On Thursday 8th July, ThrustSSC was finally ready for the first Installed Engine Tests - which would check the fuel and control systems with the engines in the car. These tests are the final obstacle before the car can move under it’s own power on the runway at the DRA, Farnborough.

(Rolling ThrustSSC out of Q Shed. Photo: Jeremy Davey)

To test the engines, the car is restrained from moving - and with ThrustSSC’s twin Spey jet engines producing some 50,000 lbs of thrust at full reheat, this test must be conducted in a purpose built facility capable of handling the jet exhaust and the pull of the car. DTEO Boscombe Down has just such a facility, and the Installed Engine Test will start there on Monday. With a weekend intervening before the car could be taken to Boscombe Down, the ThrustSSC Team decided to perform the initial checks at Farnborough, taking the engines no higher than ‘idle’ to test the fuel and control systems were free of leaks and working as designed.

(ThrustSSC is fuelled for the first time. Photo: Jeremy Davey)

Late on Saturday afternoon, the Farnborough fuel bowser was brought to Q Shed and the tanks filled. After they had been primed with 2psi of nitrogen to put a head of fuel pressure into the systems, ThrustSSC was towed onto the short runway outside the hangar and beneath a brooding sky left over from the morning's rain, was tethered to the team’s two Supacat support vehicles to prevent it running away.

(The Farnborough fire-crew and their engines with ThrustSSC. Photo: Jeremy Davey)

Richard Noble had already arranged for support from the airfield fire-service, who were persuaded to give up their evenings by the promise of having their photograph published on the Internet that evening! (Please see the picture to the right, gentlemen, and thank-you very much indeed for your help today.) The two huge airfield fire-engines were brought up either side of the car, and the crews stood by, hoses ready in case of any emergency.

(Andy Green settles into his cockpit. Photo: Jeremy Davey)

Andy Green donned his Panotex driving suit and helmet, and took up his station in the cockpit. The air-starter - a gas-turbine powered compressor that supplies the enormous quantities of air required to start the Speys - was fired up and the hose connected to the left-hand engine.

(The left-hand Spey burns off the inhibiting oil. Photo: Jeremy Davey)

Controlled by Steve Wiltshire of the ThrustSSC Engine Team, the test began with a ‘dry spin’ - no fuel, no ignition, just checking that the engine turned over with no problems. Next was the ‘wet spin’, with fuel being initiated to clean out the fuel system - but still with no ignition. Another dry spin cleared out the unburned fuel from the Spey, followed by fuel and ignition. Smoke billowed from the jet’s exhaust as the engine lit and the inhibiting oil which protects the seals and pipework in storage was burned off. The engine was run up past the stagnation point of 46% of maximum engine revolutions - the point at which the engine can begin to sustain its own motion without assistance from the starter. Reaching an idle at some 50.5%, the engine was developing 600 lbs of thrust - a fraction of that to come. Running slightly hot at first, the left-hand engine improved continually as it ran, much to the satisfaction of Steve Wiltshire.

(ThrustSSC beneath a magnificent sky. Photo: Jeremy Davey)

Next it was the turn of the right-hand engine. Dry spins went well. Wet spins also went well, with the following dry spin clearing out the engine. However, when the next test attempted to start the engine, it refused to fire. An ignition problem - or possibly a fuel system problem - was diagnosed.

(The Engine Team discuss the tests with Driver Andy Green. Photo: Jeremy Davey)

Steve Wiltshire was very satisfied with his day’s work: "I’m happy," he said. "I’m pleased we got one going - that was the first hurdle. One they’re both running we’ll have more hurdles, but I’m hopeful to get the right-hand engine running tomorrow." He pointed out that the throttle movement had been limited to restrict the power ThrustSSC’s driver Andy Green could get out of the engines to just 50.5% of maximum revolutions. These would now be adjusted to allow 55% - the normal idling speed of a Spey. His admiration for Rolls-Royce’s product was evident: "These engines are one of the best made for some time. They really are a workhorse engine - a real monster. They can be temperamental, but we’ll get to the bottom of the problem."

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