Buccaneer Vangelis film
Kind idea, but I don't deserve any special favours, jinda'.
I do count myself fortunate in having flown the mighty beast and even headed the student bombing ladder until I was chopped 'cos I wasn't up to the OCU's requirements....
And working with the Bucc mates in GW1 was a privilege as well.
I do count myself fortunate in having flown the mighty beast and even headed the student bombing ladder until I was chopped 'cos I wasn't up to the OCU's requirements....
And working with the Bucc mates in GW1 was a privilege as well.
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Big version if you want a background
http://www.skonk.net/main.php?g2_vie...serialNumber=1
Though still comes a close second to
Big version for a background
http://www.skonk.net/main.php?g2_vie...serialNumber=1
can do a lot more if anyone is interested
Ties...don't forget the ties Foldie
Whilst I am on a roll, if anybody is interested in a copy of The Buccaneer Songbook that was published last year also for the 50th Anniversary of the First Flight of the Buccaneer then please PM me.
The DVDs, the beloved Songbook, come on Foldie, flog the ties too !!
The DVDs, the beloved Songbook, come on Foldie, flog the ties too !!
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020
Unfortunately, NutLoose's 020 is a fake
created in 1994 at Lossie to add Navy flavour to the line-up of 208 Sqn Buccs (all RAF Sqn Numbers were represented) that were still flying when the Buccs went out of service and we held the great 'Farewell to the Bucc p**s up'!
It's actually an S2B with a bomb bay door tank (XX894).
Sorry to burst the bubble.
Foldie
PS. Many thanks to all those of you who have already forwarded their very generous donations for H4H
. Your DVDs will be with you next week once I can get them wrapped up and in the post.
created in 1994 at Lossie to add Navy flavour to the line-up of 208 Sqn Buccs (all RAF Sqn Numbers were represented) that were still flying when the Buccs went out of service and we held the great 'Farewell to the Bucc p**s up'!It's actually an S2B with a bomb bay door tank (XX894).
Sorry to burst the bubble.
Foldie
PS. Many thanks to all those of you who have already forwarded their very generous donations for H4H
. Your DVDs will be with you next week once I can get them wrapped up and in the post.
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Foldie
All us old Bucc fans know the Bruntingthorpe Bucc is and never has been an RN Bucc- but its still a lovely colour scheme - so thanks 208 Sq.
Incidentally I think the BDT was the best thing every done to the Bucc by the RAF - imagine an alert tanker ( say 032 ) with Internals + BDT + BBT + Slipper + IFR pod - just how much fuel would that be - would it be out of limits for cat launch ??
All us old Bucc fans know the Bruntingthorpe Bucc is and never has been an RN Bucc- but its still a lovely colour scheme - so thanks 208 Sq.
Incidentally I think the BDT was the best thing every done to the Bucc by the RAF - imagine an alert tanker ( say 032 ) with Internals + BDT + BBT + Slipper + IFR pod - just how much fuel would that be - would it be out of limits for cat launch ??
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Internals + BDT + BBT + Slipper + IFR pod
The problem with the BDT and the cat would have been that you could not get the angle of attack required on the cat because the BDT would have been in contact with the flight deck at launch!
Foldie
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Lower Hangar
As I'm not ex Buccs don't quote me, but 62,000 lbs was the MTOW of an S2. Launch at that weight (mass) from the Ark would depend, on other factors such as wind-over-the-deck, temperature, atmospheric pressure, and not just the energy available from the catapult.
A certain ex Groupie (sic. with a passion for flying) lives close to me and he did a tour on Buccs with the FAA so I shall enquire from the horse's mouth, unless he sees this post and does so himself.
MB
A certain ex Groupie (sic. with a passion for flying
) lives close to me and he did a tour on Buccs with the FAA so I shall enquire from the horse's mouth, unless he sees this post and does so himself.MB
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because the BDT would have been in contact with the flight deck at launch
Discuss on the 4th!! Armed, of course, with Grouse (and it must be the new Black variety).
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I have departed (not laterally) from Gib's 6000ft runway in a Bucc at 52K AUW at a temp of +30C. The calculated TOD with 15-10-10 Unblown was 6100ft and the TOD Blown with 30-20-20 selected was 5900ft - not a happy prospect with the Med at both ends!
To give ourselves the max TOD available we virtually backed onto the orange & black chequerboard and asked the local controller to ensure that the overshoot on the westerly heading was clear of boats before we released the brakes. Given the 'all clear' and an updated OAT of +32, with full chat selected, we released the brakes and at 5900ft exactly the Bucc lifted almost vertically to about 10 ft and stayed there as we continued to accelerate and climb slowly before forcing a left hander to avoid Spanish Airspace (them were the days).
Oh sh*t! Said my man up front (sounded like eject at first but my experience told me that it wasn't) as he saw the boats in the overshoot - yahoo, cried I as I looked over my left shoulder in the turn and saw the Spanish fishermen swimming away from their upturned dinghy!
So, why do I tell you this tale, just to prove that the Bucc could do many things at high AUWs but I have to say that the prospect of going off a cat at more than 62K with 19K of fuel and an internal weapons load was an adventure that I am grateful I never had to endure.
That individual relates an excellent tale in his book of the night take-off that he and I didn't do at Honington in the early 70s when we (through no fault of our own - no nose light on the Bucc in those days, an inky-poo nite and the fire section had left large tripods under the approach cable to ease their task of running the gromits in and out) inadvertantly took the approach cable with our nose wheel and ended up at full power in the largest rearwards pointing catapult in the world!
'Em really were the days!
Foldie
To give ourselves the max TOD available we virtually backed onto the orange & black chequerboard and asked the local controller to ensure that the overshoot on the westerly heading was clear of boats before we released the brakes. Given the 'all clear' and an updated OAT of +32, with full chat selected, we released the brakes and at 5900ft exactly the Bucc lifted almost vertically to about 10 ft and stayed there as we continued to accelerate and climb slowly before forcing a left hander to avoid Spanish Airspace (them were the days).
Oh sh*t! Said my man up front (sounded like eject at first but my experience told me that it wasn't) as he saw the boats in the overshoot - yahoo, cried I as I looked over my left shoulder in the turn and saw the Spanish fishermen swimming away from their upturned dinghy!
So, why do I tell you this tale, just to prove that the Bucc could do many things at high AUWs but I have to say that the prospect of going off a cat at more than 62K with 19K of fuel and an internal weapons load was an adventure that I am grateful I never had to endure.
A certain ex Groupie (sic. with a passion for flying )
'Em really were the days!
Foldie
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Jinda,
I am reliably informed that that was the case and the reason why the Navy jets were never considered for retrofit BDTs (809 was still shoving the throttles forward whilst I was flying the first BDT aircraft in Germany in 72)
Now listen, I know where the malt's coming from on the 4th and it ain't out of my wallet not at that bloody price!
Foldie
I am reliably informed that that was the case and the reason why the Navy jets were never considered for retrofit BDTs (809 was still shoving the throttles forward whilst I was flying the first BDT aircraft in Germany in 72)
with Grouse (and it must be the new Black variety).
Foldie
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Jinda
Buccaneer S.Mk.2B - Maximum AUW: 59,000lb (w.e.f: January 1973)
Note: The Maximum All Up Weight was revised upwards from 54,000lb to 59,000lb following the introduction of Mod.1600 (Airframe provision for fitment of Bomb Door Tank) and Mod.5300 (Bomb Door Tanks) - This new AUW is only applicable to RAF Buccaneer S.Mk.2A and S.Mk.2B's which all received Mods 1600 & 5300 during 1973. Fleet Air Arm Buccaneer S.Mk.2C and S.Mk.2D's received Mod.1600 (Airframe provision for fitment of Bomb Door Tank) and Mod.5301 (Blanking Kit for fitment of Standard Bomb Door) so retaining the Maximum AUW of 54,000lb.
#01 Buccaneer S.Mk.2BExternal Payload:
2x 'Std' Weapon Pylons
2x 'SNEB' Rocket Pods (36x 2-inch)
Internal Payload:
4x 1,000lb H.E.M.C. Ballistic Bombs
Miscellaneous:
None
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AUW: 49,100lb (approx.)
#02 Buccaneer S.Mk.2BExternal Payload:2x 'Std' Weapon Pylons
1x 'Buddy' In-Flight Refuelling Pod
1x 'Slipper' Tank
Internal Payload:
440 Imp.Gal (2,000-litre) Overload Fuel Tank
Miscellaneous:
425 Imp.Gal. (1,932-litre) Bulged Bomb Bay Door Tank
.gif)
AUW: 55,800lb (approx.)
#03 Buccaneer S.Mk.2BExternal Payload:3x 'Std' Weapon Pylons + 3x Launcher Rails
1x 'Acquisition' Data Link Pod
2x 'TV' Martel Missiles
1x 'Anti-Radar' Martel Missile
Internal Payload:
440 Imp.Gal (2,000-litre) Overload Fuel Tank
Miscellaneous:
425 Imp.Gal. (1,932-litre) Bulged Bomb Bay Door Tank
.gif)
AUW: 56,400lb (approx.)
#04 Buccaneer S.Mk.2BExternal Payload:4x 'Std' Weapon Pylons + 4x Launcher Rails
4x 'Anti-Ship' Sea Eagle Missiles
Internal Payload:
4x 1,000lb H.E.M.C. Retard Bombs
Miscellaneous:
425 Imp.Gal. (1,932-litre) Bulged Bomb Bay Door Tank
.gif)
AUW: 58,600lb (approx.)
Note:
The approximate maximum AUW's quoted are based on the aircraft being fuelled with AVTUR S.G. 0.79
NATO Code:Also known as:Description:F-34AVTUR/FSII or JP-8
(Specific Gravity: 0.79)is a military kerosene type aviation turbine fuel with Fuel System Icing Inhibitor (FSII), used by land-based military gas turbine engined aircraft in all NATO countries from 1986. However France and the United Kingdom converted to F-34 back in 1971 (Following a decision by NATO Defence Ministers, all nations except Turkey switched from F-40 to F-34. The conversion was completed in 1988 and known as Stage 1 of the Single Fuel Concept).F-40AVTAG/FSII or JP-4
(Specific Gravity: 0.77)is a military wide cut type aviation turbine fuel with FSII, used by land-based military gas turbine engined aircraft.F-42AVCAT or JP-5
(Specific Gravity: 0.82)is a military high flash point kerosene type aviation turbine fuel without Anti-Icing Additives used by ship borne military gas turbine engine aircraft in NATO countries prior to the introduction of F-44.F-44AVCAT/FSII or JP-5
(Specific Gravity: 0.82)is a military high flash point kerosene type aviation turbine fuel with FSII used by ship borne military gas turbine engine aircraft in most NATO countries.
Source - The Royal Air Force's: Buccaneer Navigator's Handbook
AP.4744A-AN 'Aircrew Notes' (covering Buccaneer S.Mk.1)
AP.4744B-AN 'Aircrew Notes' (covering Buccaneer S.Mk.2)
AP 101B-1202-14 'Flight Reference Cards' (covering Buccaneer S.Mk.2)
AP 101B-1202-14A 'Flight Reference Cards' (covering Buccaneer S.Mk.2A, 2B, 2C, 2D)
AP 101B-1202-15A 'Aircrew Manual' (covering Buccaneer S.Mk.2A, 2B)