Gnats
Formation Aeros were done with 10 degrees of flap ....due pitch stability.
'Turning joins' - perhaps one of the most difficult parts of the course! The Hunter GT6 was an utter pussy cat after the Gnat.
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No Mach Tuck. Speed sensing provided "speed stability" as the boffins called it and the tailplane was positioned and was powerful enough to overcome any of those aerodynamics effects. so you hade normal control over teh whoel speed range.
Straight wing aircraft without the speed stability function had Mach Tuck and if I can remember correctly one only got Mach Tuck on subsonic aircraft when the download on the tailplane...and other "stuff" changed.
Straight wing aircraft without the speed stability function had Mach Tuck and if I can remember correctly one only got Mach Tuck on subsonic aircraft when the download on the tailplane...and other "stuff" changed.
Formation in the Gnat - tres difficile, and not helped by having an instructor who, IIRC, was an ex 92 Sqn formation team member, who made it look so bl@@dy easy! Most memorable sortie - IRT with Bob Turner, followed by Bob practising at Mona for the Wright Jubilee competition - "not below 200' ". Never been so frightened in my life, but the memory still brings a very broad grin!
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Just for the record, of the 13 Gnats in the Finnish Air Force
4 were destroyed in accidents
6 are displayed in Finnish aviation museums
1 is stored in a Finnish aviation museum
1 is in private ownership
1 is on a pedestal outside Rovaniemi Airport / Air Base
Reg
4 were destroyed in accidents
6 are displayed in Finnish aviation museums
1 is stored in a Finnish aviation museum
1 is in private ownership
1 is on a pedestal outside Rovaniemi Airport / Air Base
Reg
Last edited by RegDep; 24th Jan 2011 at 11:03. Reason: Now all are accounted for
Gamekeeper
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More wonderful snaps and great memories, particularly gunshy67 - thanks. These service memories and history is fascinating, lead in for the "frightening" - yes? (is it fair to say the instrument layout was laid out with that in mind?) - any more from the archives Double Zero? Keep it coming
Ejection seat limits?
Another question for those in the know: Does anyone have a copy or a reference regarding the pilot height/weight limits associated with the Folland ejection seat as used in the T.1?
Looking at flying this magic little jet and need to confirm that those of us flying it will 'fit'.
Many thanks
Looking at flying this magic little jet and need to confirm that those of us flying it will 'fit'.
Many thanks
Per Ardua ad Astraeus
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I'm pretty sure thigh length (for ejection) was the limit but cannot recall the numbers. I don't think height or weight would be too limiting Some fairly large guys flew it.
Maybe an 'old time' AME can help?
Maybe an 'old time' AME can help?
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Hi People,
I was and am 6'2" and at the time weight was about 87kgs.
And i just got in; strapped in and had all the joys the Gnat could offer.
I also recall the trap of half speed brake using the gear and the stab trim limit on battery.
Forced landings required 65% and speed brake. Checking a refresher pilot in the flare noted three reds. I learnt that check many years before to always do a "last look" check of gear. Saved the day.
Fortunately the threshold speed was too fast to land so I said in a cool calm voice " TAKING OVER"...NOT REALLY - I SCREAMED Somewhat.
Best Things
I was and am 6'2" and at the time weight was about 87kgs.
And i just got in; strapped in and had all the joys the Gnat could offer.
I also recall the trap of half speed brake using the gear and the stab trim limit on battery.
Forced landings required 65% and speed brake. Checking a refresher pilot in the flare noted three reds. I learnt that check many years before to always do a "last look" check of gear. Saved the day.
Fortunately the threshold speed was too fast to land so I said in a cool calm voice " TAKING OVER"...NOT REALLY - I SCREAMED Somewhat.
Best Things
lead in for the "frightening" - yes? (is it fair to say the instrument layout was laid out with that in mind?)
The 'ol memory ain't what it was, but I don't think the G-nat was so fitted as a Frightning lead-in, but I stand to be corrected.
BOAC???
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Yes the Gnat was originally designed as a lead in for fighter ops and the instrumentation was homogeneous with the Lightning. As far as was possible.
It even had the drag chute.....That was a "wow".
It even had the drag chute.....That was a "wow".
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IIRC, later Javelins and the Bucc also had OR946 displays.
The Lightning F1, F1A, F2, and F2A didn't have the OR946 installation. The first to get it was the F3, followed by the F6.
Can anyone remember when the Gnat first entered RAF service?
Can anyone remember when the Gnat first entered RAF service?
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For those looking for more photo's from the Follands archives, I'm afraid the short term answer looks bleak; however I hope to get more, and some insight into flying the Gnat, soon.
I must say from a distinctly academic point of view I'd love to know more, for instance the seat - the archives showed several firings of a fully kitted out dummy, then what looked like a real human test, ending with a group outside a pub, which seems very understandable !
I must say from a distinctly academic point of view I'd love to know more, for instance the seat - the archives showed several firings of a fully kitted out dummy, then what looked like a real human test, ending with a group outside a pub, which seems very understandable !
I did AFT on the Gnat despite being in excess on 6ft 2in, can't recall being measured for cockpit fit. Years later, when H&S reared it's ugly head, I was told by AMTC that my measurements were such that I couldn't bang out of the aircraft safely.
Ref the double ejection in post 27, I saw it happen. I was walking in with my QFI and we watched the whole episode; we were lucky, the aircraft involved had been the next one allocted by the line after ours so we missed it by one.
If my memory serves me correctly, the tale was as follows. The front seater got out OK, the rear seat pulled his legs back (the story was he was worried about losing his kneecaps on the instrument panel) which inevitably broke his thighs. On landing, helpful holiday makers grabbed him by the ankles to stop him being dragged by the chute, this released bone marrow which had some sort of nasty effect on his nervous system. Happily, he recovered.
As for formation in the Gnat, I thought it was just me!
Ref the double ejection in post 27, I saw it happen. I was walking in with my QFI and we watched the whole episode; we were lucky, the aircraft involved had been the next one allocted by the line after ours so we missed it by one.
If my memory serves me correctly, the tale was as follows. The front seater got out OK, the rear seat pulled his legs back (the story was he was worried about losing his kneecaps on the instrument panel) which inevitably broke his thighs. On landing, helpful holiday makers grabbed him by the ankles to stop him being dragged by the chute, this released bone marrow which had some sort of nasty effect on his nervous system. Happily, he recovered.
As for formation in the Gnat, I thought it was just me!
The Gnat T1 had the OR946-style Attitude Indicator and Compass, but not the strip ASI/Machmeter.
Offset TACAN - what a superb system and it was a huge pity that the JP6 (sometimes called the Hawk) didn't have it.
Offset TACAN - what a superb system and it was a huge pity that the JP6 (sometimes called the Hawk) didn't have it.