Blackburn Buccaneer S Mk.2B ZU-NIP
We are delighted to be acting on behalf of Thunder City Aircraft Company (Pty) Limited in the sale of their fleet of Hunters, Buccaneers and Lightnings.
ZU-NIP is one of three Buccaneers we have listed and is an S Mk.2B version of this famous and distinctive low level Cold War strike aircraft.
Aircraft Type: Buccaneer S Mk 2B
Service Registration: XW986
The Blackburn Buccaneer was a British low-level strike aircraft with nuclear weapon delivery capability serving with the Royal Navy and the Royal Air Force between 1962 and 1994, including service in the 1991 Gulf War. Designed and initially produced by Blackburn Aircraft at Brough it was later known as the Hawker Siddeley Buccaneer when Blackburn became a part of the Hawker Siddeley group.
The final three, all owned by Thunder City (XW 986 – now ZU NIP , XW 987 – now ZU BCR and XW 988 – now ZU AVI ) were built specifically for the Defence Ministry (MoD) and primarily used on countless research programs.
The Buccaneer was a mid-wing, twin-engine monoplane with a crew of two seated in tandem under a sliding canopy. To meet the demands of the specification, the Buccaneer featured a number of advanced design features. The fuselage was area ruled; meaning it was designed to reduce drag at transonic speeds. This gives rise to the characteristic curvy "Coke bottle" shape. It featured a variable incidence tailplane that could be trimmed to suit the particular requirements of low-speed handling or high-speed flight. At the low-levels and high speeds traditional bomb bay doors could not be opened safely into the air stream, therefore doors were developed that rotated into the fuselage to expose the payload. This was also useful in assisting ground-level access.
The small wing of the Buccaneer was suited to high-speed flight at low level. Such a wing, however, did not generate the lift that was essential for low-speed carrier operations. Therefore, the wing and horizontal stabiliser were "blown" by bleeding compressor gas from the engine through surface vents. A consequence of the blown wing was that the engines were required to run at high power for low-speed flight in order to generate sufficient compressor gas for blowing. Blackburn's solution to this situation was to provide a large airbrake. The tail cone was formed from two leaves that could be hydraulically opened into the airstream to decelerate the aircraft. The nose cone and radar antenna could also be swung around by 180° to reduce the length of the aircraft in the carrier hangar. This feature was particularly important as contemporary British aircraft carriers were small.
The Buccaneer S Mk 2B is an updated version of the Mk 1 aircraft. Although retaining the main features of the earlier version i.e., the moderately swept, blended-kink main planes, a high-set, all moving tail plane and a cone shaped rear fuselage extension (which opens clamshell fashion to serve as an air brake), the Mk 2 Series aircraft can be distinguished by the larger engine intakes of elliptical section and the absence of the small auxiliary air intakes on the inboard side of each engine air intake and leading edge of each inner wing.
An improved a.c. generating system and the introduction of the Rolls Royce Spey engine power units formed the major changes to this already successful aircraft.
A full description of the aircraft can be found in AP101B-1202-1B.
The aircraft have been subjected to regular Primary Star Inspections. Refer to Annexure A.1 for information relating to the next service requirement.
The aircraft have been modified to the latest modification state as defined in the Master Modification Listing. All Mandatory modifications have been complied with.
In addition all STI’s and SI’s have been complied with, including all NDT requirements.
All of the fatigue records for this aircraft are available.
Refer Annexure A.1 for detailed fatigue states.
The published life of the aircraft wings are 269 FI.
The aircraft are fitted with Rolls Royce Spey 10101 engines (refer Annexure A.1 for serial numbers and engine life). Each engine has a published life of 1200 hours, time before overhaul. They are original build engines and have been returned to Rolls Royce during their life for upgrades and repairs only and have never been overhauled.
The engines are started by means of an external LP air start trolley which delivers low pressure air via a hose connected to each engine starter.
The aircraft are equipped with Martin Baker Type 6MS B2 rocket assisted ejection seats. These seats have been serviced by Thunder City AMO (refer Annexure A.1 for details) including the survival packs and parachutes.
The aircraft are capable of carrying two external 250 gallon slipper tanks, one on each wing. They are jettisonable and are fitted on the inboard station on each wing. As a safety measure the explosive jettison circuit is not armed although the tanks are fitted. They are therefore an integral part of the aircraft and cannot be remotely jettisoned.
Two 30 kVA, 200V, 400 Hz a.c. generators provide the primary source of electrical power. One air cooled generator is driven by each engine through the Constant Speed Drive Unit (CSDU). From the 200V ac supply, a 115V ac supply is obtained through a step down transformer, and a 28V dc supply obtained through two transformer/rectifier units. Should the generating system fail the battery is automatically isolated from all but essential services.
The aircraft are equipped with the following radio equipment:
Marconi AD120 - VHF Comm - Qty 1
Plessey PTR 1751 - UHF Comm - Qty 1
Hoffman RT636 - TACAN - Qty 1
Cossar 1520 - Transponder - Qty 1
Smiths - ILS System - Qty 1
Smiths - Radio Altimeter - Qty 1
The main flying control surfaces are controlled by an orthodox control column and rudder pedals, operation being effected by hydraulically-powered control units.
Each power unit, one for each aileron, one for the rudder and one for the tail plane, is fully duplicated by a tandem ram served by two independent hydraulic systems.
Power, for the two flying controls hydraulic systems, is supplied by two pumps, one on each engine right hand gearbox. Each pump serves one half of each of the four powered control units so that, in the event of failure of either engine or pump, the flying controls remain operative.
Two more hydraulic pumps, one on each right hand gearbox, provide power for the general services hydraulic system. The general services include:
1 Landing Gear
2 Nose wheel steering
3 Wheel brakes
4 Wing flaps
5 Bomb door
6 Air brakes
7 Wing fold mechanism
8 Arrestor hook
9 Tail skid
10 Fuel flow proportioners.
This system can, under certain emergency conditions, supply hydraulic pressure to one of the two flying control hydraulic systems.
To improve stability and control at low speeds, a blowing system is provided. Air, tapped from the engine compressors, is blown over the aerofoils and horizontal control surfaces. This system supplies air from the engine bleed manifold beneath each engine to ducts in the leading and trailing edges of the main planes and the leading edge of the tail plane. From these ducts the air is directed through the span wise blowing slits over sections of the aerofoil surfaces for boundary layer control purposes.
An auto-pilot/autostabilizer system is fitted and connected electrically to an actuator, which forms an integral part of each powered flying control unit. Safety devices are incorporated in the flying control mechanical circuits to ensure reversion to manual mode of operation in the event of malfunctioning of the auto-pilot/autostabilizer system. For emergency use following autostabilizer yaw channel failure, a standby yaw damper system is fitted which operates an electro-mechanical actuator in the mechanical input to the rudder powered control unit.
The Aircrew manual states that the fuel recuperators provide sufficient fuel for 10 seconds inverted operation only.
The oxygen system is fully operational, as is the oxygen system on each ejector seat. The cabin pressurization and anti-g systems are operational, as is the windscreen de-icing.
The arrestor hook is also fully operational for emergency landings on airfields fitted with an arrestor wire.
A full set of manuals relating to the maintenance of the aircraft and associated equipment is available to the operator as listed in AP101B-1202-1B, Cover 1.
The aircraft does not require a noise certificate as it operates on an Authority to Fly.
Limitations and Concessions
The aircraft must be operated in accordance with the Flight Reference Cards (AP101B-1202-14), Aircrew Manual (AP101B01202-15A) and Operating Data Manual (AP101B-1202-16(R)).