Operating a jet car is, for me at least, just like flying a jet fighter - everything has to be done accurately and safely, nothing can be missed or forgotten.
For that reason, all of us work to checklists. Checklists for the pre-rollout, some of which I will sign (such as the cockpit and occasionally the parachutes), checks for the preparation before starting, checks for the refuel and turn-round between runs, and so on. Key to my part in all this are the cockpit checks, which ensure that everything is checked and working before each run, that everything is done in a safe order and nothing is forgotten.
The cockpit checks which I was using in Jordan are listed below, with some explanation of the reasons behind the checks - as you will see, safety is a recurring theme (which reflects the aim of the whole project: To build a safe Car and then make it go fast. This applies to operations just as much as design).
The cockpit checks for the actual runs have been divided into 3 parts - this first is to prepare the Car for engine start, the second part covers the engine start and subsequent checks up to the run, while the third part covers the shutdown after the run.
In addition to the above, there are two other checklists - for the Fire System and for the Post-Run Debrief.
[Editors Note: All of Andy's comments are highlighted in red to distinguish them from the text of the checks.]
As you can see from this, the title page, the checks are laid out in logical sections:
THRUST SSC COCKPIT CHECKS |
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External Checks |
Panels, Chutes, Pitot |
Firstly the outside of the Car is checked to make sure all the preparations are complete and nothing is in the way of the Car or the engine jet blast. |
Pre-entry |
Condition, Breathing Air |
Before getting into the cockpit, a final check of the top of the Car and the cockpit surround, then the breathing air. |
Pre-power |
Safety checks |
Vitally important; all the switches must be in the safe position, particularly the parachute and abort systems, before power is applied to the Car. As you will see throughout the checks, safety is the most important thing. |
Power-up |
Batteries |
Once all of the safety checks are complete, the Car is switched on and all the systems are brought to life. |
L-R, Hydraulics Power-up |
All status/condition, pressurise hydraulics |
The 'left-to-right' checks are a direct copy of fighter aircraft checks, where everything is checked in a logical, left-to-right sequence. Then the hydraulics are pressurised, to complete the pre-start checks. |
Engines |
Start Left and Right |
Engine starting - a pre-requisite for any run! |
After Start |
Engines, electrics, hydraulics |
After the engines are running, the rest of the routine checks are completed. |
Pre-run |
Disconnection, final arming and checks |
The most important checks of all, the equivalent of an aircraft's pre-takeoff checks, which make sure that the Car is completely ready to run, including arming the parachute and abort systems. |
Stop |
Dis-arm |
After the Car is stopped, the systems need to be made safe, particularly the parachute and abort. Then the videos etc. are switched off. |
Shut-down |
Power-down/safe up all systems |
To complete the after-run checks, all of systems are switched off and the safety checks repeated - for safety! |
A fairly boring page, but it's essential to keep a record of the changes - as the list shows, there are always changes that need making, either because we've found a better way of doing something or because a new system or piece of equipment has been added to the Car. Issue 13 is already complete with the changes needed to the pre-Jordan2 runway tests at Farnborough - and there are always improvements to be made.
Anyone want to buy an old set of SSC checks?
Issue |
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1 |
Initial Issue |
2 |
Minor changes |
3 |
Changed to air start |
4 |
Start sequence amended |
5 |
Fire System Checks |
6 |
Full and free control checks |
7 |
Debrief Format |
8 |
External Checks |
9 |
Run profiles, debrief format |
10 |
Minor Changes |
11 |
Hyd Dump Button |
12 |
Decelerometer, Brake Temp Meter |
Now, looking at each section of checks in more detail, starting with the external or 'walk-round' checks.
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(Andy Green checks the car before a run at Farnborough. Photo: Jeremy Davey) |
(Adam Northcote-Wright and John Price set up the tail video camera before a run. Photo: Jeremy Davey) |
External Checks |
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External Condition. In particular: |
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Car |
Correctly Aligned |
Obvious, but an essential set of checks nonetheless, to make sure that the Car is pointing in the right direction, particularly on the runway at Farnborough where the turn-on is very tight and it has to be lined-up exactly. |
Chocks in |
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Power Connected |
The Car is connected to the SupaCat to keep it charged up whenever possible. |
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Surrounding Area |
FOD-free |
The area both in front of the engines and (easy to forget) behind the jet exhausts must be clear of loose objects, or 'FOD'. |
Suspension |
Check ride height and wheel condition |
The suspension is adjustable and computer-controlled to vary the ride-height and suspension settings. |
Engines |
Intake blanks and jet-pipe covers removed |
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Chutes |
Correctly fitted. |
The parachutes are loaded up before each run and this is the last chance to check that they are secure and safe before I apply power to the Car. |
Pitot Tube |
Re-connected (if nose was removed) |
The pitot tube sticks out of the front of the Car and measures air pressure which is then displayed to me as speed (why air speed? Because there's nothing to go wrong with it!). I check that the pressure hose has been re-connected once the nose is bolted on. |
All panels |
Secure |
The dozens of panels and thousands of fasteners all have to be secure to prevent damaging any of them - this is the last chance to check them all, while the crew prepare the Car for start. |
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(A Supacat provides electrical power to the car before a run at Farnborough. Photo: Jeremy Davey) |
(Robbie Kraike and Brian Palmer load parachutes before a run at Farnborough. Photo: Jeremy Davey) |
Pre-entry |
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Breathing Air |
Sufficient |
As I get into the cockpit, there is again a logical sequence of things to check, starting with the air - for instance, if the breathing air contents is low after the last run, I still have time to charge it up with the compressor if I check it now. |
Charging valve |
Off |
To back up the non-return valve, the charging point is also isolated. |
Pre-power |
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Batteries |
Off |
It is essential that every time power is put onto the Car, all the electrical systems are checked as safe first, to make sure that nothing starts to work unexpectedly - even something as simple as leaving the video on can mean running out of tape before the run, with a lot of information lost as a result. |
Steering |
Full and free movement |
The steering and pedals are vital to the safety of the Car and are always checked both before the Car is towed out and again before I start up. |
Steering Wheel Buttons |
Exercise |
Some of the buttons will (hopefully!) never be used, such as the abort button and the reserve parachute. The steering wheel, made by Page Aerospace (any guesses what they modelled it on?), is aircraft quality (that's a clue!), but I'm always cautious about taking anything for granted. This is a chance to use all the buttons at least once per run. |
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(ThrustSSC's steering wheel. Photo: Jeremy Davey) |
(ThrustSSC's lower instrument panel. Photo: Jeremy Davey) |
Power-up |
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Start crew |
Check clear/warn |
Before I activate any of the Car systems, I always check with the crew-chief that it is safe - he in turn will check that no-one is working on the Car or the systems I wish to use, before giving me the all-clear. |
Main Battery |
On |
The Car comes to life! |
Gauges |
On, check Batt Volts |
The gauges are normally switched off during a run - I will not have time to check them anyway - but now I will check the voltages (about 25-26 Volts) and fuel quantities (about 550 litres in the front tank, 575 litres in the rear... the fuel is one of the few things on the Car not measured in pounds and gallons, because of the gauges we are using. This is less than the total fuel in the Car because the gauges show only useable fuel). |
Warning Lights |
Test, including STOP light |
The lights are tested on every run to check that all the bulbs are working. |
Fire |
Arm, Test. |
The Kidde-Graviner fire system self-tests the whole of fire system; this test also resets the warning lights. |
Computer 1 |
On |
Time for the computers to wake up. |
Comms Panel |
On, as required |
Finally I set up the comms - intercom to the crew-chief, radio check with Jayne or Adam at the Pit Station and run the videos if we want to monitor the start-up checks (we normally don't bother). |
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(ThrustSSC's upper instrument panel. Photo: Jeremy Davey) |
Now that Car has been brought to life, each of the systems needs checking:
Left-to-rights |
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Breathing Air |
On, Check flow and over-pressure |
A quick check of the Racal/NormalAir Garett air system, then leave it switched off so as not to use up too much air (the cylinder contains enough for 45 minutes or more, but that is very easy to use up if I breath it all the time in the Car). |
Bottom Panel |
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Start crew |
Check clear of body |
The Car will move up on the suspension as the system pressurises so everyone needs to be clear and be warned. |
Hydraulic pump |
On |
The electric hydraulic pump runs at about 1800 psi to pressurise the hydraulic system. I then switch it off to simulate a hydraulic failure and check that the brake accumulators will give me more than enough fluid to stop the Car. |
Fuel |
Check contents |
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Batt Volts |
Check periodically |
This is to check that the readings are consistent and the batteries are not being drained too quickly (for one run the voltage will only drop 0.2 or 0.3 of a volt). |
Clock |
Wound, reset |
The clock is used to record the running time of the engines and also as a reference for the starter motor timers in case there is a problem. |
Top Panel |
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Para |
Off |
Again, the safety checks. |
ASI Vent |
Open |
Air speed is calculated as a difference between static and dynamic air pressure. The pitot measures the dynamic pressure (i.e. the pressure of the air hitting the front of the Car); the problem is that as a vehicle (car or aeroplane) goes supersonic, the shock-waves cause large changes in the static pressure and the speed reading is inaccurate. The SSC has overcome this problem by 'storing' static pressure in a vaccuum flask - indeed it is the only supersonic vehicle in the world with a perfectly stable air speed reading! The ASI vent switch lets the vacuum flask 'breathe' to sample outside pressure and shut just before the Car runs. |
Mach/ASI Bugs |
As required |
I can 'bug' a target speed if I wish to make it easier to see, and although I haven't needed to so far, it is still worth thinking about. |
Hyd Dump |
Confirm Off |
The hydraulic system pressure can be 'dumped if the active suspension starts to cause problems. |
All other indicators |
Condition |
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(Ready for an engine start on the Jafr Desert. Photo: Jeremy Davey. Image taken with a Fujifilm DS-515A Digital Card Camera) |
So that's how to get the Car ready to start the engines. In case you thought that was busy, just wait for the next stage when the engines start turning and I get into the pre-run checks - to quote the classic fighter pilot line, 'So busy in the cockpit that I nearly had to put my coffee down' (OK, so we exaggerate occasionally - sounds good though, so don't tell the press it's not true!)
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