BAE Systems

The Aircraft of British Aerospace and BAE SYSTEMS 1977 - 2017 85

design similar to the final one selected for
MRCA while Messerschmitt-Bőlkow-
Blohm (MBB) also proposed a VG design.
The final compromise used most of the
BAC offering; a high wing with elevons
but using the wing pivot positioning
favoured by MBB.

Programme launch
The MRCA programme was launched in
December 1968 and in March 1969 a
tripartite-owned company called Panavia
was formed with its headquarters in
Munich. As it was initially understood that
Germany’s requirement would be the
largest, MBB held 50% of the shares, BAC
had 33% and Fiat just 17%. Fiat’s
participation rested on its desire for
experience of leading-edge high
technology programme as the likelihood
of its Government affording Tornado was
slim. Both MBB and Fiat looked to BAC, as
Germany and to an even greater extent,
Italy, had never mounted an aircraft
programme of this magnitude and their
industries did not have the experience of
designing and building many of the very
advanced systems which were essential
for the MRCA type of aircraft.
When the size of the German order
diminished from 700 to 320 the
shareholdings were adjusted to better
represent expected production and BAC
and MBB each held 42½% while Fiat had
15%. At the same time the distinct MRCA
design emerged albeit in single-seater
and the twin-seater versions. Britain

wanted the twin-seater and in March

1970 all three parties accepted it as the

basis for the MRCA. Standardising on a

twin-crew cockpit allowed for a navigator,

or a trainee pilot operating dual flying

controls in the rear cockpit. Its multi-role

specification required it to carry out close

air-to-ground support, air superiority,

interdiction, reconnaissance and maritime

strike.

The design

BAC applied its unique experience with

the recent research, design, development

The MulTi-Role ToRnado

†

First Italian prototype X-586 (MM586), having engine runs. This aircraft,

which was the fifth prototype, flew at Caselle in December 1975. It was

badly damaged on landing on its fifth flight and was taken out of the

flight test programme for more than two years. (BAE Systems)

and limited flight test of TSR2 to the

design. For instance, where MBB had

initially decided on placing the tailplane

higher on the rear of the fuselage, BAC’s

view prevailed and its preference for

low-set elevons were agreed. In a similar

fashion the Corporation’s experience with

full-span flaps, intake positioning and

control systems were applied to MRCA.

BAC engineers had also learnt from

engine accessibility challenges on TSR2

and were insistent that the engine panels

should swing down to allow the engines

to be removed downwards rather than

‡ BAe Test Pilot

Keith Hartley

conducts the

‘cockpit habitability

trial’ in his open top

Tornado XZ630.

(BAE SYSTEMS North

West Heritage)