BAC TSR2 | The British Cold War strike and reconnaissance aircraft that was cancelled | Upscaled

Introduction

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The Fate of TSR-2

This section discusses the fate of the TSR-2 aircraft prototype.

The Prototype's History

• The only prototype of Britain's advanced aircraft project, TSR-2, flew 24 times.

• Despite £200 million spent on research and development, it was eventually reduced to scrap worth only £50,000.

Aircraft Graveyard at Shubery Ness

• Shubery Ness in Essex is an aircraft graveyard where planes are used as targets for testing gunfire and shrapnel effects.

Testimony to Decisions

• Today, remnants of the TSR-2 project can be found in museums as a testament to the decisions that sealed its fate.

Conception and Technological Triumph

This section highlights the conception and technological advancements of the TSR-2 aircraft.

Technological Triumph and Human Endeavor

• Conceived in the 1950s and flown in the early 60s, TSR-2 was an aircraft ahead of its time.

Post-War Golden Age of British Aircraft Industry

This section discusses the post-war golden age of the British aircraft industry from 1950 to 1960.

Priority Orders and Advanced Prototypes

• The post-war period saw priority orders due to the Korean War panic.

• Design officers were working on advanced operational requirements for both the Air Force and Navy.

Defense White Paper's Impact on Aircraft Industry

This section explores how a defense white paper impacted Britain's aircraft industry.

Elimination of Manned Aircraft

• In 1957, the defense white paper called for the elimination of manned aircraft in favor of missile systems.

Replacement for Canberra Bomber

• The only key project left for the Royal Air Force (RAF) was to pursue a replacement for the successful Canberra bomber.

• A specialized low-level bomber idea was considered but later canceled.

Requirements and Performance Expectations

This section discusses the requirements and performance expectations for the TSR-2 aircraft.

Low-Level Penetration with Reasonable Performance

• The RAF wanted an aircraft capable of low-level penetration into Soviet air defenses while maintaining reasonable performance at altitudes between 40,000 and 60,000 feet.

Tactical Strike Reconnaissance Aircraft

• The TSR-2 was envisioned as a tactical strike reconnaissance aircraft with operational techniques focused on low-level flying.

Navy's Requirement and Buccaneer Aircraft

This section explores the Royal Navy's requirement for a low-flying strike aircraft and its connection to the Buccaneer.

Blackburn Buccaneer Development

• In 1955, Blackburn Aircraft won a contract to develop the NA-39 Buccaneer, a twin-seat carrier-borne strike aircraft capable of flying under enemy radar.

Mountbatten's Influence

• Lord Louis Mountbatten, Chief of Defense Staff and a naval officer, tried to persuade the RAF to opt for a modified version of the Buccaneer as the Canberra replacement.

RAF's Decision on Buccanner

This section focuses on why the RAF did not choose the Buccaneer as their preferred replacement.

RAF's Concerns about Performance

• The RAF felt that although suitable for low-level work, they believed that at that stage, it lacked sufficient speed or high-altitude capabilities.

Consideration and Tragedy

• The RAF did consider the Buccaneer as an option, but ultimately, they decided against it.

• The tragedy lies in the missed opportunity to develop the Buccaneer into a strike reconnaissance aircraft for the air force.

Amalgamation or Death

This section discusses how the government's decision forced collaboration among major aircraft companies.

Uncertainty of Further Aircraft Projects

• Following the 1957 defense white paper, there was no certainty of future aircraft projects except for General Operational Requirement 339 (GOR-339).

Collaboration Requirement

• The government mandated that proposals would only be accepted from firms willing to collaborate on GOR-339.

• This decision put pressure on companies to amalgamate or face potential demise.

Concept Proposals by Companies

This section highlights concept proposals submitted by various aircraft companies.

Vickers Armstrong's Type 571

• Vickers Armstrong developed single and twin-engined versions of their Type 571, based on a fully integrated airframe engine equipment and weapon system concept.

English Electric's P17 and Shorts' SC1

• English Electric proposed their P17, which had operational supersonic capabilities like their Lightning aircraft.

• Shorts had experience with vertical takeoff through their SC1 project and proposed a VTOL capability for the P17D.

Comparison between TSR-2 and P17 Concept

This section compares the TSR-2 with the P17 concept proposed by English Electric.

Similarities in Design

• Outwardly, there were very few differences between the TSR-2 and the P17 concept when comparing general arrangement drawings.

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The speaker expresses doubts about the practicality and cost of a certain project.

Doubts about the Project

• The speaker believes that the project would have been difficult, costly, and impractical.

• They express skepticism about the feasibility of the project and did not think it would work.

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The RAF redefined their requirements for the project, leading to changes in the companies involved. The enforced amalgamation of two companies was initially met with resistance.

Changes in Requirements and Company Amalgamation

• The P17D was dropped after the RAF redefined their requirements as OR343 based solely on Vickers English Electric submissions.

• Initially, the enforced amalgamation of Vickers and English Electric was not welcomed by both companies.

• There were concerns about potential cost overruns and delays due to this decision.

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The speaker discusses complications arising from having multiple firms involved in a complex design. They argue that one main contractor should have been responsible for the entire program.

Complications with Multiple Firms

• Working out a complex design like this could have been done more easily if one firm acted as the main contractor.

• If that firm didn't have enough manufacturing capacity, they could have subcontracted parts of the program to other industry players.

• English Electric had significant experience in building supersonic military aircraft, making them a suitable candidate for being the main contractor.

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English Electric's experience and capability are compared to Vickers. Despite their experience with supersonic military aircraft, English Electric was not chosen as the prime contractor.

Comparison between English Electric and Vickers

• English Electric had 10 years of experience in building supersonic military aircraft, including the Canberra and the P17.

• Vickers, on the other hand, had more experience with subsonic aircraft and civil aviation.

• Despite English Electric's experience and capability, Vickers was chosen as the prime contractor.

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English Electric's reputation as newcomers in the industry is discussed. The speaker believes that this may have influenced the decision to choose Vickers over them.

English Electric as Newcomers

• Compared to established companies like Hawkers, De Havillands, Vicars, and Bristols, English Electric was considered newcomers in the industry.

• The name "English Electric" only gained public recognition after World War II.

• The speaker suggests that being seen as newcomers may have affected their chances of being chosen for the project.

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The advanced capabilities of TSR-2 are described. It was intended to be a highly advanced aircraft with various capabilities.

Advanced Capabilities of TSR-2

• TSR-2 was designed to be capable of speeds up to Mach 1.1 at low altitudes and Mach 2 at medium and high altitudes.

• It had a radius of action of 1,000 nautical miles.

• The aircraft required a new fully automatic radar system, including terrain following and sideways looking radar with automatic data updating.

• It was meant to fulfill various roles from long-range nuclear strike to battlefield support.

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Initially, no self-defense weapons were proposed for TSR-2. The choice of engine for the aircraft led to controversy and delays.

Lack of Self-defense Weapons and Engine Controversy

• Initially, no self-defense weapons were proposed for TSR-2, although it could carry four air-to-surface rockets.

• The government's choice of the Bristol Sydney Olympus engine was controversial and led to delays and cost overruns.

• The speaker favored a Rolls-Royce engine, considering the Bristol Olympus development to be behind and unreliable.

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The unreliability of the chosen engine for TSR-2 is discussed. Problems with the engine were identified after the first flight, leading to difficulties in resolving them.

Unreliable Engine

• The chosen Bristol Olympus engine had known catastrophic failures and had not passed its airworthiness type tests.

• The engine's unreliability put the TSR-2 prototype at risk during flights.

• Problems with the engine proved challenging to resolve, and issues were only identified after the first flight.

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The contract for pre-production aircraft was awarded to Vickers English Electric consortium. Opposition from the navy and treasury did not prevent the project from moving forward.

Contract Awarded to Vickers English Electric Consortium

• The government placed a contract for nine pre-production aircraft with the Vickers English Electric consortium in October 1960.

• Despite opposition from the navy and treasury, Britain's ambitious aircraft project received approval.

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Responsibilities of Vickers and English Electric within the consortium are outlined. Design philosophy is presented through a film extract.

Responsibilities within Consortium

• Vickers, under Sir George Edwards, was responsible for the front fuselage section, including cockpit, weapon systems, and budget control.

• English Electric, led by Chief Designer Freddie Page, focused on aerodynamics wings, tail, and rear fuselage.

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Design features of TSR-2 are explained through a film extract presented by Raleigh Heath.

Design Features of TSR-2

• The tail plane was designed to release the whole wing for flat blowing.

• Adequate thrust-to-weight ratio was secured by powerful Olympus 22R engines.

• The aircraft had large wheels for rudimentary field operation, which were stowed within the airplane without drag penalty.

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Challenges in Manufacturing and Project Management Control

This section discusses the challenges faced in manufacturing and project management control during the TSR-2 program.

Complex Manufacturing and New Working Practices

• The advanced technology of the aircraft mirrored the complexity of the manufacturing process.

• New working practices and advanced materials were employed.

• These factors contributed to delays in the program.

Complications with Subcontractors

• Many subcontractors were not under the control of the central management organization (BAC).

• This led to complications, misunderstandings, and delays in the project.

Overcrowded Meetings

• Meetings involving industry committees, ministry officials, and civil servants were overcrowded.

• The chairman expressed frustration at one meeting due to its large size.

• A headcount revealed 58 people present initially.

• The chairman demanded a significant reduction in numbers for future meetings.

Lack of Control in Cockpit Layout

• The Ministry annexed control of the cockpit layout arbitrarily.

• A civil servant was appointed as "in charge" on behalf of the government.

• However, this arrangement did not represent effective control over decision-making processes.

Delays Due to Detailed Decision-Making

• Cockpit committee meetings spent excessive time deciding on minute details such as switch placement and captions.

• Decisions sometimes went against operator advice, leading to necessary changes later on.

• These delays exemplify simple yet significant setbacks encountered during the program.

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The Australians were considering the F-111 instead of the TSR-2. The TSR-2 underwent engine runs and taxi trials, but there were concerns about unresolved engine and undercarriage problems.

Australians considering F-111

• The Australians were leaning towards purchasing the F-111 instead of the TSR-2.

• It was believed that they would have bought the TSR-2 as well.

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Political pressure and adverse media criticism increased due to the upcoming general election, with the ruling conservative government expected to lose.

Political pressure and media criticism

• Political pressure and adverse media criticism intensified before the general election.

• The ruling conservative government was likely to lose in the election.

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A meeting was held at Boscombe Down regarding the uncertain support for TSR-2 from the Labour Party, whose victory in the election seemed likely. The timing of TSR-2's first successful flight before the election became crucial for its survival.

Uncertain support from Labour Party

• A meeting took place at Boscombe Down due to uncertainty about Labour Party's support for TSR-2.

• Timing of a successful flight before the election could determine TSR-2's fate.

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The chief project test pilot faced a difficult decision regarding when to conduct TSR-2's first flight, considering potential engine failure risks and cancellation consequences.

Difficult decision for the test pilot

• The chief project test pilot had to make a challenging decision regarding TSR-2's first flight.

• Concerns about engine failure and cancellation weighed heavily on the decision.

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The test pilot and his observer had been conducting taxi trials and testing various systems of the airplane, leading to confidence in its capability.

Confidence in the airplane's capability

• Taxi trials and system tests instilled confidence in the airplane's capability.

• By the day of the first flight, any doubts about the airplane had vanished.

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The test pilot describes the exhilarating experience of taking off for TSR-2's first flight and being confident in its performance.

Exhilarating first flight

• Taking off for TSR-2's first flight was an extraordinary moment filled with anticipation.

• The test pilot knew exactly what to expect from the airplane during flight.

• Being airborne and experiencing how well TSR-2 performed was immensely satisfying.

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TSR-2's first flight lasted 27 minutes, demonstrating its potential as a complex aircraft.

Successful first flight

• TSR-2's first flight showcased its potential as a complex aircraft.

• Despite technical reasons, it would not fly again until later that year.

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A change of government occurred after the general election, resulting in a shift in support for TSR-2.

Change of government and support for TSR-2

• The general election led to a change in government, affecting support for TSR-2.

• The fate of TSR-2 now rested with the new Labour administration.

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The new Labour administration's commitment to TSR-2 was uncertain, as their manifesto did not provide clear indications of support.

Uncertain commitment from the Labour Party

• The new Labour administration's commitment to TSR-2 was unclear.

• Their manifesto lacked specific promises regarding TSR-2.

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Unexpected problems arose during flight tests, including severe vibrations and undercarriage malfunctions.

Unexpected problems during flight tests

• Flight 2 and 3 experienced severe vibration issues associated with the engine system.

• Flight 5 encountered a major undercarriage malfunction that could have resulted in losing the prototype.

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The test pilot and observer faced a critical decision when dealing with an undercarriage malfunction during flight.

Critical decision during undercarriage malfunction

• The test pilot considered abandoning the aircraft but decided to try landing it despite the undercarriage being in the wrong position.

• There were ongoing problems with the sequencing and flexibility of the undercarriage.

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Touchdown caused vibrations that affected the airframe and cockpit due to an oscillation issue with the undercarriage.

Oscillation issue with undercarriage

• Touchdown caused powerful lateral oscillations that affected the airframe and cockpit.

• The oscillation frequency matched the natural frequency of the human eyeball, impairing visibility.

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This section discusses the pilot's first flight and the dynamics of the airplane.

Pilot's First Flight

• The pilot was on his first flight and had not fully understood the dynamics of the airplane.

• He made a mistake in his approach, resulting in a high rate of descent during touchdown.

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This section focuses on investigating undercarriage problems and measuring vibrations during landing.

Investigating Undercarriage Problems

• Flight 20 was chosen to investigate undercarriage problems.

• The difference between landing on a dry runway and landing on a runway with reduced friction coefficient was measured.

• Vibration sensors were used to compare vibrations during both types of landings.

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This section highlights the need for expertise, knowledge, and facilities at Wharton for further development of the airplane.

Need for Expertise at Wharton

• It became apparent that Wharton had the necessary expertise, knowledge, and facilities required for further development of the airplane.

• The management decided to move the first prototype and subsequent flight development to Wharton under Freddie Page's supervision.

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This section discusses Flight 14 and its significance in showcasing the capabilities of TSR-2.

Flight 14 - Showcasing Capabilities

• During Flight 14, Roland Beamont flew TSR-2 supersonic for the first time by engaging reheat on one engine.

• Despite leaving behind another aircraft with full reheat on both engines, TSR-2 demonstrated its acceleration capabilities.

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This section emphasizes how TSR-2 proved itself as an exceptional aircraft despite initial difficulties.

TSR-2 as a Thoroughbred Aircraft

• Despite management problems and initial challenges, TSR-2 showed itself to be a tremendous thoroughbred aircraft.

• It was highly satisfying to fly and had the potential to be a wonderful airplane.

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This section discusses the anticipation of further development and progress with TSR-2.

Looking Forward to Progress

• The return flight of TSR-2 back to its base marked the beginning of further development without any limitations.

• There was a sense of excitement and optimism for future advancements with the aircraft.

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This section focuses on the decision-making process leading to the cancellation of TSR-2.

Decision-Making Process

• The decision to cancel TSR-2 was taken in a relevant cabinet committee meeting, along with decisions regarding other aircraft projects.

• Prime Minister Wilson requested delaying the announcement until the budget in April due to public interest in TSR-2.

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This section highlights the manner in which the cancellation of TSR-2 was announced.

Announcement of Cancellation

• The cancellation of TSR-2 was announced by Prime Minister Wilson during the budget debate at midday.

• Contractors were called to the ministry and informed about the cancellation before it was publicly announced.

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This section discusses reactions and feelings following the cancellation of TSR-2.

Reactions and Feelings

• There was no opportunity for questioning or discussion when the cancellation was announced, leading to frustration among those involved in the project.

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This section explores reasons behind concerns about delays, cost increases, and lack of guarantees with TSR-2.

Concerns and Reasons

• Some believed that TSR-2 would be too late to meet the air force's needs.

• The cost of the project had tripled, and the time of delivery had extended by three years.

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This section discusses the impact of Australia's decision to opt for an American plane instead of TSR-2.

Impact of Australia's Decision

• The Australian refusal to buy TSR-2 and their choice of an American plane further influenced the decision-making process.

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This section highlights efforts to utilize the knowledge gained from TSR-2 despite its cancellation.

Utilizing Knowledge

• A proposal was made to keep the two prototypes for a test and development program related to future research on Concord.

• The aim was to prevent wasting knowledge and maintain employment opportunities in factories, component factors, and suppliers.

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In this section, Roy Jenkins expresses shock at the cost of the project and discusses the cancellation of TSR-2, which led to a bizarre episode in British aviation history.

The Cost and Shocking Cancellation

• Roy Jenkins states that the project must cost at least two million pounds, but based on his experience, it would likely double to four million pounds.

• The cancellation of TSR-2 came as a complete shock.

• Following the cancellation, a bizarre episode occurred where orders were given to destroy everything related to TSR-2.

• Operatives in factories dragged out the airframes onto the tarmac, set them on fire with oily rags, particularly targeting the magnesium areas.

• This act was described as shameful and driven by a selfish determination to ensure that TSR-2 would never be built under any circumstances.

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In this section, there is speculation about who ordered the cancellation of TSR-2 and discussions about redundancies faced by staff members.

Speculation on Cancellation Order

• Nobody connected with the project heard anyone who was not shocked by the decision to cancel TSR-2.

• It is unclear who specifically took this decision, but it is suggested that it must have been made within one department or another of the government.

• Neither Roy Jenkins nor Dennis Healey ordered the cancellation.

Redundancies Faced by Staff

• The speaker had to invite hundreds of staff members to consider their redundancy due to TSR-2's cancellation.

• Highly skilled and dedicated individuals were shown their cards and many ended up going to America for employment opportunities.

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This section discusses how while Dennis Healey believed that F111 would fulfill RAF's requirements better than TSR-2, the F111 project also faced delays and cost overruns.

F111 as an Alternative

• In 1964, the F-111 project was taking shape in America.

• Dennis Healey believed that the F-111 would fulfill RAF's requirements while being cheaper and available earlier than TSR-2.

• However, events would prove him wrong as the F-111 project also encountered problems of delay and spiraling costs.

• The Australians would later face the consequences of these issues when dealing with their own purchase of the F-111.

New Section

This section explores discussions between Prime Minister Wilson and President Johnson regarding mutual interests, including U.S backing for a pending loan from the IMF.

Discussions with President Johnson

• Prime Minister Wilson met with President Johnson to discuss various areas of mutual interest.

• Wilson sought U.S backing for a loan from the International Monetary Fund (IMF).

• There was speculation in Britain that cancellation of TSR-2 was demanded by Americans as a condition for their support.

• However, it is stated that international diplomacy does not operate so crudely, and there was no indication that IMF support was contingent on TSR-2 cancellation.

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This section highlights how the cancellation of TSR-2 led to improvisation within the Royal Air Force (RAF) to fill the gap left by its absence.

Dealing with TSR-2's Cancellation

• After TSR-2's removal from the program, innovative improvisation was required to make up for its deficiency.

• The RAF historically excelled at adapting and making good any shortfalls.

• The V-force underwent re-planning, reprogramming, and retraining to go low-level during attacks as part of efforts to compensate for TSR-2's absence.

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This section discusses the perception that British governments undervalue the importance of a thriving aerospace industry.

Undervaluing the Aerospace Industry

• Some individuals, including Chancellor Jim Callaghan and George Brown, believed that the aircraft industry consumed too large a proportion of research and development resources.

• There was a perception that the industry focused more on breaching frontiers of knowledge in aircraft design rather than concentrating on making and selling planes.

• No clear and reasonable explanation for TSR-2's cancellation has been provided even after 30 years.

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In this section, there is speculation about who is responsible for the cancellation of TSR-2, leading to its metaphorical "murder."

The "Murder" of TSR-2

• The speaker refers to their book titled "The Murder of TSR2," suggesting that it accurately describes what happened.

• However, pinpointing the exact murderer is challenging due to various factors involved.

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This section reflects on the construction and destruction of TSR-2 at Schubert Nest White City.

Construction and Destruction at Schubert Nest White City

• On August 17th, 1966, the fuselage arrived at Schubert Nest White City.

• Wings had also arrived a few days earlier.

• The aircraft was built up until it reached its final state before being destroyed as part of vulnerability testing.

• The destruction was considered a criminal act by some, as they believed TSR-2 was a beautiful aircraft ahead of its time.

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This section discusses the factors that led to the cancellation of the TSR-2 project and reflects on its ambitious nature.

Factors Leading to Cancellation

• The cancellation of the TSR-2 project was influenced by various factors, including politics, both national and international, inter-service rivalry, and an unwieldy management structure. These factors contributed to delays and escalating costs.

• The decision to cancel the project was seen as a result of callous political decisions.

Ambition of TSR-2

• The TSR-2 aircraft was considered highly ambitious, expensive, and capable. However, it may have been too advanced for the capabilities of the air force and ministry of procurement at that time.

• There was a lack of faith in the ability of the aircraft industry to produce such advanced goods. Despite leading the world in aviation technology at that time, actions taken by politicians ensured that this level of achievement would not be repeated.

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