Thanks BossEyed.
I should have known as I ended up sitting many hours on those 80 ft/sec guns and came close to trying to use one in the second prototype WD215 during its absolutely last flight, barely surviving a wing main spar failure at AUW following a launch using two Super Sprite rocket assist take off units.
At Boscombe Down in the late 50s we had 373 - can't remember the letters - in which I endeavoured to marry together the multiple boxes of the Navigation Bombing System NBS and the Mk 10 autopilot. Each box had in/out specifications and trying to sort out a string of them was a challenge to any TP. Then one had to test the protective devices to cater for full rate runaways of the autopilot throughout the flight envelope. Very exciting flights close to many manoeuvre limits.
Then we had a couple of Valiant bomb trucks which were employed extensively for weapon carriage and release clearances. Lyme bay must have thousands of inert bombs lining its bottom. That testing for the Valiant drove me to distraction because of the way the cg drifted around with fuel useage. How was it - use of wing tanks took the cg rearwards and fus tanks forwards? The cg slide rule ran hot trying to achieve conditions which would not over run the cg limits following a release of bomb clusters from forward or rear stations. Forced me to design a cg calculator using a centre reading micro-ammeter and a multitude of knobs.
We couldn't rely too much on whatever pilot we could find for the right seat, often enlisted from nearby bases with the question "Any pilots over there like a ride in a Valiant/Vulcan/Victor tomorrow?" This was all because TPs tried to avoid the right seats like the plague and we didn't have any regular right seaters.
Any of those one time right seaters care to come out of the woodwork with a description of the experience?