bdft
CGN Ultra frequent flyer
Most of the WW1 aircraft were barely bigger than kites. Not much different either.
Picture of the day
- Thread starter jwhc
- Start date
Most of the WW1 aircraft were barely bigger than kites. Not much different either.
maple_leaf_eh
CGN Ultra frequent flyer
Pretty close
I was noodling the numbers and found Canada's CT-114 Tutor trainer (ie Snowbird) is within inches the same size as a WW2 P-51 Mustang.
maple_leaf_eh
CGN Ultra frequent flyer
My early childhood flying experiences included several light planes and a Bell C-47 helicopter restlessly sitting on my father's lap.
maple_leaf_eh
CGN Ultra frequent flyer
A story is told within the family of one brother overhearing two RCAF overseas aircrew who were back in Canada talking about a colleague. He was described as crazier than a $hithouse rat. Relentless in pressing the mission, skilled handling the aircraft, driving his crews to strive onwards. Turns out it was another brother. I knew him as a fellow from town, who happened to be in my extended family, and the sort of guy who liked to have a beer glass in his left hand when the serious work was over for the day.
Tail Number C-FGAT.
Spotted out at KRDU General Aviation on 4-10-2010. Picture taken by Marshall Sherard KE4ZNR.
Originally intended as a replacement for the Hawker Tempest, development of the Sea Fury began in 1942 for the RAF.
The Sea Fury’s maiden flight took place on February 21st, 1945. The fully-navalised Sea Fury with arrester hook and folding wings did not fly until October 21, 1945.
Due to the end of WW2, the RAF version was cancelled, however the Sea Fury for the Fleet Air Arm continued production to replace the aging wartime fighters.
The Royal Canadian Navy equipped Squadrons VF-870 and VF-871 with the Sea Fury. These Squadrons flew 75 Sea Furies from February, 1948 to April, 1957 operating from HMCS Magnificent.
The RCN Sea Fury aircraft were replaced by the RCN's first jet fighter, the McDonnell F2H3 Banshee in 1957.
Hawker Sea Fury’s served not only with the Royal Navy and RCN, but also in Australia, Germany (as target tugs), Netherlands, Pakistan, Egypt, Cuba and Iraq.
The CWH Sea Fury was built in 1954 by Hawker as a T-20 trainer model (Royal Navy VZ 365, S/N 41H623282). It was then supplied to the German DLB for use as a target tug until 1972, registered as D-CACA. It then remained derelict in Cologne until bought by Eric Vormezeele of Belgium as a source of spares in 1975. In 1985 it was sold to Jimmy Hunt of Memphis, and then to George Baker of Florida in 1987, and then to Neil McLain of Alberta where most of the project work was done.
It was bought by Sandy Thomson in 2000 out of temporary storage in Cutbank, Montana as N1324. Registered as Canadian C-FGAT in 2005.
maple_leaf_eh
CGN Ultra frequent flyer
Spotted out at KRDU General Aviation on 4-10-2010. Picture taken by Marshall Sherard KE4Z.....
Registered as Canadian C-FGAT in 2005.
Someone mentioned their dream airplane if they won the lottery and had no cares left to attend to.
Tail Number C-FGAT.
Spotted out at KRDU General Aviation on 4-10-2010. Picture taken by Marshall Sherard KE4ZNR.
Originally intended as a replacement for the Hawker Tempest, development of the Sea Fury began in 1942 for the RAF.
The Sea Fury’s maiden flight took place on February 21st, 1945. The fully-navalised Sea Fury with arrester hook and folding wings did not fly until October 21, 1945.
Due to the end of WW2, the RAF version was cancelled, however the Sea Fury for the Fleet Air Arm continued production to replace the aging wartime fighters.
The Royal Canadian Navy equipped Squadrons VF-870 and VF-871 with the Sea Fury. These Squadrons flew 75 Sea Furies from February, 1948 to April, 1957 operating from HMCS Magnificent.
The RCN Sea Fury aircraft were replaced by the RCN's first jet fighter, the McDonnell F2H3 Banshee in 1957.
Hawker Sea Fury’s served not only with the Royal Navy and RCN, but also in Australia, Germany (as target tugs), Netherlands, Pakistan, Egypt, Cuba and Iraq.
The CWH Sea Fury was built in 1954 by Hawker as a T-20 trainer model (Royal Navy VZ 365, S/N 41H623282). It was then supplied to the German DLB for use as a target tug until 1972, registered as D-CACA. It then remained derelict in Cologne until bought by Eric Vormezeele of Belgium as a source of spares in 1975. In 1985 it was sold to Jimmy Hunt of Memphis, and then to George Baker of Florida in 1987, and then to Neil McLain of Alberta where most of the project work was done.
It was bought by Sandy Thomson in 2000 out of temporary storage in Cutbank, Montana as N1324. Registered as Canadian C-FGAT in 2005.
There is one in very nice condition, sitting under cover, right beside the boat that brought Castro from Miami in Havana. There are also a couple of home made tanks and a Russian T34.
action jackson
CGN Regular
- Location
- Uxbridge. Ontario.
Edwards AFB @ 81,000 Feet. SR-71 with nose removed.
Original print is much sharper...to the extent that the parking lot lines in the right of the photo are distinct.
(Photo Courtesy Colonel David Dempster, RSO, USAF (Ret)
The mission of the SR 71 was to take photographs. This is a photo at 81,000 feet! The nose of the SR 71 was removed and exchange on a regular basis depending on the mission. Post by Linda Sheffield Miller
Original print is much sharper...to the extent that the parking lot lines in the right of the photo are distinct.
(Photo Courtesy Colonel David Dempster, RSO, USAF (Ret)
The mission of the SR 71 was to take photographs. This is a photo at 81,000 feet! The nose of the SR 71 was removed and exchange on a regular basis depending on the mission. Post by Linda Sheffield Miller
Old School fighter design
Take the most powerful engine you have, streamline it, throw wings and a tail on and squeeze in as many guns as you can and there you go.
Happy birthday to the Widowmaker!
On this day in aviation history: The Starfighter a single-engine, razor winged supersonic interceptor Century Series of fighter aircraft built by Lockheed first took to the skies March 4th, with Lockheed test pilot Tony LeVier at the controls.
Nicknamed "missile with a man in it"; a name swiftly trademarked by Lockheed for marketing purposes. American pilots called it the "Zipper" or "Zip-104" "Bullet & Blades", and the "Wicked One" due to its prodigious speed, . The Japan Air Self-Defense Force called it Eiko ("Glory"), "The Flying Coffin" (Fliegender Sarg),also called Witwenmacher ("Widowmaker"), or Erdnagel ("ground nail") – the official military term for a tent peg. The Pakistani AF name was Badmash ("Hooligan"), while among Italian pilots its spiky design earned it the nickname Spillone ("Hatpin"), along with Bara volante ("Flying coffin"). In the Canadian Forces, the aircraft were sometimes referred to as the "Widowmaker", or the "Lawn Dart".
The engine made a unique howling sound at certain throttle settings which led to NASA F-104B Starfighter being named Howling Howland.
On this day in aviation history: The Starfighter a single-engine, razor winged supersonic interceptor Century Series of fighter aircraft built by Lockheed first took to the skies March 4th, with Lockheed test pilot Tony LeVier at the controls.
Nicknamed "missile with a man in it"; a name swiftly trademarked by Lockheed for marketing purposes. American pilots called it the "Zipper" or "Zip-104" "Bullet & Blades", and the "Wicked One" due to its prodigious speed, . The Japan Air Self-Defense Force called it Eiko ("Glory"), "The Flying Coffin" (Fliegender Sarg),also called Witwenmacher ("Widowmaker"), or Erdnagel ("ground nail") – the official military term for a tent peg. The Pakistani AF name was Badmash ("Hooligan"), while among Italian pilots its spiky design earned it the nickname Spillone ("Hatpin"), along with Bara volante ("Flying coffin"). In the Canadian Forces, the aircraft were sometimes referred to as the "Widowmaker", or the "Lawn Dart".
The engine made a unique howling sound at certain throttle settings which led to NASA F-104B Starfighter being named Howling Howland.
^^^^^
Starfighter to most of us but most pilots called it the “Zipper”
Powered by a J79-OEL-7. The OEL was Orenda Engines from Toronto as they were licenced by General Electric for the engine in our birds. It had a distinctive sound and would howl with the throttle around the 70 to 85% range. When finished doing a ground run we would give it 2 momentary short howls and the guy’s inside the shack would call the fuel bowser for us. Fun times.
Starfighter to most of us but most pilots called it the “Zipper”
Powered by a J79-OEL-7. The OEL was Orenda Engines from Toronto as they were licenced by General Electric for the engine in our birds. It had a distinctive sound and would howl with the throttle around the 70 to 85% range. When finished doing a ground run we would give it 2 momentary short howls and the guy’s inside the shack would call the fuel bowser for us. Fun times.
Attachments
The SR 71 did much more than take pictures .. my dad, “Butch” Sheffield and Bob Spencer captured the SA-5 signal for the first time using ELINT sensors. Once captured then we were able to Jam it. Saving the lives of many military pilots.
The electromagnetic reconnaissance system (EMR) ‘take’ turned out to be monumental. In all, 980’s ELINT sensors had ‘sniffed out’ emissions from 290 different radar. Of even greater significance to Western intelligence analysts were all the SA-5 signal characteristics that they’d successfully captured.
Back to the USSR
Although at this time South-east Asia remained the SR-71’s primary theater of operations, this wasn’t exclusively the case. When US intelligence obtained details of a large Soviet naval exercise to be held near Vladivostok, they calculated that such an event would generate a rich source of intelligence data, and an SR-71 was the ideal vehicle to stir the Soviet fleet’s defense systems into action. In addition, national security officials were interested in obtaining fresh data on the signal characteristics of the Soviet Union’s new, ultra-high- altitude-capable, SA-5 ‘Gammon’ SAM system, which was deployed to defend the important naval port.
If technical details could be obtained of the missile’s radar frequency, modulation, pulse-repetition frequency (PRF), pulse-repetition interval (PRI) and other factors, it might be possible to develop an effective ECM device to reduce or even negate its capabilities.
To capture the new signal characteristics, the SR-71’s AR-1700 ELINT recorder was modified by one of the 9th SRW’s electronic data processing specialists, enabling the pulse receiver’s filtering system to receive the required signal band.
On the night of September 27, 1971, as Maj Bob Spencer and his RSO Maj Butch Sheffield sliced through the night air with 980 in full afterburner, their projected inbound track would carry them over the Khrebet Sikhote Alin’ mountain region before exiting into the Sea of Japan.
The ruse worked, as dozens of Soviet radars were switched on to record the imminent international incident. Aircraft 980’s autopilot rolled the jet into a 35° banked turn, and it remained in international airspace throughout. But inbound to the target the right engine’s oil pressure dropped to zero, forcing Spencer to decelerate and descend immediately after the ‘take’.
They were now ‘sitting ducks’ for any Soviet fast jets that might be scrambled to intercept the oil-starved ‘Habu’. To make matters worse, extreme headwinds rapidly depleted its fuel supply, dictating a diversion into South Korea.
Monitoring 980’s progress, the det commander was informed by US listening posts that several MiGs had launched from Pyongyang, North Korea, on what appeared to be an intercept attempt. USAF F-102 Delta Daggers were scrambled from a base (believed to be Osan) in South Korea, and vectored into a position that put them between the MiGs and the SR-71. However, it was later established that the MiG launch had been unconnected with the spyplane’s descent. Spencer recovered 980 into Taegu, South Korea, where the base commander had already received a call concerning his special visitor and was ready to receive the SR-71 and its crew.
Dad talks about this mission in more detail in his unpublished book. I found this article in Key Military legend of the Habu’s. https://www.keymilitary.com/article/legend-habu
Linda Sheffield
Habubrats SR-71
SR 71. In what I was told is South Korea
Sheffield /Spencer
The electromagnetic reconnaissance system (EMR) ‘take’ turned out to be monumental. In all, 980’s ELINT sensors had ‘sniffed out’ emissions from 290 different radar. Of even greater significance to Western intelligence analysts were all the SA-5 signal characteristics that they’d successfully captured.
Back to the USSR
Although at this time South-east Asia remained the SR-71’s primary theater of operations, this wasn’t exclusively the case. When US intelligence obtained details of a large Soviet naval exercise to be held near Vladivostok, they calculated that such an event would generate a rich source of intelligence data, and an SR-71 was the ideal vehicle to stir the Soviet fleet’s defense systems into action. In addition, national security officials were interested in obtaining fresh data on the signal characteristics of the Soviet Union’s new, ultra-high- altitude-capable, SA-5 ‘Gammon’ SAM system, which was deployed to defend the important naval port.
If technical details could be obtained of the missile’s radar frequency, modulation, pulse-repetition frequency (PRF), pulse-repetition interval (PRI) and other factors, it might be possible to develop an effective ECM device to reduce or even negate its capabilities.
To capture the new signal characteristics, the SR-71’s AR-1700 ELINT recorder was modified by one of the 9th SRW’s electronic data processing specialists, enabling the pulse receiver’s filtering system to receive the required signal band.
On the night of September 27, 1971, as Maj Bob Spencer and his RSO Maj Butch Sheffield sliced through the night air with 980 in full afterburner, their projected inbound track would carry them over the Khrebet Sikhote Alin’ mountain region before exiting into the Sea of Japan.
The ruse worked, as dozens of Soviet radars were switched on to record the imminent international incident. Aircraft 980’s autopilot rolled the jet into a 35° banked turn, and it remained in international airspace throughout. But inbound to the target the right engine’s oil pressure dropped to zero, forcing Spencer to decelerate and descend immediately after the ‘take’.
They were now ‘sitting ducks’ for any Soviet fast jets that might be scrambled to intercept the oil-starved ‘Habu’. To make matters worse, extreme headwinds rapidly depleted its fuel supply, dictating a diversion into South Korea.
Monitoring 980’s progress, the det commander was informed by US listening posts that several MiGs had launched from Pyongyang, North Korea, on what appeared to be an intercept attempt. USAF F-102 Delta Daggers were scrambled from a base (believed to be Osan) in South Korea, and vectored into a position that put them between the MiGs and the SR-71. However, it was later established that the MiG launch had been unconnected with the spyplane’s descent. Spencer recovered 980 into Taegu, South Korea, where the base commander had already received a call concerning his special visitor and was ready to receive the SR-71 and its crew.
Dad talks about this mission in more detail in his unpublished book. I found this article in Key Military legend of the Habu’s. https://www.keymilitary.com/article/legend-habu
Linda Sheffield
Habubrats SR-71
SR 71. In what I was told is South Korea
Sheffield /Spencer
I've heard that mentioned a few times over the years. It's a bad day when one has to say that...
