rap1id rise in turbin, discha.rge ten1. peratt1re fo.r no, apparent cau.s ...... Ro,ugh engine operatio11 One engine or two 11 e1t1gine :flame out. (PcJs-sibly thr,ough • • excessllve 1nanoeuvr1ng causing int-errupte-d air flow to engine inlet) . Master a1nber plus LH ,or RH OIL PRES ~ warning light. NGINES, - EMER NCY PR· PROBABLE CA Malfunction of hydro mechanical ft1el fl,ov-r -ontro1l unit. Malfunction of hydro- 1nechanical fuel flow co11.trol unit. Malfuncti,011 of hydr,o mechanical fuel flovl co11.trol 11nit. Co 1n press o,r sta 11. Engine oil pressure ha reduced to 25 JJSi or below. IMMEDIATE ACTlON Thrust., open up en~ in_es occasio11ally t provide additio11al l1eat Select ENG FUEL switch to· EM ERG. Select ENG F switch to EMERG. ,elect ENG FUEI switcl1 to EMERG. Tl1rottle to idle artd attempt an. immediate relight of -one -e11git1 ..... Sl1ut down affe-cte.cl e11g1ne. RES (Cont'd) ~uRTHER ACTION See E·O 0·5-1-1 Pilot's Operating Instruction.s - Ge11eral 1Carry ,out engi11e re light procedure. Ch-eck tl1at the EMERG ·ulection corrects the coI11ditio,n 1Check that tl1e EMERG selecti o r1 corrects the concli tio11. Reducie speed in orider to lower windn1illi11g rp·m of .affectecl en,gine. PRES-S T 10 RESET Master a1nb,er. R.EMARKS Co1nplete the flight in EMERG fuel. Ensure turbine ,discharge temperature ,do,,es not exceed li1nits. Check that tl1e EMERG selectio-11 corrects th,e condition .. Complete the flight in MERG fuel. Ensure turbine discharge temp. does n •ot exceed lin1its. • (See Part 3, para 2.) ~ id ~ -vJ PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 102 EMERGENCY LANDINGS 6. All emergency landings, either on prepared or unprepared surfaces, should be made with the landing gear down. The extended gear, even on reasonably rough terrain, helps to absorb the initial shock. The inherent nose high landing attitude will result in a severe 11 slaprr into the ground if the tail section is per1nitted to take the initial shock of a wheels up landing. LANDING GEAR EMERGENCY PROCEDURES General 7. The procedure to be adopted is dependent upon the indications given by the UTIL HYD warning light and the landing gear position indicator. It should be noted that once the emergency nitrogen system has been used, the landing gear cannot be reselected up, therefore the following procedure should be carried out in the sequence given. Hydraulic Pressure Normal 8. If the UTIL HYD warning light is not illuminated, there should be sufficient hydraulic pressure to open the doors and unlock the landing gear. 9. If, after a normal down selection the indicators show that the gear is still locked up, a fault in the selection circuit is indicated. In this case, proceed as follows: (a) Re-select UP and DOWN a number of times. NOTE If the BATT USE light is illuminated, the landing gear selector valve is inoperative. (See Part 1, para 44 NOTE.) In this case the action in sub para (a)above will have no effect and is unnecessary. (b) lf this fails, push the thumb latch button and move the landing gear handle fully down to the EMERGENCY EXTENSION position. 10. If, after a normal down selection, the indicators show a between-locks indication for one or more of the legs, an indicator fault or a mechanical fault is indicated. In this case, proceed as follows: (a) Attempt to lock the gear down by yawing to the left and right to open the doors and shake the legs down by applying positive 'g' in the pitching plane. Waggling the wings and accelerating the aircraft to 250 knots EAS may also help to lock the gear down. (b) lf this does not obtain a locked down indication, check with the control tower to see if the gear appears to be locked down. (c) If the gear is not locked down, re-select UP and make a wheels-up landing. Insufficient Hydraulic Pressure 11. If the UTIL HYD warning light is illuminated there wi]l probably be insufficient hydraulic pressure to unlock the doors and landing gear locks. (See para 12.) In this case use the EMERGENCY EXTENSION selection. BR.AKE EMERGENCY PROCEDURES Emergency Operation of the Brakes 12. Two accumulators in the utility hyTdraulic system supply emergency brake pressure automatically upon failure of the nor1n.al s11pply. Indication that the nor1nal supply has failed (pressure reduced to I 000 psi or less) is given by the illumination of the UTIL HYD warning light. (See para 11.) 13. When a landing after a utility system failure the brakes should be applied sparingly, pumping should be avoided, and every effort should be 1nade. to complete the landing run with as few applications of t l1e brakes as is possible. CAUTION After completion of the landing run do not taxi the aircraft, even though brake pressure may still be available. Shut down the engines. 14. Should the pressure in the accumulators fall below 1600 psi, the light on the warning panel marked EMERG BRA.KE HYO will illuminate. This light warns the pilot that the aircraft brakes \\ill be ineffective upon landing. Engine Thrust at Idle RPM 15. Engine thrust at idle rpm is comparatively high. In a case of brake failure'.! the engines should be stopped as soon as possible. AIRFRAME AND ENGINE ICING General 16. The anti-icing and de.-icing systen1s are entirely au to1natic. No inanual controls are provided. If the automatic functions fail during icing conclitions the aircraft should be operated as laid down in Piloes Operating Instructions General EO 05-1-1. Engine Anti-Icing 17. Only intermittent use of high rp1n during desce11t under severe icing conditions is necessary. At the relatively high thrust setting used during climb or cruise, the hot air to the compressor inlet section of the engine is adequate to prevent ice forination. PART 3 103 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 104 ACTION IN THE EVENT OF FIRE 18. Should the master RED warning light on the instrument panel illuminate, carry out the following procedure: (a) Check the location of the fire on the FIRE panel by means of the illuminated bulb. (b) If an engine fire is indicated - retard the throttle lever of the appropriate engine to the cut-off position. (c) Switch off the appropriate LP cock. (d) Press the illuminated bulb on the FIRE panel. (e) If the fire is extinguished, the light on the warning panel will go out. (0 If the warning panel light does not go out, lift the guard and select the SECOND SHOT switch on. NOTE The toggle switch is used only to give a second shot to the same compartment. If two separate fires occur, pressing the appropriate two warning lights will provide one shot to each compartment. ABANDONING THE AIRCRAFT General 19. The aircraft may be abandoned by means of the ejection seats at a minimum airspeed of 80 knots !AS at ground level. Pilot Preliminaries 20. If it becomes necessary to abandon the aircraft, the following procedure should be adopted: (a) Reduce the aircraft speed, if possible. (b) Order the navigator to eject or, if intercommunication has failed, operate the NAV BAIL OUT signal switch. Check that the green NAY BAIL OUT light illuminates. Navigator 21. After receiving the verbal order to eject, or if the BAIL OUT warning light illuminates and the signal horn sounds during inter-communication failure, proceed as follows: (a) Acknowledge a verbal order. (b) Ensure that the head is correctly located on the headrest, and lean fully back. • (c) Grasp the overhead hiring handle in both hands, ensuring that tl1e palms of the hands face to the rear. (d) Maintain the head hard back against the headrest and the ar1ns and hands close to the chest, then pull the firing handle and face screen firmly down over the face. The canopy will open immediately. Seat ejection will take place as soon as the canopy is fully open. CAUTION The overhead firing l1andle 1nust be pt1lled straight down over the face and not outwards away from the face. (e) Should the canopy fail to open, pull the EMERGENCY CANOPY OPEN lever fully" to the rear. Replace the hand i11 its previous position with relation to the face blind as rapidly as possible. Ejection will occur immediately the canopy is in the emergency-open position, which provides v"el)T little time to return the hand to the face blind. Pilot NOTE If, for any reason, the overhead firing handle cannot be operated, pull the alternate firing handle (located bet\vTeen the knees) fully upwards by grasping it with both hands, one hand over the other. 22. After the na,rigator has left the aircraft (indicated by tl1e green NAV BAIL OUT light being extinguished) proceed as follows: (a) Ensure that the head is correctly located on the headrest, and lean fully back. (b) Grasp the o,.rerhead firing handle with both hands ensuring that the pal1ns of the hands face to the rear. (c) Maintain the head hard back against the headrest and the arms and hands close to the chest, then pull the firing handle and face screen firmly down <)Ver the face. The canopy will open immediately. Seat ejection will take place as soon as the canopyT is fully open. CAUTION The overhead firing handle must be pulled down straight over the face and not outwards away from the face, (e) Should the canopy fail to open, pull the EMERGENCY CANOPY OPEN le\rer fully to the rear. Replace the hand in its previous position with relation to the face bli11d as rapidly as possible. Ejection will occur immediately the canopy is in the emergenc)r-open position, which provides very little time to return the hand to the face blind. PART 3 105 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 106 NOTE If, for any reason, the overhead firing handle cannot be operated, pull the alternative firing handle (located between the knees) fully upwards by grasping it with both hands, one hand over the other. Manual Release 23. If, for any reason, the seat does not eject or, when ejected, the automatic parachute opening gear does not function, provision is made to disconnect the parachute and parachute harness from the seat and enable the occupant to operate the parachute manually as follows: (a) Pull on the outer 'D' ring. (b) Release the spring catch on the manual override lever on the RH side of the seat pan and move the lever fully to the rear. (c) Leave the aircraft or seat. (d) Pull the ripcord 'D' ring. EMERGENCY CANOPY OPENING ON THE GROUND From Inside the Cockpit 24. In the event that either canopy cannot be opened by the normal method and an emergency exists, the lever marked EMERGENCY CANOPY OPEN, located on the RH side of each cockpit, should be pulled fully back. From Outside the Cockpit 25. In an emergency, should either crew member be unable to operate his emergency canopy opening handle, provision is made for these handles to be operated from outside the aircraft. A door, located on the RH side of the aircraft below the pilot's cockpit, is marked in red letters EMERGENCY CANOPY OPENING -PUSH TO OPEN - STAND BACK - PULL HANDLE. When the toggle handle attached to the lanyard is pulled, both canopies will be opened by cartridge firing. WARNING The canopies will be forced open very rapidly. Therefore all personnel should stand clear of the canopies when the lanyard is pulled. PART4 Opera ting Data ENGINE LIMITATIONS PRINCIPAL LIMITATIONS 1. The principal limitations of the Pratt and Whitney J-75 P3 engines are: Condition Maximum Observed Time Limit Turbine Discharge (Minutes) Temp °C MAXIMUM (With AJB) 610 Fifteen MILITARY 610 Thirty NORMAL RATED 540 UNRESTRICTED CRUISE 9096 NORMAL RA.TED 540(max) S00(normal) UNRESTRICTED 80°/o NORMAL RA.TED 540(max) 460(normal) UNRESTRICTED 70°/o NORMAL RATED 540(max) 4 l0(nonnal) UNRESTRICTED IDLE 340 UNRESTRICTED STARTING 600 MOMENTARY TRANSIENT 625 One 107 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 108 FLYING LIMITATIONS 2. The following speeds and limitations apply to the ARROW 1 aircraft when fully cleared to its design specification. Until such clearance is obtained, the applicable aircraft design certificate must be studied prior to flight to obtain the overriding limitations to those given below: (a) (b) Maximum Permissible Speeds Maximum Design Speed Extending or Retracting Landing Gear Extending Speed Brakes Parabrake Selection in ground contact) Cross-wind component Crew Ejection Maximum Speed Minimum Speed (c) Angle of Attack Maximum Indicated Angle (d) Weights Maximum Take-off Maximum Landing (e) 'G' limits 1G' Limits are shown on Figs 4-1, 4-2 and 4-3 700 Knots EAS or Mach 2.0 (lowest limit to apply) 250 Knots EAS No Limit 185 Knots EAS (All wheels 30 Knots No structural limit 80 Knots at ground level 15° (in level flight) 1/2° less for each incremental 1g' imposed 69,000 lb. (approx) 65,000 lb. (approx) The maximum load factor in a rolling pull-out is two-thirds of the maximum allowable 'g' at that time. PART4 n ,., rt. 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AT 3,0°/o MAC I I FI 4-6 R ECOMMENDED T ·OUCI-I-DOWN SPE.EDS 113 PRELIMJNARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 AIRCRAFT TAKE-OFF DISTANCES ENGINES ARROW l FEET J 75 - P 3 (AT SEA LEVEL) NCWEIGHT STANDARD DAY HOT DAY STANDARD DAY AT l5°C A/BON 38°C AIB ON l5°C NO AIB START OF T.0. (LB) GROUND CLEAR GROUND CLEAR GROUND CLEAR RUN 50' RUN 50' RUN 50' 50,000 1450 2585 1750 3540 2450 5250 55,000 1600 2900 2050 4180 2720 6210 60,000 1780 3260 2250 4775 3100 7480 65,000 2120 3990 2950 6230 3800 9950 (70,000) 2630 4965 3530 7800 4450 13210 DATA AS OF: March 1958 (71/PERF/3) BASED ON: Estimated Data BASED ON: JP4FUEL FIGURES HAVE NOT BEEN FLIGHT CHECKED. INITIAL FLIGHT TESTS INDICATE THAT THE DISTANCES MAY BE PESSIMISTIC. • FIG 4-7 TAKE-OFF DISTANCE CHART 114 PART 4 AIRCRAFT CLIMB CHART ENGINES ARROW (Al 527 KTS. T.A.S.) J75 • P 3 NO AFTERBURNER MILITARY THRUST • ENGINE START GROSS WT .. 60,000 LB. PRESSURE TRUENS APPROPRIATE VALUES RATE OF ALT. (KNOTS) CLIMB FROM SEA LEVEL FUEL (LB) TIME (MIN) DIST. (NM) Sea Le\·el 527 0 0 0 10,500 5,000 527 236 0.48 4.3 10,500 10,000 527 471 1.02 8.8 8,850 15,000 527 706 1.63 14.2 7,550 20,000 527 940 2.32 20.4 6,200 25,000 527 1192 3.22 28.0 4.750 30,000 527 1480 4.43 38.7 3,200 35,000 527 1917 6.58 58.0 1,400 Start,Take- off and 817 2.1 7.9 Accelerate to Clin1b Allowance DATA AS OF: Oct. 1957 (71/PERF/3) BASED ON: Estimated Data BASED ON: J P 4 Fuel FIGURES HAVE NOT BEEN FLIGHT CHECKED FIG 4-8 CLIMB CHART (NO AIB) - 60,000 LB 115 PRELIMINARY PILOT'S OPERATING INSTRUCTIONS - AVRO ARROW 1 AIRCRAFT CLIMB CHART ENGINES ARROW (At 527 KTS. T.A.S.) J75 - P 3 NO AFTERBURNER MILITARY THRUST - ENGINE START GROSS WT. - 68,765 LB. PRESSURE TRUENS APPROPRIATE VALUES RATE OF ALT. (KNOTS) CLIMB FROM SEA LEVEL FUEL (LB) TIME (MIN) DIST. (NM.) Sea Level 527 0 0 0 9,100 5,000 527 273 0.57 5.0 8,600 10,000 527 546 1. 18 10.2 7,450 15,000 527 827 I.SS 16.5 6,300 20,000 527 1108 2.74 24.0 5,100 25,000 527 1403 3.81 33.4 3,850 30,000 527 1752 5.29 46.5 2,400 35,000 527 2360 8.29 73.4 500 Start, Take- off and 946 2.5 9.9 Accelerate to Climb Allowance DATA AS OF: Oct. 1957 (71/PERF/3) BASED ON: Estimated Data BASED ON: JP4Fuel FIGURES HAVE NOT BEEN FLIGHT CHECKED FIG 4-9 CLIMB CHART (NO A/B) - 68,765 LB 116 AIRCRAFT CLIMB CflART ARROW 1 WITH AFTERBURNERS MAXIMUM THRUST - ENGINE START GROSS WT. - 60,000 LB. PRESSURE MACH NO. APPROXIMATE VALUES ALT. HIGH COMBAT FROM SEA LEVEL SPEED CLIMB CLIMB FUEL TIME (MIN) DISTANCE (N M.) Sea Level .92 .92 0 0 0 5,000 .92 .92 280 .16 1.0 10,000 .92 .92 500 .30 2.5 15,000 .92 .92 750 .45 4.0 20,000 .92 .92 1000 .64 5.5 25,000 .92 .92 1200 .86 7.0 30,000 .92 .92 1450 1.10 9.5 30,000 - 1.5 (accel) - 3150 - 2.7 - 30.0 35,000 .92 1.5 1700 3470 1.5 3.0 12.5 33.5 40,000 .92 1.5 2000 3750 2.0 3.2 17.0 38.0 45,000 .92 1.5 2500 4150 3.0 3.8 26.0 46.0 47,000 - 1.5 - 4450 - 4.2 - 51.0 50,000 - 1.5 - 4950 - 5.2 - 66.0 51,000 - 1.5 - 5450 - 5.9 - 76.0 Start. Take-off and Accelerate to Climb Allowance 1643 1.39 4.47 DATE AS OF: Oct. 1957 (71/PERF/3) Notes: BASED ON: Estimated Data BASED ON: J P 4 Fuel FIGURES HAVE NOT BEEN FLIGHT CHECKED FIG 4-10 CLIMB CHART (WITH AJB) - 60,000 LB --~ ENGINES J 75 - P 3 RATE OF CLIMB 37.000 35,000 32,000 28,000 24,000 20,000 16,000 - nil 11,000 14,500 7,000 11,500 3,000 6,000 - 4,000 - 1,500 - 500 :l: :"1 + --00 AIRCRAFT ARROW! PRESSURE ALT. Sea Level 5,000 10,000 15,000 20,000 25,000 30,000 30,000 35,000 40,000 45,000 47,000 49,000 Start. Take-off and Accelerate to Climb Allowance GROSS WT. CLIMB CHART ENGINES 68,765 LB. WITH AFTERBURNERS MAX THRUST J 75 - P 3gll9 MACH NO. APPROXIMATE VALUES HIGH COMBAT FROM SEA LEVEL RATE SPEED CLIMB OF CLIMB FUEL (LB) TIME (MIN) DISTANCE (N.M.) CLIMB .92 .92 0 0 0 32,000 .92 .92 300 .15 1.5 30,500 .92 .92 600 .35 2.5 28,000 .92 .92 860 .50 4.5 24,800 .92 .92 1100 .75 6.5 21,000 .92 .92 1400 1.0 8.5 17,400 .92 .92 1700 1.3 11.0 13,600 - 1.5 (accel) - 3500 - 3.0 - 31.5 - nil .92 1.5 2000 3900 1.75 3.3 15.0 36.0 10,000 - .92 1.5 2300 4250 2.4 3.7 21.0 40.5 5,200 9,500 .92 1.5 3100 4800 4.0 4.4 35.0 50.0 1,000 4,500 - 1.5 - 5100 - 4.9 - 58.0 - 2,700 - 1.5 - 5750 - 5.9 - 72.0 - 900 1879 1,529 5,303 DATE AS OF: Oct. 1957 (71/PERF/3) BASED ON: Estimated Data BASED ON: J P 4 Fuel FIG 4-11 CLIMB CHART (WITH AJB) - 68,765 LB ~ " "' r -,: -z ► " -< ~ -r 0 -; • ~ 0 ~ "' " ► -; -z Cl -z ~ -; " C n -; -0 z ~ ► < " 0 ► " " 0 " - PART 4 AIRCRAFT FUEL FLOW AT MACH 0.92 AND MACH 1.5 ARROW 1 ENGINES IN LB/MIN/ENGINE J 75 - P 3 ALTITUDE AIRCRAFT WEIGHT LB. FT. 45,000 50,000 55,000 60,000 65,000 Mach Mach Mach Mach Mach Mach Mach Mach Mach Mach .92 1.5 .92 1.5 .92 1.5 .92 1.5 .92 1.5 25,000 69.2 - 72.3 - 75.5 - 79.1 - 83.3 - 30,000 62.6 - 65.9 - 70.8 - 76.9 - 82.3 - 35,000 58.0 465.0 63.1 470.0 70.0 472.0 78.6 472.0 87.9 476.0 40,000 58.0 382.0 64.5 384.0 73.9 386.4 - 386.4 - 387.8 45,000 57.7 303.5 69.2 305.5 - 307.5 - 310.5 - 316.0 DATE AS OF: Oct. 1957 (71/PERF/3) Notes: (1) 45" Divergent ejector used. BASED ON: Estimated Data BASED ON: J P 4 Fuel (2) Fuel flow is increased by 5°/o FIGURES HAVE NOT BEEN FLIGHT CHECKED FIG 4-12 FUEL FLOW CHART 119 PRELIMINARY PILOT'S OPERATING !NSTRUCTll1NS - AVRO ARROW 1 AIRCRAFT LANDING DISTANCE ENGINES ARROW 1 FEET J 75 • P 3 (WITH PARABRAKE AND DIVEBRAKES) GROSS APPROACH HARD SURFACE RUNWAY WT. E.A.S. . NO WIND - TEMP 15°C • ENGINES IDLE LB. KNOTS AT SEA LEVEL GROUND RUN CLEAR 50' 50,000 180 4,850 7,500 55,000 180 5,100 7,680 60,000 180 5,500 8,040 65,000 187 6,100 8,680 70,000 194 6,780 9,420 DATA AS OF: March 1958 (71/PERF/3) Notes: (I) Parabrake and Brakes Effective BASED ON: Estimated Data at 90°/o of Touch- down Speed. BASED ON: J P 4 Fuel (2) Without Anti-Skid Units FIGURES HAVE NOT BEEN FLIGHT CHECKED INITIAL FLIGHT TESTS INDICATE THAT THE DISTANCES MAY BE PESSIMISTIC. FIG 4-13 LANDING DISTANCE CHART· WITH PARABRAKE 120 PART4 AIRCRAFT LANDING DISTANCE ENGINES ARROW 1 FEET J 75 - P 3 (WITH PARABRAKE AND DIVEBRAKES) HARD SURFACE RUNWAY GROSS APPROACH BRAKING - NO WIND - TEMP l5°C - ENGINES IDLE WT. E.A.S. SPEED LB. KNOTS E.A.S. KNOTS AT SEA LEVEL GROUND RUN CLEAR 50' 50,000 180 144 7,500 10,200 55,000 180 144 7.680 10,460 60,000 180 136 8,040 I 1,070 65,000 187 127 8,680 13,050 70,000 194 120 9,420 15,490 DATA AS OF: March 1958 (71/PERF/ll) Notes: (1) Brakes Effective at 90',6 of Touch- BASED ON: Estimated Data down Speed except above 55,000 lb., where braking is shown above BASED ON: J P 4 Fuel to avoid exceeding the Brake Energy Limitation. (2) Without Anti-Skid Units FIGURES HAVE NOT BEEN FLIGHT CHECKED INITIAL FLIGHT TESTS INDICATE THAT THE DISTANCES MAY BE PESSIMISTIC. FIG 4-14 LANDING DISTANCE CHART - WITHOUT PARABRAKE 121 PRELIMINARY PILOT'S OP E RA1' I NG lNSTRUCTIONS - AVRO ARROW 1 122 AVRO ARROW FLIGHT TEST SUMMARY THE FLIGHT TEST PROGRAM he actual flights conducted on the AVRO Arrow were restricted to the Mark I version. Four pilots were checked out on the aircraft and each would have studied the pilot's operating instructions you have just reviewed. However, only one observer, on one flight, flew in the backseat. The four pilots were Jan Zurakowski, Peter Cope, Spud Potocki and Flight Lieutenant Jack Woodman. The first three were AVRO company employees while Flt Lt Woodman was obviously a RCAF test pilot. As can be seen in the next section, the flight test program was originally scheduled as an eight-phase program. The first series of tests were designed to evaluate the basic handling qualities of the aircraft, to evaluate the flight control system, to check instrumentation and telemetry, and to confirm the safety of flight under potentially adverse conditions. The initial series of flights involved pre-production testing and development employing the first five Mark I, aircraft which were equipped with the Pratt & Whitney J-75 engines. The 6th aircraft was to be the first Mark II version equipped with more powerful, Orenda-built, Iroquois engines. Unfortunately, only a portion of the initial Phase I pre-production testing was completed. The first five aircraft flew a total of 64 flights for a total of 68 hours and 45 minutes flight time. Jan Zurakowski, the Chief Development Pilot for AVRO, had the honour of the inaugural flight on 25 March 1958. The initial flight was straightforward: Jan lifted off climbing to a maximum height of 10,000 feet at speeds up to 400 mph. After briefly flying over Malton at varying altitudes while checking the response of controls, engines and testing the undercarriage and air brakes, he returned for an uneventful landing. He "reported good flying qualities, no surprises, no trouble, and made the general comment, it handled very nicely." Less than a year later, on 07 Feb 59, both aircraft No 1 and 4 completed test flights. This ended up being the last day any Arrow aircraft left the ground. The following is a summary of the initial tests and flights completed in this year-long period: First engine runs First taxi trials First flight (ale 25201) First flight (ale 25202) First flight (ale 25203) First flight (ale 25204) First flight (ale 25205) Final flight(s) (ale 25201 & 25203) 04 Dec 1957 24 Dec 1957 25 Mar 1958 01 Aug 1958 22 Sep 1958 27 Oct 1958 llJan 1959 19 Feb 1959 123 AVRO ARROW FLIGHT TEST SUMMARY 124 A summary of flights by aircraft tail number is as follows: No. of Flights Flight Hours 25201 25 25 hr 40 min 25202 22 23 hr 40 min 25203 12 13 hr 30 min 25204 6 07 hr O min 25205 1 40 min Total 66 70 hr 30 min * *(7 hr 51 min at supersonic speed) (A complete record of the individual flights by aircraft tail number can be found in Appendix 1) Because of the maiden flight, Jan Zurakowski's name is indelibly attached to the Arrow. Although technically too old for "high performance" flying (the limit then was 40 years of age) Jan continued flying on the Arrow until he was 44. Spud Potocki then took over most test flights and in fact had the most flight hours on the Arrow of any of the four test pilots. "The Arrow achieved supersonic speeds on its third flight and on its seventh flight reached MACH 1.5 at 50,000 feet. The highest speed recorded, MACH 1.97/1.98 was just short of the design max of MACH 2.0. About 95 per cent of the flight envelope was explored and handling was found to be generally satisfactory, although not flawless." "The aircraft flying characteristics were similar to that of other delta wing aircraft like the Javelin or Convair F-102, but the Arrow had a more positive response to control movement." Jan Zurakowski had successfully completed Phase One of the test-flying program when Flt Lt Jack Woodman made his first familiarization and initial assessment flight. While Jan had stated the aircraft handled beautifully, Jack Woodman indicated that the Arrow at certain speeds and altitudes flew as well as any aircraft he had ever flown, but at other points control was very sensitive and difficult to fly. For instance, on his first flight he reported that at low and high indicated airspeeds, the aircraft behaved reasonably well, the controls were effective and responsive with the aircraft demonstrating positive stability. However, due to the sensitivity of the controls, the aircraft was difficult to fly accurately. At high MACH numbers, Woodman reported the transition from subsonic to supersonic speed was very smooth, with compressibility effects negligible and the sensitive control problem experienced at lower speeds and altitudes eliminated. "The aircraft, at supersonic speeds, was pleasant and easy to fly. During approach and landing, the handling characteristics were considered good; approach speed was 190 knots, touchdown was at 165 knots, drag chute was deployed at 155 knots, and the aircraft rolled the full length of the runway. Attitude during approach was approximately 10°, with good forward visibility." On Jack Woodman's second flight, he "reported that the general handling characteristics of the Arrow MK I were much improved .... The yaw damper is now performing quite reliably, although turn co-ordination is questionable in some areas. The roll damper is not optimized as yet, and longitudinal control is sensitive at high IAS." On his sixth and last flight, Woodman reported "longitudinal control to be positive with good response, and breakout force stick gradients to be very good. Lateral control was good, forces and gradients very good, and the erratic control in the rolling plane, encountered on the AVRO ARROW FLIGHT TEST SUMMARY last flight, no longer there. Directionally, slip and skid was held to a minimum. At no time during the flight was there more than 1 ° of sideslip, and the problem of turn coordination appears to be eliminated at this point. Final approach to landing was at 175 knots and a 30 glideslope, attitude was approximately 12°, touchdown was at 160 knots, and the landing roll was estimate at 6000 to 6500 ft, with little or no braking." He further stated " that excellent progress was being made in the development of the Arrow." Comments made b)' some of the other pilots who flew the Arrow include: "The nosewheel can be lifted by very gentle moven1ent of the stick at just over 120 knots." "Unstick speed is about 170 knots with attitude of about 11°." "Acceleration is rapid, with negligible correction required and no tendency to swing." "Typical touchdown speed is a little over 165 knots." "There is no indication of stalling at maxin1um angle of attack at 15°." "Stability steadily improved with speed." "Change of trim was negligible except in the transonic region, where small change of trim were required." ''In tt1ms, stick force was 1noderate to light, but always positive, with no tendency to pitch up or lighten." "In sideslip, the aircraft was a little touchy without the damper, but excellent with the damper engaged." Two minor landing accidents marred the otherwise highly successful test flight program. The first involved aircraft 25201 flown by Jan Zurakowski. During the landing rt1n, Jan realized that the aircraft was pulling to the left and he could not maintain direction. Suspecting that the braking parachute had not opened evenly, he jettisoned the chute but with no improvement. The aircraft exited the runway at a speed of approximately 30 mph and the undercarriage collapsed on contact with the soft ground. "On investigation it was established that tl1e left undercarriage leg had not completed the low ering cycle and during the landing run the wheels were at about a 45° angle to the direction of travel, producing a higher drag than the brakes 011 the right side could compensate for. With decrease of speed, rudder effectiveness decreased and the aircraft could not be prevented from changing direction." "The second accident took place on aircraft No. 202, flown by Spud Potocki. During a landing roll all four wheels skidded and the tires burst. The pilot lost directional control and the aircraft ran off the runway, damaging the right undercarriage leg. The initial impression was that it was pilot error. The pilot was thot1ght to have applied too much braking pressure and locked the wheels." 125 AVRO ARROW FLIGHT TEST SUMMARY 126 As it turned out, during this landing the aircraft experienced a small vibration on touch down which resulted in an inadvertent electrical signal to the stability augmentation system which in tum caused a full down deflection of the elevators. "The Arrow's elevators were large and when deflected fully down, acted as powerful flaps, increasing wing lift so much that only 20°h of the aircraft weight was on the main wheels. The pilot was not aware of this and normal application of the brakes locked the wheels." Once the problem had been diagnosed, a solution was quickly engineered and the program resumed. The test flights were all conducted from the AVRO facility in Malton, Ontario. The exception was one flight, which diverted to RCAF Station Trenton because of a problem on the runways in Malton. The aircraft overnighted in Trenton and was flown out the next day. The weapon system intended for the AVRO Arrow was the ASTRA fire control system combined with Sparrow 2 radar guided missiles. The ASTRA 1 consisted of an integrated airborne system for electronic weapons, navigation and communication. It provided automatic flight control, airborne radar, telecommunications and navigation and special instrumentation and pilot displays and could operate in either fully automatic, semi-automatic or manual modes. The entire system was to be developed by R.C.A Victor, Honeywell Controls Ltd and Computing Devices of Canada Ltd. It was to have been extremely sophisticated but unfortunately it also turned out to be extremely expensive and difficult to develop. The ASTRA and Sparrow programs were eventually cancelled even in advance of the Arrow program itself. None of the first five aircraft were equipped with an armament system. Instead each of these aircraft was equipped with a sophisticated data acquisition system. "The Arrow data acquisition and handling system was composed of an airborne multi-channel recorder (magnetic tape), phono panel, oscillograph, an airborne radio telemetry link, a mobile telemetry receiving station, and a mobile data reduction unit. The aircraft armament bay, which was a removable self contained unit, was used to house all of the airborne instrumentation." This instrumentation system proved to be a "constant source of trouble during the Arrow test program. "During the first series of flights, the system was plagued with a number problems that were probably due to the thousands of wires and connections running to the instrument pack ... these problems were never really resolved, and many a flight was delayed because of this system." On the day the Arrow program was cancelled, Arrow No. 6 (25206), the first of the Iroquois equipped Mk lls, was 98°h complete and was an estimated two weeks away from its first flight. "Performance results collected on flights of five Arrow Mk. I aircraft fitted with Pratt & Whitney J-75 engines were used to estimate the performance of the Mk. II Arrow fitted with Iroquois engines. The Arrow withJ-75 engines was heavier than with Iroquois and had to be ballasted for the correct centre of gravity position, Mk II with Iroquois engines did not need ballast and was about 5000 lbs lighter, and had 40 to 50°/o more thrust. It was estimated that [it] had a high chance of beating the world speed and altitude records held at that time by the United States." Given the controversy (and myths) now associated with the Arrow cancellation, it is perhaps revealing to compare basic details and performance capabilities of the Arrow Mk I and Mk II with much more contemporary aircraft. AVRO A.RRO\V FLIGHT TEST SUMMARY Aircraft First Flight Length (feet) Wing Span (feet) Height (feet) Wing Area (ft2) Empty Weight (lbs) Normal 'vVeight (lbs) Max Gross Wt (lbs) Internal Fuel (Imp Gal) Engines (ea 2) Thrt1st (lbs) A/B Thrust(lbs) Max Speed (40,000') Combat Ceiling (ft) Climb Rate (ft/min) Combat Radius (mi) Arrow Mk I 1958 80' 10'' 50' 20' 6 11 1,225 49,040 57,000 68,602 2,897 P&W J-57 12,500 18,500 M 2.0 53,000 38,450 300 Arrow Mk 2 (projected) n/a 85' 6'' 50' 21' 1,225 45,000 62,431 68,847 3,297 Iroquois I 9,250 26,000 M 2.0+ 58,500 44,500 408 F-14 Tomcat 1970 62' 8" 64' 16' 565 40,104 58,715 74,348 2,865 P&WTF30 12,500 20,900 M 2.4 50,000 30,000 765 F-15 Eagle Mig-25 Foxbat 1972 63'9'' 42' 10'' 18'6'' 608 28,600 44,630 56,000 2,486 P&WFIOO 12,420 23,830 M 2.5 63,000 50,000 1964 78' 2 ,, 45'9'' 20'0'' 612 44,100 82,500 3,830 TumanskyR-31 20,500 27,000 M 2.8 75,460 40,950 460 In addition to the Mk II Arrow, there were projected development versions of the aircraft, including a Mk IIA version with increased internal fuel capacity and a Mk III version capable of MACH 3 performance. FOLLOW-ON TESTING & RCAF BASING PLANS The Arrow program was then unusual in that the program skipped over the prototype stage and moved directly instead to five pre-production aircraft. A further 29 Arrow Mk II aircraft were also in various stages on the production line at tl1e time of the program cancellation. Consequently, RCAF plans for follow-on testing and for the eventual service i11troduction were well developed. The first phase of testing by the co1npany was to be followed by a preliminary RCAF evaluation also in Malton. After a period for checking of any modifications found necessary, the fourth phase was to consist of RCAF performance and hanclling trials. Next came an all-weather evaluation. The sixtl1 pl1ase was an intensive flying trials prograin followed by the aircraft weapons system evaluati<.1n in phase seven. fi11ally, operational suitability trials were to have confirmed the complete weapon syste111 and wottld have developed 1naximum effectiveness techniques for operational deploy1nent. Within the RCAF, the responsibility for the overall program testing, including phases 2, 4, 5 and 7, lay with the Central Experimental Proving Establishment (CEPE) located in Ottawa. However the majority of the testing, including phases 4, 5 and 7, was intended to be conducted ttsing the CEPE facility at RCAF Station Cold Lake, Alberta. This station's main lodger unit was 127 AVRO ARROW FLIGHT TEST SUMMARY 128 the Aircraft Armament Evaluation Detachment (AAED) of CEPE and it was in fact the first unit to be based at Cold Lake. It made use of a large weapons range area and a fully instrumented test range around Primrose Lake near the souther11 boundary of the range area. The other RCAF unit involved in the testing process was the Operational Proving Unit (OPU). This little-known unit was formed at RCAF Station Uplands. The OPU was to have been equipped with nine Arrow Mk II aircraft in addition to T-33, F-86 and CF-100 aircraft by the summer of 1962. Using these various aircraft, the OPU would have verified the operational suitability of the Arrow in simulated combat conditions. However, the unit formed and "then quietly stood down when the aircraft they were formed to operate, the Avro Arrow, was cancelled." CEPE and its AAED unit went on to become the Aerospace Engineering Test Establishment (AETE) still located today in Canadian Forces Base Cold Lake. As part of the weapons testing phase, the Arrow aircraft would have fired missiles on the Primrose Test Range. Included in this phase were firings against live targets in the form of Ryan Firebee drones which would have been launched from Lancaster aircraft. The Firebee drones were acquired specifically for testing of the Sparrow II missiles for use on the CF-100 and CF- 105 aircraft. In addition to the Lancaster aircraft, used as a launching platform and control mothership for the drones, H-34 helicopters were also stationed in Cold Lake to act as drone recovery aircraft. What follows in the next section are the now-declassified plans for the RCAF's testing of the aircraft which include detailed references to each of the elements above. References AVROArrow. The Arrowheads, Boston Mills Press, Erin ON, Canada, 1980, ISBN 0-919822-35-5. A History of the Air Defence of Canada 1948-1997. NBC Group, 71 Film Canada lnc, Ottawa ON, Canada, 1997. Canadian Aircraft Since 1909. K.M. Molson & H.A. Taylor, Canada's Wings, Inc., Stittsville ON, Canada, 1982. Janes All The World\ Aircraft 1985-1986.Janes Publishing Company Ltd., London, England, 1985. "Flying the Avro Arrow." Presentation to CASI Symposium, Jack Woodman, CASl Paper, 16 May 1978. "Test Flying the Arrow (And Other High Speed Aircraft).", Jan Zurakowski, CAHS Journal, Winter 1979. Date RCAF 25201 25 Mar. 1958 01 Apr. 1958 03 Apr. 1958 15 Apr. 1958 17 Apr. 1958 18 Apr. 1958 18 Apr. 1958 22 Apr. 1958 23 Apr. 1958 07 June 1958 l!June 1958 05 l)ct. 1958 l\Dec.l958 15 Dec. 1958 20Dec. l958 21 Dec. 1958 05 Jan. 1959 05 Jan. 1958 17Janl959 24 Jan. 1959 27 Jan. 1959 31Jan. 1959 31 Jan. 1959 07 Feb 1959 19 Feb. 1959 RCAF 25202 01 Aug. 1958 23 Aug. 1958 26 Aug. 1958 26 Aug. 1958 27 Aug. 1958 28 Aug. 1958 28 Aug. 1958 14Sep.1958 14Sep.1958 16Sep.1958 26 Sep. 1958 26 Sep. 1958 28 Sep. 1958 28 Sep. 1958 03 Oct. 1958 03 Oct. 1958 05 Oct. 1958 27 Oct. 1959 29 OcL 1958 29 Oct. 1959 08 Nov. 1959 11 Nov. 1959 AVRO ARR0\\1 FLIGHT TEST SUMMARY Appendix 1 to AVRO ARROW FLIGHT TEST SUMMARY Flight No. 1 2 3 s 5 6 7 8 9 10 1 1 12 13 lS 15 16 17 18 19 20 21 22 23 24 ,_, 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Avro Canada CF-105 Mk I Individual Aircraft Flight Records {extract fron1: Canadian Aircraft Since 1909 - K.M. Molson & H.A. Taylnr, ISllN 0-920002-11-0) Duration Total (hr n1in) (hr min) 35 50 1 05 1 15 1 10 55 so 1 10 45 1 45 1 20 1 20 1 10 1 25 l 25 1 1 45 45 1 5 1 45 so 1 50 1 35 1 1 5 1 1 5 1 5 1 20 1 5 1 10 1 10 1 5 1 55 45 1 25 1 5 so 1 5 45 45 1 10 1 15 35 50 2 30 3 45 4 55 5 50 6 30 7 40 8 25 10 10 11 30 12 50 14 00 15 25 16 50 17 35 18 35 19 20 20 20 21 25 22 25 23 10 23 50 24 50 25 40 1 35 2 35 3 40 4 40 5 45 6 50 8 10 9 15 10 25 11 35 12 40 13 40 14 35 15 20 16 45 17 50 18 40 19 45 20 20 21 15 22 25 23 40 Pilot Zurakowski Zurakowski Zurakowski Zurakowski Zurakowski Zurakowski Zurakowski \Voodman Potocki Zurakowski Zurakowski Potocki Potocki Potocki Potocki Potocki Potocki Potocki Potocki Woodman Potocki Potocki Potocki Potocki Potocki Zurakowski Zurakov,ski Zurakowski Zurakowski Zurako"w·ski Potocki Zurako111ski Zurakowski Zurakowski Zurakov.'ski Zurako¼'sk1 ZurakO"-'Ski \\'oodman PotoLkl Potocki Cope Potocki Potocki Potocki Potocki Potocki Potocki Purpose (and Rc1narl1s) Initial flight. (Speeds up to 250 kt and altitude to 11,000 ft) (Nose-wheel failed to retract. Flight restricted to handling below 250 kl. Al!itude to 30,000 ft for cockpit pressurization check) M:1.1 T.R.U. Unserviceable rendering telemetry inoperative. No high speed work Undercarriage snag after 'g' pull at 450 kt. Aborted high speed briefing M:l.25 M:l.52 at 49,000 ft. Height of 50,000 ft reached Familiarization. M: 1.4 Fa1nilianzation. M.1.2 Damper troubles at take-off. Nose undercarriage door stuck down Aircraft damaged on landing. Pon gear lengthening mechanism unserviceable Acceptance (test) fro1n production shop after repair. Subsonic Gear d0Wll1nain door up check flight Modified elevator controls Damper checks restricted due to gear unsafe indication Continuation of damper checks. Speed restricted due lo starboard gear not shov..ing positive uplock. Pilch damper landing OK As per flight No. 15 Dall1per syste1n check. 20,000 ft Extension ASI to 650 kt at 17,000 ft D:imper system checks and elevator hinge moment RCAF damper system check. Lov..· level only due to v..·eather Genera! damper handling Extension of flight envelope Extension of flight envelope Cli1nb slick tape Roll and sideslip investigation up to M:l.3 Suck tape and roll rates up to M:l.7 Initial 01ght 30,000 ft M·l.5. Daniper check~ M:1.62 M:1.7 Otlawa teleinetry check. M:1.5 Damper handling M:1.7 Ouawa telen1elry check. M:l.72 Damper handling. Telemetry unserviceable Damper checking. M:1.86 at 50,000 ft 2.2 'g'. M:1.2 and dan1per check. Dutch roll investigation Pitch damper check. Subsonic M:1.55 M: 1.7 at 50,000 ft. RCAF handling M 1.55. 3 'g ', 1.3 at 36,000 ft Pitch oscillation+/- 3 'g' Pitch oscillation investigation Fan1iliariza11on M: l. 5 All dan1pers up to M: 1.45. 500 kt at 9,000 ft. Undercarriage doors open. Snck tape with yav.· damper. Max speed 500 kl lAS al 7,500 ft on pivot door check. M:1.5 at 42,000 ft on da1npcr checks. P/D not acceptable. Flutter check. M·l.7 Flutter check. M: 1.8 Assessment of modified elevator. Parallel servo and feel trim to rear nol satisfactory '510 kt AS\ i,500 ft. Max speed ofM:l.95 - 1.96 obtained from 50,000 ft Brake seizure on landing Aircraft dan1aged. Starboard gear broken off. 129 AVRO ARROW FLIGHT TEST SUMMARY Date Flight No. Duration Total Pilot Purpose (and Remarks) (hr min) (hr min) RCAF 25203 22 Sep. 1958 1 1 35 1 35 Zurakowski Initial l1ight. M: 1.2 01 Oct. 1958 2 45 2 20 Potocki Snag clearance. M:1.7 06 Oct. 1958 3 1 3 20 Cope Performance IA tailcones up to M:1.7 at 50,000 ft 16 Oct. 1958 4 1 10 4 30 Potocki Fuel consumption and level speed checks at 35,000 ft. Subsonic 170ct.1958 5 1 5 5 35 Woodman Undercarriage door trouble starboard side. Low speed P.E.s with F86 18 Oct. 1958 6 I 10 6 45 Potocki Level speeds and fuel consumption. Supersonic on climb 19 Oct 1958 7 I 15 8 00 Woodman Partial P.E.s, aborted high speed checks due to red light at M:0.95 31 Oct. 1958 8 1 9 00 Cope Utility hydraulic failure. Gear down flight 07 Nov. 1958 9 I 10 10 10 Cope Fuel consumption at 35,000 ft and single engine checks. Air conditioning failurerefrigerated. Subsonic 20 Jan. 1959 10 55 11 5 Potocki Check flight to M:1.7 with modified elevator system. Aircraft turbine seized 01 Feb. 1959 11 1 15 12 20 Woodman RCAF damper check 19 Feb. 1959 12 I 10 13 30 Potocki Damper optimization. Observer D. E. Darrah carried. RCAF 25204 27 Oct. 1958 1 1 10 1 10 Potocki lnitial flight gear down 250 kt maximum 22 Nov. 1958 2 1 5 2 15 Potocki Check flight 30 Nov. 1958 3 1 10 3 25 Potocki Continuation of snag clearance to M:l.2 02 Feb. 1959 4 1 10 4 35 Cope Check flight directed to Trenton 03 Feb. 1959 5 I 15 5 50 Potocki Gear down ferry to base 07 Feb. 1959 6 I 10 7 Potocki Clearance flight limited to M:1.5 by pedal judder RCAF 25205 11 Jan. 1958 1 40 40 Potocki Initial flight gear down Programme Terminated 20 February 1959 130 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS f A. & A 1· 5 Prepared f or 1957-58 RCAF Aircraft Procuren1ent & Developmt~nt Plans Extract o Arrow ru1nex ppenc ice (Note: Revised fro1n original 81/2 X 14 for1nat ) 131 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 132 AAED ADC ADAS AL AMC AMCJS(W) AST AW CEPE CGI CGTU ECM GSE !FF lbs nm POL OFTT OJT OPU OUT PMQ RCAF SAGE Sqn TACAN UE USAF WO WPU GLOSSARY OF ABBREVIATIONS Aircraft Armament Evaluation Detachment (of CEPE) Air Defence Command Airborne Data Acquisition System Amendment List Air Material Command Air Material Command Joint Staff (Washington) Aircraft Systems Trainer All Weather Central Experimental Proving Establishment Control Ground Intercept Conversion Ground Training Unit Electronic Counter-Measures Ground Support Equipment Identification Friend or Foe Pounds Nautical Miles Petrol Oil & Lubricants Operational Flight Tactics Trainer On Job Training Operational Proving Unit Operational Training Unit Private Married Quarters Royal Canadian Air Force Semi-Automated Ground Environment Squadron TACtical Air Navigation system Unit Establishment United States Air Force Warrant Officer Weapons Proving Unit APPENDIX ''C'' TESTING &: DEPLOYMENT SUMMARY 1 On 29 Oct 57 the Cabinet approved the continuation for another 12 1nonths the development programme for the Arrow, including the ordering of 29 preproduction aircraft in addition to the eight already on order. The test and development trials started in Dec 57 and are scheduled for completion in Apr 61 when the first production aircraft is delivered to Air Defence Command (ADC). The initial tests will be carried out on the Arrow 1 followed by a complete evaluation progra1nme for the Arrow 2. 2 The :\rrow 1 is an interiln test aircraft and differs from the Arrow 2 as follows: Arrow 1 Arrow 2 Engines J-75 Iroquois Astra Interim Astra Complete Astra Armament No armament Sparrow 2 pack to carry test instru1nentation. Four Sparrow 2 missiles in removable pack. Po\\.'er Supply Air Conditioning Compatible with Interim Astra. High pressure system dictated by the power plant. Compatible with Interim Astra. Low pressure system dictated by the power plant. 3 The Arrow development schedule is composed of eight phases as follows: (a) Phase 1: Airworthiness Trials Contractor conducted ground and initial flight tests to determine airworthiness and to ensure that the aircraft with its installed and support equipment meets engineering specifications; (b) Phase 2: Contractor Compliance Trials RCAF tests to determine compliance with co11tractual requirernents and to determine the performance and handling characteristics of the Arrow; (c) Phase 3: Design Requirements Contractor tests to overcome the deficiencies revealed in Phases 1 and 2; (d) Phase 4: Performance and Handling Trials RCAF tests to confirm the contractor's infor1nation and data on the performance and handling characteristic of the Arrow; 133 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 134 APPENDIX "C" (e) Phase 5: All-Weather Test RCAF test to obtain information on the characteristics, limitations and maintenance of the Arrow including installed equipment under adverse weather; (0 Phase 6: Intensive Flying RCAF trials on the aircraft and support equipment to reveal and correct any previously undetected design, functional and material defects; (g) Phase 7: Weapons Evaluations RCAF tests to evaluated the Arrow as a weapon with emphasis place on checking the effectiveness of the aircraft as a fighter rather than how it should be employed; (h) Phase 8: Operational Suitability Tests RCAF trials of tactically equipped aircraft and the support items to determine their operational suitability. 4 Programme Summary: Aircraft Arrow 1 Arrow 1 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Arrow 2 Phase 1 2 1 2 3 4 5 Contractor Dev. 6 7 8 Attrition Agency AVRO CEPE AVRO CEPE AVRO CEPE CEPE AVRO OPU CEPE OPU Aircraft No. 1,2,3,4,5) I 1, 2,3 I 6, 7, 8 I I 6, 7, 8 I 9, 10, 11, 12 13, 14, 15, 16 17, 18 19,20 21,22 23, 24,25 26, 27, 14, 15 28, 29, 30, 31,32,33 34,35,36, 37 Estimated Flying Hours 535 254 247 150 80 600 450 650 About 3000 flying hours will be required to complete the test and evaluation of the Arrow. APPENDICES APPENDIX "C" The Arrow development schedule is as follows: Date Trials Commence (a) Oct 58 (b) Dec 57 Aircraft Assigned Location Type of Test I, 2,3 Cold Lake Sparrow 2 evaluation (i) Sparrow evaluation is scheduled to begin at Cold Lake Apr 59 with qualification of missiles to be completed by Mar 60 followed by development and demonstration of the Arrow weapons system. (ii) Four CFlOO SM aircraft will be employed at Cold Lake on the Sparrow programme from Apr 59 until Mar 60. After Mar 60 two CFlOO 5M will be required for an indefinite period. (iii) KDA drones will be delivered to Cold Lake in Jun 58. Storage facilities are required. See Annex 4. (iv) One H34 Helicopter is required for drone recovery by late 58. (v) The Cold Lake Evaluation System is required by early 59. See Annex 3 re status of the Evaluation System. (i) The two Lancaster lODC aircraft of the Drone Flight will be located at Namao after Mar 60 to provide space at Cold Lake for Arrow trials. (vii) See Annex 1 regarding training reqtlirement for Sparrow programme. Malton Phase 1 Airworthiness (i) Contractor conducted ground and initial flight tests to determine airworthiness and to ensure that the Arrow 1 with its installed and supporting equipment meets engineering specifications. Flying to commence Mar 58. (ii) Maintenance Appraisal Teams have been assigned to AVRO, Canadair and RCA. The fourteen personnel engaged in this role will re1nain at the contractors until co1npletion of the development programme. Then all or part of the MAT at AVRO may be used to assist with the Personnel Requireme11ts Data study which is continuing. (iii) Three CEPE officers have been assigned to the AVRO Flight Test. These officers will probably accompany the contractor to Cold Lake in Mar 60 for the continuation of the Phase 3 trials. 135 RCAF AVRO ARROW TESTING &: DEPLOYMENT PLANS 136 APPENDIX "C" Date Trials Commence (c) Jun 58 (d) Nov 58 (e) Sep 58 Aircraft Assigned Location Type of Test Phase 2 - Contractor compliance trials. 1, 2,3 Malton (i) CEPE tests to determine compliance with contractual requirments and to determine the performance and handling characteristics of the Arrow 1. This phase will also include a technical and functional evaluation of the installed and supporting equipment. The contractor will supply all support for RCAF Phase 2 testing. (iii) Phases 1 and 2 will be, as far as possible, a CEPE/contractor integrated test programme and are scheduled to be completed by Jan 59. (iii) The flying rate is estimated to be seven hours per aircraft per month. 1, 2, 3 Malton Phase 3 - Design Refinements 4,5 (i) Contractor conducted trials to overcome deficiencies revealed in Phases 1 and 2. These tests will be accomplished on the first three test aircraft and will continue until the Arrow 2 is available for Phase 3 trials approximately Dec 59. (ii) The flying rate for Phase 3 is estimated to be seven hours per aircraft per month. (iii) The three Arrow 1 aircraft used in Phases 1, 2 and 3 will require extensive modifications, installation of Astra and re-fitment with Iroquois engines before they an operational capability. The cost of such a modification programme, to provide limited operational capability, will preclude their assignment to ADC. These aircraft are scheduled to remain with the contractor for an indefinite period to meet further testing requirements. Malton Astra Development (i) Astra flight development programn1e. The 4th and 5th Arrow 1 aircraft v.rill be modified to carry the complete development Astra system. All the Astra components used v.rill be hand built. Astra development tests are scheduled to be completed by the time the Arrow 2 is ready for Phase 3 trials approx imately Dec 59. (ii) Aircraft 4 and 5 will require refitment with production Astra and Iroquois engines as well as other modifications before they have a minimum operational capability. The cost of such a modification programme to provide limited capability will preclude their assignment to an operational role. These aircraft will be used by the contractor for an indefinite period to meet unforeseen additional testing required by the ancillary equipment. Date Trials Commence CD Mar 59 (g) Jun 59 APPENDICES APPENDIX "C" Aircraft Assigned location Type of Test 6, 7,8 (Arrow 2) Malton Phase 1 - Airworthiness Trials 6, 7, 8 ( i) Beginning of Arrow 2 trials. Phase 1 - contractor conducted ground and flight trials to determine airworthiness and to ensure that the Arrow 2 with its installed and supporting equipment meets engineering specifications. Malton Phase 2 - Contractor compliance trials (i) Phase 2 - Conducted by CEPE to determine compliance with contractual requirements and to determine handling and performance characteristics. These tl1ree aircraft will not be fully equipped with ASTRA. As far as possible, Phases 1 and 2 v.rill be a CEPE/contractor integrated test programme. Support for CEPE Phase 2 trials will be supplied by the contractor, RCAF testing is scheduled for cornpletionJan 60. The flying rate is estimated to be seven hours per aircraft per month. (ii) These three aircraft will require fitment with ASTRA as well as extensive modifications before they have an operational capability. They will remain with the contractor for an in-definite period to assist with Phase 3 continuation trials and other tests. (iii) The first eight Arrow development aircraft have been progra1nn1ed to remain at Malton with the contractor for an indefinite period as past experience has shown that test aircraft are required at the contractor to meet continuing developn1ent trials. (iv) Training of RCAF servicing personnel must start at the contractor operated school in Jun 59 the san1e tin1e Arrow 2 Date Phase 2 co1n mences. Between Ju11 59 and Jun 60 tl1e contractor will train selected CEPE and certain AMC and ADC staff personnel. As nine n1onths is required to train a lin1ited number of technicians 011 certain aspects of the ASTRA, son1e trai11ing must start in Dec 59 to have CEPE personnel available to support Phase 5 aircraft f1ow11 to Cold Lake in Aug 60. (v) An Aircraft Systen1s Trainer will be required by Jan 60 at the Arrow Conversion Ground Training Unit, Camp Borden. (vi) See Annex 1 regarding RCAF Arrow Traini11g Progra1n111e. 137 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 138 APPENDIX "C" Date Trials Commence (h) Dec 59 (j) Mar 60 Aircraft Assigned 9, 10, 11, 12 13, 14, 15, 16 Location Malton Type of Test Phase 3 - Design Refinement (i) Contractor conducted trials to overcome deficiencies revealed in Phases 20, 21 (i) 11, 12, 13 1 and 2. Seven aircraft have been allotted to Phase 3. All aircraft will be equipped with pre-production ASTRA with the exception of No. 11, which will be used for special engine and airframe tests. No. 16 will be used by the contractor at Malton on structural integrity tests. Aircraft 20, 21 will be used by the contractor at Malton on further contractor development trials. Cold Lake Continuation of Phase 3 and Demonstration of Weapon System (i) After three months testing at Malton five of the seven aircraft will be flown to Cold Lake beginning in Mar 60 to continue Phase 3. (ii) Staging facilities will be required by the contractor by Mar 60 and for the RCAF by Jui 60. Although the contractor will be responsible for flying the four aircraft to Cold Lake the RCAF will assist with the staging. (iii) See Annex 2 regarding Arrow Staging Facilities. (iv) In so far as missile instrumentation is concerned, the Cold Lake range facilities required by Apr 59 for Sparrow II trials will be satisfactory for both Phase 3 and 7 Arrow 2 trials additional test instrumentation is required to cater to Arrow 2 testing. (v) See Annex 3 regarding Cold Lake Evaluation System for Sparrow and Arrow Trials. (vi) Commencing Mar 60 the contractor will require personnel accom modation on a continuing and transient basis and also hangar facilities. (vii) See Annex 4 regarding Cold Lake Hangar and Other Accommodation Requirements. (viii) Phase 3 trials at Cold Lake conclude with the contractor demonstrating to the RCAF that the Arrow Weapon System meets RCAF specifications, Phase 3 is scheduled for completion about Mar 61, however the weapon system demonstration will continue until Mar 62. Aircraft 12 and 13 will be used for the Weapon System demonstration and aircraft 14 and 15 will be assigned to Phase 7 in Apr 61. Date Trials Commence (kl Jui 60 (I) Aug 60 APPENDICES APPENDIX "C" Aircraft Assigned Location Type of Test 17, 18 19, 20 Cold Lake Phase 4 - Performance & Handling Trials (i) Beginning of the RCAF Arrow 2 evaluation programme. (ii) Phase 4, CEPE tests to confir111 the contractor's information and data on the performance and handling characteristics of the Arrow 2. Phase 4 is scheduled to be completed by May 61. (iii) Preliminary Engineering Orders prepared by the contractor, must be available when these trials commence. (iv) Aircraft 17 and 18 will not be equipped with ASTRA for these Trials. The two aircraft will be flown to Cold Lake by CEPE injul 60. (v) Phase 4 trials must be conducted on the first production aircraft unless it can be assured that the preproduction aircraft have the same performance and handling characteristics. ( vi) The perfor1nance and handling data provided by the contractor and confirmed by the RCAF during Phase 4 will be used to compile pilots operating instructions which must be available before the Arrow is introduced in Sa_n service Apr 61. Preliminary pilots operating instructions are reg_uired in Sep 60 when Phase 6 begins. ( vii) The flying rate for Phase 4 is nine per aircraft per month. Cold Lake Phase 5 - All Weather Test (i) CEPE tests to obtain information on the characteristics, limitalions and maintenance of the Arrow 2 including installed equipment under adverse weather conditions. (ii) Aircraft 19 and 20, fully operational, will be flown to Cold Lake by the RCAF in Aug 60. CEPE will co11duct Phase 5 which is scheduled for completion Apr 61. Additional all-weather testing, if necessary, will be conducted during the winter of 61-62, on aircraft 14 and 15, assigned to Phase 7 Apr 61. (iii) Personnel fully qualified in ASTRA maintenance 1nust be available by Aug 60. See Annex 1. 139 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 140 APPENDIX "C" Date Trials Commence (m) Sep 60 (n) Jan 61 Apr 61 Aircraft Assigned Location Uplands Type of Test 23, 24, 25 Phase 6 - Intensive Flying 26, 27 14, 15 (i) RCAF trials on the aircraft and support equipment to reveal and correct any previously undetected design, functional and material defects. (ii) Phase 6 will be conducted at Uplands as hangar accommodation is not available at Cold Lake. (iii) See Annex 5 regarding Base for Phase 6 and 8 Trials. (iv) The OPU witl1 CEPE assistance will carry out Phase 6 testing. The three aircraft tentatively assigned to the trials will not be fully equipped with ASTRA. The flying rate for Phase 6 is 25 hours per aircraft per month. (v) Phase 6 is scheduled for completion Apr 61. (vi) An Aircraft Systems Trainer and an Operational Flight and Tactics Trainer are required by Jun 60 for aircrew conversion training. (vii) Sufficient ADC aircrew and servicing personnel must be available by Sep 60 to support Phase 6 trials. See Annex 1 regarding Arrow Training Programme. (viii) Engineering Orders 1nust be available when Phase 6 commences. Cold Lake Phase 7- Weapons Evaluation (i) Phase 7, CEPE/AAED trials to evaluate the Arrow 2 as a weapon with emphasis on the effectiveness of the aircraft as fighter. This Phase is an extension of the contractor's weapon system demonstration. (ii) Aircraft 26 and 27 will be fully operational. In Apr 61 aircraft 14 and 15 will be assigned to Phase 7. Although Phase 7 will continue for an indefinite period, after Sep 62 only two aircraft will be used as 14 and 15 will be assigned to ADC. The flying rate for tl1is test is 25 hours per aircraft per month. (iii) Two CFlOO ECM equipped aircraft will be required in Jan 61 for Phase 7. (o) Feb 61 31, 32,33 28, 29, 30, Uplands Phase 8 - Operational Suitability Test (i) The OPU, with CEPE assista11ce if required, will conduct Phase 8 at Uplands, the same base as Phase 6. Phase 8 must be conducted with the SAGE environment. See Annex 5 regarding Base for Phases 6 and 8. Six fully operational Arrow 2 aircraft are tentatively scheduled for this test. Date Trials Commence (p) ,~pr 61 (q) May 61 (r) Jui 61 APPENDICES APPENDIX "C" Aircraft Assigned location Type of Test 34, 35 36,37 19, 20 (ii) By Feb 61 sufficient ADC aircrew and servicing personnel must be trained to support the twelve aircraft assigned to Phases 6 & 8. (iii) On completion of Phase 8 injul 61 three of the test aircraft will be assigned to ADC operations and three will remain with the OPU for contintiation of operational testing. The flying rate is 25 hours per aircraft per n1onth. (i) Attrition During the eight test phases four aircraft have been allocated to 1neet any attrition. Approximately 3000 flying hours will be required to complete the Arrow develop1nent programme. Arrow Conversion Unit or first ADC Sqn to be equipped with Arrow 2 ADC Operations (i) First operational Arrow 2 delivered to ADC. Because of the nature of the development programme all results of the trials will not have been incorporated in production aircraft by the time the first aircraft are delivered to ADC. Hence tl1e first operational aircraft may not necessarily meet the OCH. However, their capability will have been established and as the results of the RCAF evalt1ation programme become available early production aircraft will be 1nodified to meet the OCH, ADC Operations (i) On completion of Phase 5 - All-Weather Trials, conducted during the winter of 60-61, aircraft 19 and 20 will be delivered to ADC in May 61. (ii) Further All-Weather testing, if necessary, will be conducted on aircraft assigned to Phase 7 which is expected to continue for an indefinite period. 31, 32, 33 ADC Operations (i) On completion of Phase 8 three of the six test aircraft will be delivered to ADC about Sep 61. Aircraft 28, 29 and 30 will remain with the OPU for continuation of operational testing. 141 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 142 APPENDIX "C" Date Trials Commence (s) Apr 62 (t) Apr 62 (u) Sep 62 (v) Jan 63 (w) Mar 63 Aircraft Assigned Location Type of Test ADC Operations 17, 18 (i) After being modified and equipped with ASTRA these two aircraft, which were used in Phase 4, will be delivered to ADC in Apr 62, Phase 4 is scheduled for completion by Apr 61 and about one year will be required to complete modifications and install ASTRA. 23, 24, 25 ADC Operations 9, 10, II 14, 15 (i) The three aircraft used in Phase 6, which concludes Apr 61, will be delivered to ADC about Apr 62 after being equipped with ASTR.A. and modified as required by the results of other trials. The modification programme will take about one year. ADC Operations (i) These three aircraft used by the contractor at Malton for Phase 3 trials will be assigned to ADC about Sep 62 after being modified to bring them up to the required operational standard. No. 11 aircraft will require ASTRA fitment. (ii) After Sep 62 Phase 3 continuation trials, if required, will be conducted on aircraft one to eight and No. 16 which will remain with the contractor for an indefinite period. ADC Operations (i) Aircraft 14 and 15 used in Phases 3 and 7 trials will be assigned to ADC about Jan 63 after being modified to bring them up to the required operational standard. Aircraft 26 and 27 also used on Phase 7 will remain with CEPE/AAED for an indefinite period to meet further testing requirements. 12, 13, 21, 22 ADC Operations (i) Aircraft 12 and 13 used by the contractor on the continuation of Phase 3 - Weapon System demonstration at Cold Lake will be assigned to ADC about Mar 63 after being modified to bring them up to the required operational standard. The build-up of the Arrow UEs to 12 aircraft per squadron shown in the ADC Section of the programme is based on a production rate of four Arrow aircraft per month commencing in Apr 61. APPENDICES ANNEX 1 TO APPENDIX "C" To Programme of Activities 1958-1962 RCAF ARROW TRAINING PROGRAMME 1. The introduction of the Arrow has raised the requirement for a training programme which, because of the complexity of the aircraft systems and the large number of aircraft involved, will be larger and more extensive than ever before required when introducing a new aircraft. For example, CEPE will need about 300 personnel trained in all aspects of Arrow maintenance by mid-1960 and the OPU will need 400 fully trained personnel by the end of 1960 to support Phases 6 and 8. The training of squadron maintenance personnel should also start in 1960. Therefore, between commencement of ground training, which should start in Jun 59, and conversion of the first sqn in Apr 61, about 110 personnel must be trained. A large instructional staff will be needed. In addition an aircrew conversion programme is required. The length of ground training course will vary between eight weeks and nine months. Training Requirement 2. In general terms the training required to support the introduction of the 37 Arrow aircraft is outlined as follows: Type of Training DURATION No of Trainees TIMING REMARKS 1. Sparrow 16 \vks 19 all ranks The 2nd of two courses (,) Courses arranged through USN was completed during the spring 1958 (bl Three officers and eight technicians to be assigned to the Sparro\v evaluation programme and Arrow Phases 3 & 7 trials l6 viks 6 all ranks Training lo be con1pleted (,) A minimum of sic technicians by early 1960. to be trained as CGTU Sparrov,, instructors by early 1960. 2. Drone Servicing 2 mos 2 Officers Training to be con1pleted (a) Arrangen1ents are being 1nade 23 Technicians by 1 Oct 58 with the contractor to train these personnel. (b) This establishment should be increased to about 50 when the Arrow programme starts. Training on high speed drones will be required. 143 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 144 ANNEX I TO APPENDIX "C" To Programme of Activities 1958-1962 Type of Training DURATION 3. Maintenance 10-12 wks & Operations of Cold Lake Range Facilities. 4. Telemetering 10-12 weeks equipment for Sparrow. 5. Airborne Data 10-12 weeks Acquisition System. 6. Arrow CGTU Staff. No of Trainees TIMING 5 Officers Training to be 27 Technicians completed by Apr 59 (OJT). 12 Technicians 1·raining to be completed by Apr 59 (OJT). 13 Technicians Training to be completed by Mar 60. (Approx 80) Instructors to be available to TC starting l Jan 59. REMARKS (,) Range personnel are required for Sparrow 2 trials. It is expected that this establishment will meet Arrow evaluation requirements. (,) These technicians, assigned to the Airborne Laboratory, are required to checkout the telemetering equipment for Sparrow 2. (,) In Mar 60, the staff of the Airborne Instrumentation Laboratory to increased by 13 technicians to maintain the Airborne Data Acquisition System installed in Arrow test aircraft. (,) Instructors will be needed in late 1959 to staff the Arrow conversion ground training unit. This unit will be required to train about 300 CEPE personnel by early 1960, 400 ADC personnel by late 1960 for Phases 6 and 8 and ADC personnel to support the Arrow sqn conversion programme by early 1961. The trainee population at the Arrow Conversion Ground Training Unit will average about 300 during 1960, 61 and part of 62. Type of Training DURATION No of Trainees 7. A.rrow A total of 12 officers and Electronic 138 technicians is re- Syste1ns quired to support the Training: CEPE Arrov.' evaluation program1ne. Below is a breakdov.-·n of the nu1nber of personnel taking the vanous courses. (a) Air Data ' 6 mons 3 Officers Navigation. 4 7 Technicians Platfor1n and Automauc Flight Control Systems. (b) Fire Control 6 mons 3 Officers System 44 Technicians (c) !FF L&S Band J n1onS 3 Officers Homers l 4 Technicians Doppler. TA.CAN (d) A,irbome 1/C A/G 3 1nons 3 (1fficers Communica- 33 Technicians lions, Data Link (e) Complete 3 1nons 12 Officers Electronic 27 Technicians Systen1 8 Arrow 2 Engine, 8-12 (a) 60 all ranks (approx) Airframe GSE weeks maintenance (b) 120 all ranks (approx) 9. Arrow 2 8-12 400 all ranke, (approx) maintenance ,.,,,eeks (all aspects) TIMING Of the total of 12 officers and 138 technicians, the training of 4 officers and 46 technicians to be completed by Mar 60 to support Phase 3; the retnaining 8 officers and 92 technicians should be trained by Sep 60 to support Phases 7 & 8. Training to be co1npleted hy Mar 60. '[raining to be completed by Jui 60. All training except 1\stra to be completed by Feb 61 APPENDICES ANNEX 1 TO APPENDIX "C" To Programme of Activities 1958-1962 REMARKS RCA is providing a training programme which will include layouts for AES sub-system training benches in an attempt to meet AST requirements. All the 12 officers and 27 technicians selected from the Arrow Electronic Systems courses outlined in 7(a)(b)(c)(d) to take this training. (a) Required by CEPE to support contractor's Phase 3 continuation trials at Cold Lake. (a) About 120 technicians in addition to the 60 technicians already sup- porting Arrow trials at Cold Lake and sho\vn above, will be required by CEPI for Phases 4 ,5 and 7. (,) About 400 personnel will be required by the OPU to conduct Phases 6 & 8. 145 RCAF AVRO ARROW TESTlNG & DEPLOYMENT PLANS 146 ANNEX 1 TO APPENDIX "C" To Programme of Activities 1958-1962 Type of Training DURATION No of Trainees TIMING REMARKS (bl The number of personnel needed to support Arrow 2 maintenance exclusive of Astra will not be known until about Jui 58 when the Personnel Requirements Data Study is completed at AVRO. Aircrew Training (,) (,) CEPE 3 (,) Two pilots and one observer have already been selected by CEPE. CEPE aircrew will be trained by the contractor. OPU not known 12 Pilots Six pilots required by Sep 60. (,) Aircrew suitable for employ- 6 Observers (Al) Six pilots and six observers ment on Phases 6 and 8 required by Feb 61. should be selected by ADC and assigned to the OPU in sufficient time to be trained before the trials commence. Selected crews should be assigned to CEPE in early 60 for Arrow familiarization and training. The require- ment for test pilot course and training on delta aircraft should be investigated and if necessary the crews should receive this training before being assigned to the OPU Training Facilities 3 Present plans call for the initial Arrow training of service personnel to be provided by the contractors, a limited number of CEPE and certain AMC and ADC staff personnel will be trained by the Contractor between 1 Jun 59 and Jan 60. Commencing in Jan 60 sufficient maintenance personnel will be trained to accept the first five aircraft and to provide and instructional cadre for the Arrow CGTU. Arrow training can best be accomplished if all ground training is concentrated at one base and under the APPENDICES ANNEX 1 TO APPENDIX "C" To Programme of Activities 1958-1962 supervision of one OC. This facility, which initially will be operated by the contractor will be located at RCAF Stn Camp Borden \Vhere facilities can be made available and the transition of the school to service operation can take place without interrupting training. Preliminary studies indicated that about 25,000- 30,000 sq ft of Ooor space is required by the Arrow Conversion Ground Training Unit. Responsibility for Arrow Ground Training 4 Training Command has been given the responsibility of Arrow maintenance trades training. The Arro\\.' Conversion Ground Training Unit is to be ready to commence training at Can1p Borden at 1 Jan 60. Aircrew Training 5 CEPE aircrev,1 for the Arrow evaluation have already been selected and a training programn1e is underway. Early in 1958 ADC should select aircrew for assignment to Phases 6 and 8 and the details of an aircre\\.' training programn1e worked out. 6 On the basis that Phases 6 and 8 will be conducted at Uplands consideration should given to locating the aircrew traini11g facility there also. Space for an Aircraft Systems Trainer and an Operational Flight Tactics Trainer will be required. Synthetic Trainers 7 AIRCRAFT SYSTEMS TRAINERS: Two AST's are needed to support technician and aircrew training as follows: (a) 1st AST: The 1st AST is now in development and should be in operatio11 by Jan 60. This AST will be used at the Arrow Conversion Ground Training Unit , Can1p Borden, for all Arrow aircraft technician training. (b) 2nd AST: This AST built to configuration of the 18th Arrow, will be needed for aircraft conversion training. 8 ASTRA TRAINERS. lt is estimated tl1at 300 to 400 of the 1100 tradesmen required by Apr 61 will need varying degrees of training on the Astra integrated flight syste1n. Tl1is will produce an average trainee population of about 100 students at the Arrow training facility. RCA is providing an Astra training programme, and indications are that the lengths of tl1e courses will vary from three to nine months. Although only one Astra system l1as been allotted to training, the components of three systems are required to meet the training program1ne. A co111plete Astra system trainer will need about 8000 square feet of Door space. 9 OPERATIONAL FLlGHT AND TACTICS TRAINER. Because no dual Arrow aircraft are being considered there is an urgent requirement for OFTTs. The first OFTT will be needed at Upla11ds in Sep 60 to support ADC aircrew training for Phases 6 and 8. On completion of the initial conversion training programme this trainer will be assigned either to the Arrow OTU or will re1nain at Uplands for sqn continuation training. This OFTT should be ordered by mid-1958. 147 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 148 ANNEX 2 To APPENDIX "C" To Programme of Activities 1958-1962 ARROW STAGING FACILITIES 1 Staging facilities will be required by the contractor in Mar 60 and the RCAF in Jul 60 as is will not be practical to fly test Arrow aircraft from Malton to Cold Lake non-stop. The ferrying range of the Arrow is about 1400 nm and the direct route between Toronto and Cold Lake is 1350 nm. Although the contractor will be responsible for flying the four aircraft for Phase 3 continuation trials the RCAF will assist with the staging. Staging Requirement 2 (a) STAGING BASE LOCATION: The staging base should be located about 60-70% of the distance between Toronto and Cold Lake. (b) RUNWAY: The minimum runway requirements for ferrying development Arrow aircraft are 10,000 feet long (sea level conditions) and 200 feet wide to support a maximum gross weight of 70,000 lbs with a bearing pressure of 260 lbs psi. The minimum runway length requirement for operational Arrow aircraft is 8,000 feet with two 1000 ft overshoot areas. (c) POL: There are no special POL requirements. Only normal RCAF spec POL for jet aircraft will be required. (d) SERVICING REQUIREMENT: In addition to normal servicing equipment, the following equipment peculiar to the Arrow will be required: (i) Air Conditioning unit, (ii) Power Unit, (iii) Starting Unit, (iv) Liquid oxygen replenishing facilities. (e) PERSONNEL: A crew of one WO and about ten technicians will be required to service an Arrow at the staging base. Frequency of Use 3 The staging base will be used about once a month for approximately ten months beginning Mar 60 for ferrying Arrow test aircraft to Cold Lake. Additional flights may be required if it is necessary for these aircraft to return to Malton for factory modifications or maintenance. Should an Arrow OTU be established at Cold Lake the requirement for a staging facility would continue. APPENDICES Review of Suitably Located Bases ANNEX 2 To APPENDIX "C" To Programme of Activities 1958-1962 4 The Canadian airfields that most nearl)' meet operational requirements and are located with the desirable staging range are as follows: DEPARTMENT OF TRANSPORT Regina Saskatoon Vv'innipeg Gimli Portage la Prairie MacDonald Runway Length 6,400 8,300 7,000 Runway Length 7,200 7,000 7,000 Gross WT Capacity 90,000 lbs 62,000 lbs 150,000 lbs RCAF Gross WT Capacity 30,000 lbs 70,000 lbs 86,000 lbs Dist From Toronto 1,098 nm 1,200 Ilm 812 nm Dist From Toronto 822 nm 850 nrn 862 nm Based on the minimum operational requirements outlined in para 2 above it is apparent that there are no suitable staging facilities already available in Canada. 5 US Base. Headquarters USAF has conct1rred in an RCAF request for the use of tl1e USAF base at Minot North Dakota area for staging Arrow aircraft during the test period. Headquarters USAF has authorized direct communications between AMCJS(W) a11d USAF ADC for the detailed planning of the staging. 149 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 150 ANNEX3 To APPENDIX "C" To Programme of Activ"ities 1958-1962 Basic System COLD LAKE EVALUATION SYSTEM FOR SPARROW AND ARROW TRIALS 1 The evaluation system required for the Sparrow 2 and Arrow evaluation programme is composed of a Data Collecting and Processing Unit, a check-out facility for airborne equipment and an airborne Data Acquisition System in the Arrow. Because of the distance separating Cold Lake Station from the range site the Data Collecting and Processing unit is divided into two components; a Data Collection Facility at the range and a Data Processing Facility at Cold Lake Station. Data collected at the range is converted to digital form and transmitted over a radio link to the Data Processing Facility at Cold Lake Station. Information gathered during the flight will be either telemetered to the Data Collection Facility or recorded on magnetic tapes and film strips which form part of the Airborne Data Acquisition System installed in all Arrow test aircraft. A Check-out Facility will be use to pre-flight check airborne test equipment. Cold Lake Range Data Collection Facility. 2 The Data Collection Facility is composed of the following units: (a) PRIMARY DATA COLLECTION SYSTEM: This system receives and records on magnetic tape, FM/FM, PDM/FM or PDM/FM/FM type of telemetered signals. Concurrently with the recording of data on magnetic tape, these data are fed to the appropriate ground station during real-time operation for the production of Quick-look real-time records. The system should be capable of playing back, after completion of a specified test, the magnetic tapes to the appropriate ground station for further processing. Duplicate installation of antennas, receivers, recorders, etc. are required to provide and operational back-up. (b) FM GROUND STATION: This station accepts the complex FM signal, either directly from the FM receivers at real-time rates or from the magnetic tapes during play-back. The system should be capable of accepting any 12 of the 18 standard sub-carrier frequencies as laid down by the Inter-Range Instrumentation Group, including the capability for accepting the top five frequencies with frequency deviation of+ 15°/4. (c) PDM GROUND STATION: This station accepts PDM data, either directly from the PDM receivers at real-time rates or fro1n the magnetic tapes during play-back. (d) QUICK-LOOK RECORDING SYSTEM: This system contains two i11dependent recorders capable of recording simultaneously at least 16 channels of data of data form d.c. up a data frequency of 2 kcs. (e) PULSE CODETELEMETERING SYSTEM: This system accepts data from the FM and/or PDM Ground Stations and converts it into digital code for transmission over the radio link to the Cold Lake Station Data Processing Facility. APPENDICES Radio Link ANNEX 3 To APPENDIX "C" To Programme of Activities 1958-1962 3 Data compiled at the Cold Lake Range Data Collection Facility is transmitted to the Data Processing Facility at Cold Lake station over a line-of-sight range of about 30 miles. This radio link should operate either on the 216 to 245 mes or the 800 to 850 mes frequency range. Kinetheodolites 4 Nine kinetheodolites are located at the Cold Lake Range. An investigation is underway to determine the possibility of automatically reducing data fron1 the theodolites without unacceptable losses in accuracy. In addition, an investigation is required to determine whether the maximum speed and altitude capabilities of the present kinetl1eodolites meet Arrow and Sparrow 2 requirements. Cold lake Station Data Processing Facility 5 The Data Processing Facility is composed of the following units: (a) PCM DATA COLLECTION SYSTEM. This system accepts the digital code, as transmitted over the radio link from the range, through a receiver and converts these data to a parallel code suitable for recording on a digital 1nagnetic tape recorder. (b) QUICK-LOOK RECORDING. A Quick-look recording system capable of recording (for editing purposes) data in the form of at least six selected simultaneous analog traces is required. (c) DATA PROCESSING FOR COMPUTER: The Data Processor converts data to a format suitable for an IBM computer. The syste1n contains a Programme and Control feature enabling selection of data to be translated onto comp11ter tape. In addition a computer of the IBM 704 type together with plotting and printing equip1nent is required for Arrow evaluation. (d) TEST AND CALIBRATION EQUIPMENT: Special test and calibration equipment for the routine operation and maintenance of the complete Data Processing Facility is required. Airborne Data Acquisition System 6 Most of the evaluation data gathered during Oight will be recorded on magnetic tapes and film strips of the Airborne Data Acquisition System which will be installed in all Arrow aircraft at Cold Lake. This equipment must be available by early 1960. Magnetic Tape Recorder/Reproducer Equipment 7 A 14-track magnetic tape recorder/reproducer is required at Cold Lake Station to record the data collected by the Airborne Acquisition System installed in the Arrow. However, to process data for reduction the following additional equip1nent is required: 151 RCAF AVRO ARROW TESTING &: DEPLOYMENT PLANS 152 ANNEX3 To APPENDIX "C" To Programme of Activities 1958-1962 (a) Discrimators, selector units and filters, as well as, (b) PDM decommutator and associated equipment. Check-out Facility 8 A PDM and FM monitoring system is required to check-out the airborne test equipment at Cold Lake Station. This facility should record at least six traces of PDM data or four traces of FM data simultaneously. 9 By Mar 60 the capacity of the check-out facility must be increased to 45 traces of PDM and 14 traces of FM to handle both Arrow and Sparrow 2 testing. Data Link - Ground Environment 10 A AN/GKA-5 Data Link ground station to test the operational modes of the Arrow Weapons System has been ordered and delivery is expected in Aug 58. Tentative planning calls for this equipment to be set up initially at RCA Camden; then at Malton for initial Arrow trials; and move to Cold Lake Mar 60 for Arrow continuation testing. Precision Radar 11 The three M33-C AA radars, already in operation at the Cold lake Range will be required for the Sparrow 2 evaluation programme. An investigation of the capabilities of these radars should be made to determine the operating limits and if any modifications are required for the Arrow evaluation programme. CGI 12 The Arrow evaluation programme will require complete CGI coverage to at least 200 miles and altitudes up to 70,000 feet. Modifications to improve range and height are planned for the present CGI. These are scheduled to be completed before Mar 60 when the Arrow evaluation programme begins at Cold Lake. These improvements will meet the Arrow evaluation progra1nn1e requirements. Construction Requirements 13 See Annex 4 - Cold Lake - Hangar and Other Accommodation Requirements Personnel Requirements 14 COLD LAKE RANGE FACILITIES: The personnel establishment required to operate the Range Facilities during the Sparrow 2 evaluation programme is five officers and 27 other ranks. It is anticipated that this establishment will meet Arrow requirements. Range personnel are required by Apr 59 for the Sparrow progra1nme, however, the date set for lransferring these people to Cold Lake should be governed by the comments in para 16 below. APPENDICES 15 Cold Lake Station: ANNEXJ To APPENDIX "C" To Programme of Activities 1958-1962 (a) AIRBORNE INSTRUMENTATION LABORATORY: Twelve personnel are required lo check-out the telen1etering equipment for the Sparrow 2. These technicians are required by Apr 59. (b) In Mar 60 the establishment in 15(a) above should be increased to about 25 to include perso11nel to 1naintain the Airborne Data Acquisition System. (c) DATA PROCESSING FACILITY: The Data Facility will be operated under a civilian contract. The agreement calls for the contractor to operate and maintain existing processing equipment as well as the additional equipment required for Arrow 2 and Arrov,r programmes. Although the number of personnel required will vary because of fluctuations in workload it is expected that on the average about 25 civilians will be required at Cold Lake throughout the Sparrow 2 and Arrow evaluation programmes. Status of Evaluation System 16 i\ssuming that the contract for the ground teletnetry and data processing system was let by May 58 eight months will be required to install and check-out the system. The evaluation syste1n will be operational about 01 Jan 59, in time to meet the commencement of Sparrow 2 trials scheduled for Apr 59. 153 RCAF AVRO ARROW TESTING &; DEPLOYMENT PLANS 154 ANNEX4 To APPENDIX "C" To Programme of Activities 1958-1962 COLD LAKE HANGAR AND OTHER ACCOMMODATION REQUIREMENTS Hangar Accommodation Requirements 1 During the period in question indications are that the following aircraft will be established at the units indicated: (a) (b) (c) (d) 3(AW) OTU Weapons Training Unit Cold Lake Station AAED 58-59 59-60 60-61 61-62 CFlOO T33 Dakota CFlOO T33 CFIOO (Visiting Sqn) 62 2 2 3 8 9 Dakota 4or4M 1 HS Otter T33 Mitchell l Lane IODC I 1 I 2 F86 ( chase and 3 tow ale) H34 1 CFlOO (chase 3 ale) CFIOO SM 6 CFIOO 4A (ECM ale) Arrow I 62 2 2 3 8 9 1 1 I 2 3 I 7 6 1 4 62 2 2 3 8 9 1 1 1 62 2 2 3 8 9 I I I (based at Namao after Mar 60) 2 1 7 4 2 10 2 I 4 2 8 APPENDICES ANNEX4 To APPENDIX "C" To Programme of Activities 1958-1962 2 Assuming adequate first line maintenance conditions for all aircraft and 100 percent coverage for the Arrow aircraft employed on Phases 3, 4, 5 and 7 the following steel arch hangars are required: CFIOO, duals 4A, 5M 133, Otter, F86, Mitchell, H5,H34 Lane lODC Arrow 58-59 6.7 1.5 8.2 59-60 60-61 61-62 6.7 6.8 6.7 1.5 1.3 1.3 0.7Mar60 1.3 Jul60l.7 1.7 Jan6l 8.9 9.8 9.7 There are only one Stage II Cantilever and five Steel Arch hangars at Cold Lake. On the assumption that the Stage II Cantilever is equivalent to 2.5 steel arch hangars, the following additional hangars are required: 58-59 59-60 60-61 61-62 Additional Steel Arch Hangars Required 0.7 1.4 2.3 2.2 3 Based on the aircraft establishments outlined in para (1) the Cold Lake units should be able to cope during 1958-59 by accepting hangar allotments slightly below the approved minimum requirements. How ever CEPE has stated that the hangar space available to AAED is 11ot adequate for present commitments and that the situation will be worse in 1958-59 when the Argus is tested. Therefore, Mar 60 when the Arrow trials begin, the hangar deficiency becomes critical. The requirement for additional hangars would be diffi cult to support because of the short term nature of the evaluation programme. Moreover, even if approval for the hangars were sought immediately, construction would not be completed in time. Therefore the only alternative action is to remove or cut-back some the Cold Lake units during the 1960 to 62 critical period. 4 CEPE/AAED HANGAR REQUIREMENT. Mar 60 to late 62 CEPE/AAED hangar requirements, in addition to the steel arch hangar already occupied are as follows: (a) One Stage II Centilever or, (b) One Steel Arch and 0.5 Stage II Cantilever or, (c) Two steel arch hangars. This hangarage will accommodate the AAED aircraft shown in para 1 (d) a11d the Cold Lake station aircraft shown in para 1 (c) which, with the exception of the Expeditors, are required for search and rescue and range operation. Although it would be desirable to have all Arrow maintenance consolidated in the 155 RCAF AYRO ARROW TESTING & DEPLOYMENT PLANS 156 ANNEX4 To APPENDIX "C" To Programme of Activities 1958-1962 Stage II cantilever and the chase, etc aircraft accommodated in the AAED steel arch hangar this may not be practical when all factors are considered. for instance central maintenance and CflOO facilities are located in this hangar. These would have to be relocated if the cantilever were modified to accommodate the Arrow. It may therefore be more practical and economical to modify a steel arch hangar for the Arrow trials than relocate central maintenance. feasibility/cost studies on modifying steel arch and cantilever hangars for the Arrow evaluation are being carried out. 5 POSSIBLE COURSE OF ACTION TO PROVIDE HANGAR ACCOMMODATION FOR ARROWEVALUATION. Assuming that no additional hangars will be constructed to provide the necessary accommodation, the following action would provide the space required: (a) REDUCE 3 (AW) OTU AIRCRAFT UE AND STAND-DOWN THE WPU DURING THE WINTER. Accommodation equivalent to one steel arch hangar can be made available by standing down the WPU during the two critical winter periods of 60-61 and 61-62, and the additional hangar can be provided by reducing the OTU CFlOO UE in 1960. ADC Sqn UEs will be reduced to 12 aircraft with the introduction of the Arrow; this in turn will reduce the aircrew requirement by 81 crews or a reduction of 25% in AW fighter crews. This should permit a cut-back of at least 10-12 CFlOOs at the OTU in 60-61 which would provide the extra hangar accommodation required. (b) Therefore, two steel arch hangars could be made available in 1960 for the Arrow evaluation programme by standing down the WPU during the winter of 1960-61 and 61- 62 and reducing the 3 (AW) OTU CFIOO UE. Additional Facilities Required 6 Sparrow Evaluation (a) TOWED AND DRONE TARGET WORKSHOP. In Jun 58 space will be required for uncrating, assembling and servicing KDA drones. (b) SPARROW LOADING HANGAR. A Guided Missile loading l1angar is required by Apr 59. (c) A 4-BAY ALERT HANGAR is being provided to n1eet the requirements stated in 6(a) and 6(b). Although the Towed and Drone Target Workshop is needed in Jun 58 the 4-bay alert hangar will not be ready before Oct 58. (d) FACILITY FOR SERVICING SPARROW MISSILES. Approval has been sought to modify a portion of the standard armament building already at Cold Lake to meet the requirement for a facility to maintain Sparrow missiles and store support equipment. This accommodation is scheduled to be available by Aug 58. APPENDICES 7 Arrow Evaluation ANNEX4 To APPENDIX "C" To Programme of Activities 1958-1962 (a) HANGAR MODIFICATIONS. Electrical power outlets at each aircraft maintenance station to operate 1nain and auxiliary hydraulic rigs, nitrogen compressor, and electronic test equipment. Air conditioning is also required at each aircraft position. (b) COVER SPACE FOR GROUND SUPPORT EQUIPMENT. A floor space of at least 8000 ft is needed to service and store mobile ground equipment such as engine starting units, po\\.'er and cooling air trucks, main hydraulic rigs, nitrogen compressors, engine change equipment and access platforms. (c) DATA PROCESSING FACILITY. The existing facility will be enlarged during 58 to meet Sparrow evaluation requirements and further expanded in 1959 to meet Arrow test requirements. It may be possible to house the Data Processing Facility in the cantilever hangar, if not, a new building v,.rill be required. (d) ASTRA SHOP This shop will consist of a Fire Control System, an Automatic Flying Control System, Telecommunications and Navigation System facilities. About 10,000 sq ft is required. (e) ELECTRICAL SHOP It is expected that existing facilities will be adequate in respect to Ooor space. (0 INSTRUMENT SHOP. Although additional facilities will be required for servicing and checking new type instruments extra floor space will not be required as the new equipment can be housed in existing shops. (g) BATTERY SHOP An additional battery room will be required to handle the nickel cadmium batteries. About 100 sq ft will be adequate. (h) LIQUID OXYGEN CHARGING AND STORAGE. A space about 600 sq ft will be required for charging, servicing and storing Arrow 2 oxygen converters. In addition about 200 sq ft will be needed to accom1nodate a SOO gal. storage tank and a SO gal. mobile liquid oxygen trailer. (j) ENGINE ACCESSORIES ASSEMBLY AND TEST FACILITY. The accessories assembly shop will require about 2000 sq ft. The engine running facility, which should be located in an area remote from other facilities, will require about 2000 sq ft. (k) HYDRAULIC SHOP This facility requires about 400 sq ft. (I) DRAG CHUTES. Space will be required for hanging and storing chutes. Adequate space may be available witl1 existing facilities. 157 RCAF AVRO ARROW TESTING & DEPLOYMENT PLANS 158 ANNEX4 To APPENDIX "C" To Programme of Activities 1958-1962 (m) TURN-AROUND HANGAR SPACE. A requirement has been registered for two turn-around hangars to effectively demonstrate Arrow state of readiness and "turn-arounds". Two readiness hangars of existing type can be adapted; however, it may be difficult to obtain approval for their construction as there may nol be a long term requirement for these hangars at Cold Lake. If this is the case it is recommended that the demonstrations of states of readiness and "turn-arounds" be included in Phase 8 trials where the operational environment is suitable. Runways 8 On 16 Jan 58; approval was granted for the construction of a 4,300 ft extension to the main runway, complete with the necessary lighting, parking aprons, warm-up pads and taxiways to meet joint needs of the RCAF and USAF The contract is planned to be let by mid-58 and construction is scheduled for completion by late 59. This will meet Arrow evaluation requirements. Personnel Accommodation 9 SERVICE PERSONNEL. With 300 PMQs scheduled for completion this year and about 650 single quarters yet to be occupied, no difficulty is foreseen in providing accommodation for service personnel during the Sparrow and Arrow evaluation programme. 10 CONTRACTOR PERSONNEL. Commencing Apr 59, a small number of contractor personnel will be required at Cold Lake to support the Sparrow 2 programme. During the peak Sparrow test period in 59-60 about 60 contractor personnel will be employed in Cold Lake. The require1nent for accommodation will increase in Mar 60 when additional personnel arrive for the Arrow tests. To support the four contractor aircraft during the peak period of the contractor conducted trials, the following personnel are required: Servicing - 120 Flight Test Engineers 80 Miscellaneous 10 210 Of these, 120 must be contractor personnel and about 90 could be RCAF if properly trained. Therefore, during 60-61 accommodation for about 170-180 contractor personnel is required. Beyond 1961 about 60 contractor personnel will be located at Cold Lake to support development to improve Arrow capability. 11 Government approval will be sought to have 100 rental housing units constructed at Grand Centre Alta for contractor personnel assigned to Cold Lake. Subject to obtaining approval and CMHC making the necessary arrangements with a contractor, construction is expected to begin in 1958 with some units available by late 58. This program1ne should provide sufficient married quarters for contractor personnel. APPENDICES ANNEX 5 To APPENDIX "C" To Programme of Activities 1958-1962 BASE FOR PHASES 6 AND 8 ARROW TRIALS 1 Phase 6, Inte11sive Flying, and Phase 8, Operational Suitability Tests, are scheduled to begin in Sep 60 and Feb 61 respective!)'· Three aircraft have been assigned to Phase 6 and six aircraft to Phase 8. Phases 3, 4, 5 and 7 only of the Arrow evaluation program1ne can be conducted at Cold Lake because of limited hangar accommodation. Therefore fro1n the hangar availability standpoint alone another base must be selected for Phase 6 and 8. Factors to Be Considered When Selecting a Base for Phases 6 and 8 2 i\lthough from an evaluation point of view it is not necessary to conduct both phases from the same base shortages in test and maintenance equipment and availability of qualified personnel make it mandatOr)' that Phases 6 and 8 be conducted by the same unit a11d from the same base. 3 An ,<\DC base should be selected because: (a) Modifications to base facilities supporting the program1ne can be readily adapted to sqn operations on completion of the trials; and (b) A better evaluation of logistic support and base facility requirements can be obtained if the trials were conducted from an established ADC base 4 Phase 8 must be conducted within the SAGE environment as one of the key factors in the operational suitability trials is the progran1ming of the aircraft into a SAGE computer. Phase 8 trials are scheduled for Feb - Jui 61 and even if a Canadian SAGE sector is approved installatio11 would not be completed by this date. Therefore there are only two alternatives: (a) Carry out the trials from an ADC base which is covered by an American SAGE sector, or (b) Seek permission to use a USAF base within the SAGE environment. Uplands as a Possible Site for Phases 6 and 8 5 HANGARS. Hangar accommodation can be provided at Uplands by allotting one of the steel arch hangars completed this year to the OPU. Fron1 Feb to Apr 61 Phases 6 and 8 overlap 9 Arrow aircraft require accommodation during this peak period. One Sqn or CEPE may have to give up space in a steel arch hangar until Phase 6 is completed. Hangar modifications will be required to provide power and air conditioning outlets. 6 RUNWAYS. 8800 ft available with no overshoots. 10,000 square feet has been stated as the requirement for Arrow testing. Barriers will be needed if the runway is not extended. 159 RCAF AV RO ARROW TES TI NG & D E PLOYMENT P LANS 160 ANNEX 5 To APPENDIX "C" To Programme of Activities 1958-1962 7 PERSONNEL ACCOMMODATION. About 400 personnel will be involved in supporting Phase 6 and 8. Approximately 75% of this total will co111e fro1n units other than Uplands. Therefore additional accom1nodation may be required. 8 ALERT HANGARS. Two readiness hangars of the existing type are required to evaluate states of reacliness and "turn-arouncl" capability of tl1e aircraft. 9 SYNTHETIC TRAINER$. Space to acco1111nodate as Aircraft Systems Trainer and an Operational Flight and. Tactics Trainer is re.quired. 10 ADDITIONAL FACILITIES. Space for ground support equipment, a complete Astra shop; a Liquid Oxygen charging a11d storage facility; Hydraulic Shop; engine shop with silenced run-up facility and missile n1ainte11ance and storage accommodation is required . .. arrowavrocf105mk0000unse_0001 arrowavrocf105mk0000unse_0002 arrowavrocf105mk0000unse_0003 arrowavrocf105mk0000unse_0004 arrowavrocf105mk0000unse_0005 arrowavrocf105mk0000unse_0006 arrowavrocf105mk0000unse_0007 arrowavrocf105mk0000unse_0008 arrowavrocf105mk0000unse_0009 arrowavrocf105mk0000unse_0010 arrowavrocf105mk0000unse_0011 arrowavrocf105mk0000unse_0012 arrowavrocf105mk0000unse_0013 arrowavrocf105mk0000unse_0014 arrowavrocf105mk0000unse_0015 arrowavrocf105mk0000unse_0016 arrowavrocf105mk0000unse_0017 arrowavrocf105mk0000unse_0018 arrowavrocf105mk0000unse_0019 arrowavrocf105mk0000unse_0020 arrowavrocf105mk0000unse_0021 arrowavrocf105mk0000unse_0022 arrowavrocf105mk0000unse_0023 arrowavrocf105mk0000unse_0024 arrowavrocf105mk0000unse_0025 arrowavrocf105mk0000unse_0026 arrowavrocf105mk0000unse_0027 arrowavrocf105mk0000unse_0028 arrowavrocf105mk0000unse_0029 arrowavrocf105mk0000unse_0030 arrowavrocf105mk0000unse_0031 arrowavrocf105mk0000unse_0032 arrowavrocf105mk0000unse_0033 arrowavrocf105mk0000unse_0034 arrowavrocf105mk0000unse_0035 arrowavrocf105mk0000unse_0036 arrowavrocf105mk0000unse_0037 arrowavrocf105mk0000unse_0038 arrowavrocf105mk0000unse_0039 arrowavrocf105mk0000unse_0040 arrowavrocf105mk0000unse_0041 arrowavrocf105mk0000unse_0042 arrowavrocf105mk0000unse_0043 arrowavrocf105mk0000unse_0044 arrowavrocf105mk0000unse_0045 arrowavrocf105mk0000unse_0046 arrowavrocf105mk0000unse_0047 arrowavrocf105mk0000unse_0048 arrowavrocf105mk0000unse_0049 arrowavrocf105mk0000unse_0050 arrowavrocf105mk0000unse_0051 arrowavrocf105mk0000unse_0052 arrowavrocf105mk0000unse_0053 arrowavrocf105mk0000unse_0054 arrowavrocf105mk0000unse_0055 arrowavrocf105mk0000unse_0056 arrowavrocf105mk0000unse_0057 arrowavrocf105mk0000unse_0058 arrowavrocf105mk0000unse_0059 arrowavrocf105mk0000unse_0060 arrowavrocf105mk0000unse_0061 arrowavrocf105mk0000unse_0062 arrowavrocf105mk0000unse_0063 arrowavrocf105mk0000unse_0064 arrowavrocf105mk0000unse_0065 arrowavrocf105mk0000unse_0066 arrowavrocf105mk0000unse_0067 arrowavrocf105mk0000unse_0068 arrowavrocf105mk0000unse_0069 arrowavrocf105mk0000unse_0070 arrowavrocf105mk0000unse_0071 arrowavrocf105mk0000unse_0072 arrowavrocf105mk0000unse_0073 arrowavrocf105mk0000unse_0074 arrowavrocf105mk0000unse_0075 arrowavrocf105mk0000unse_0076 arrowavrocf105mk0000unse_0077 arrowavrocf105mk0000unse_0078 arrowavrocf105mk0000unse_0079 arrowavrocf105mk0000unse_0080 arrowavrocf105mk0000unse_0081 arrowavrocf105mk0000unse_0082 arrowavrocf105mk0000unse_0083 arrowavrocf105mk0000unse_0084 arrowavrocf105mk0000unse_0085 arrowavrocf105mk0000unse_0086 arrowavrocf105mk0000unse_0087 arrowavrocf105mk0000unse_0088 arrowavrocf105mk0000unse_0089 arrowavrocf105mk0000unse_0090 arrowavrocf105mk0000unse_0091 arrowavrocf105mk0000unse_0092 arrowavrocf105mk0000unse_0093 arrowavrocf105mk0000unse_0094 arrowavrocf105mk0000unse_0095 arrowavrocf105mk0000unse_0096 arrowavrocf105mk0000unse_0097 arrowavrocf105mk0000unse_0098 arrowavrocf105mk0000unse_0099 arrowavrocf105mk0000unse_0100 arrowavrocf105mk0000unse_0101 arrowavrocf105mk0000unse_0102 arrowavrocf105mk0000unse_0103 arrowavrocf105mk0000unse_0104 arrowavrocf105mk0000unse_0105 arrowavrocf105mk0000unse_0106 arrowavrocf105mk0000unse_0107 arrowavrocf105mk0000unse_0108 arrowavrocf105mk0000unse_0109 arrowavrocf105mk0000unse_0110 arrowavrocf105mk0000unse_0111 arrowavrocf105mk0000unse_0112 arrowavrocf105mk0000unse_0113 arrowavrocf105mk0000unse_0114 arrowavrocf105mk0000unse_0115 arrowavrocf105mk0000unse_0116 arrowavrocf105mk0000unse_0117 arrowavrocf105mk0000unse_0118 arrowavrocf105mk0000unse_0119 arrowavrocf105mk0000unse_0120 arrowavrocf105mk0000unse_0121 arrowavrocf105mk0000unse_0122 arrowavrocf105mk0000unse_0123 arrowavrocf105mk0000unse_0124 arrowavrocf105mk0000unse_0125 arrowavrocf105mk0000unse_0126 arrowavrocf105mk0000unse_0127 arrowavrocf105mk0000unse_0128 arrowavrocf105mk0000unse_0129 arrowavrocf105mk0000unse_0130 arrowavrocf105mk0000unse_0131 arrowavrocf105mk0000unse_0132 arrowavrocf105mk0000unse_0133 arrowavrocf105mk0000unse_0134 arrowavrocf105mk0000unse_0135 arrowavrocf105mk0000unse_0136 arrowavrocf105mk0000unse_0137 arrowavrocf105mk0000unse_0138 arrowavrocf105mk0000unse_0139 arrowavrocf105mk0000unse_0140 arrowavrocf105mk0000unse_0141 arrowavrocf105mk0000unse_0142 arrowavrocf105mk0000unse_0143 arrowavrocf105mk0000unse_0144 arrowavrocf105mk0000unse_0145 arrowavrocf105mk0000unse_0146 arrowavrocf105mk0000unse_0147 arrowavrocf105mk0000unse_0148 arrowavrocf105mk0000unse_0149 arrowavrocf105mk0000unse_0150 arrowavrocf105mk0000unse_0151 arrowavrocf105mk0000unse_0152 arrowavrocf105mk0000unse_0153 arrowavrocf105mk0000unse_0154 arrowavrocf105mk0000unse_0155 arrowavrocf105mk0000unse_0156 arrowavrocf105mk0000unse_0157 arrowavrocf105mk0000unse_0158 arrowavrocf105mk0000unse_0159 arrowavrocf105mk0000unse_0160 arrowavrocf105mk0000unse_0161 arrowavrocf105mk0000unse_0162

Preliminary Aircraft Operating Instructions Arrow 1 Part 1

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