On the last day of May, ThrustSSC driven by Andy Green achieved maximum speeds of 379mph and 410mph as part of the steady programme to reach 600mph, hopefully next week. The car ran straight under power but is currently suffering from parachute oscillation - when the brake parachute is deployed on its 100ft nylon braid strop it tends to weave left and right. There is a relatively simple fix which will be employed on the next runs.

The creation of the day to day run programme is by the ThrustSSC Design Team which consists of Ron Ayers (Aerodynamicist), Jeremy Bliss (Systems Design), Glynne Bowsher (Mechanical Designer), Chris Cowell (Engines), Mike Horne (Structures), Nick Dove (Head of Workshop) and of course driver Andy Green. The process includes the exact calculation of the run profile - which relates all stages of a run to a time and distance base. The run prediction computer programme is now so comprehensive that it can even calculate the fuel burn to an accuracy of 5 litres. Once the profile has been created it has to be agreed by all members of the Design Team - there is no majority vote and every member has the right of veto. ThrustSSC carries up to 147 data channels - and between runs the Design Team are able to evaluate data readouts as they require, together with the output from five video cameras positioned on the car. This latter data source has been extremely valuable when evaluating the performance of the rear wheels and suspension - which until recently has been one of the Design Team's major areas of concern.

Once the Run Profile has been established, then it is handed over together with track suggestions to Martyn Davidson, who is responsible for the operational side of the project. Martyn integrates the operation plan for the days run profile and then briefs the operations team. Once out of the desert tracks, ThrustSSC is run from one start team - say, The North Team - to the South Team who would turn the car around and send it northwards on its second run. The two teams are identical in resource - though there is only one Firechase - the projects Jaguar XJR based 130mph firetender. The Firechase crew, Mike Hearn and Brian Palmer learned their skills the professional way - being taught by BAA's Airport Fire Service at Gatwick.

Once the car has rolled out from its 60ft AireShelta inflatable hangar, Martyn is in charge and is responsible for the entire operation until ThrustSSC is returned to its hangar.

Patrolling of the desert, which happens to be a popular local and low visibility short cut to Saudi Arabia is a major concern and is highly complicated. In charge of all communications is Adam Northcote-Wright, who is in touch with Feisal Tower - the control tower of the nearby King Feisal Air Base who control the airspace. This is necessary because not only are there considerable air movements, but also because the team's aerial spotting is carried out by a Pegasus Quantum high performance microlight. On the ground the local border police - The Badia - deploy a number of machine-gun equipped Land Rovers which seal off the desert tracks. From time to time a number of determined locals have been able to out manoeuvre the Badia - but not so far the microlight which provides a novel form of interception. Not being an arabic speaker, Adam generally has an arabic speaking officer with him who is in direct communication of the Badia. The whole system is now highly developed, integrated and works well.

However as the speeds climb the focus moves from the engineering to new problems. The higher speeds require longer tracks and the track cleaning process now becomes dominant. Not so difficult as last year because last years stones have not returned and the criteria for stone removal now has a broader mesh - nevertheless the effort required is considerable, with every course mile having to be inspected on foot. Each time ThrustSSC runs it consumes new course desert. Also causing concern are the two crossing points where local informal access tracks cross the ThrustSSC track. Whilst the grooves caused by the local traffic have been carefully filled and graded at great expense, the repairs are not yet bump free. Each time the desert floods the entire surface renews itself and there is no lasting damage to the surface.

In addition, as the heat of mid summer approaches there is an ever shortening period between day break and the project's self-imposed operational limitation of +25C. During this narrowing time window, ThrustSSC has to be positioned on the track and two runs made. Normally ThrustSSC is rolled out by 6.00am and the runs are completed before 10.30am.

ThrustSSC has now reached a speed of 79mph faster than the 1996 operation at Jafr which was cut short by flooding. The coming week should see speeds reach 600mph+ and when the track becomes the speed limitation, the team will return to UK to raise the funds for the US campaign.

This is a copyright free report service provided by ThrustSSC. A complimentary copyright free service which includes reports and quality digital photos appears on the ThrustSSC Digital Web Site - please access on http://thrustssc.digital.co.uk. There will be a further report tomorrow.

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