canberra flying
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Safety speeds
Although the difference between the Canberra's lift-off and safety speeds seems large to modern eyes (though on take-off you were through it in a very short while), and seeing that it was a 1945 spec. and entered service in 1952, I just wondered what the similar speeds were on aircraft it replaced, such as the Mosquito and Hornet. What seems "a bit dodgy" to later generations may not have been our predecessors - and even the "oldies" of the '60s ...
Just a thought, and sorry for the thread drift.
PS In any case, the "gap" was just one of the Characteristics and/or Limitations one took due notice of and (in general) observed with no particular "Blurdy 'Eck" reaction ...
Just a thought, and sorry for the thread drift.
PS In any case, the "gap" was just one of the Characteristics and/or Limitations one took due notice of and (in general) observed with no particular "Blurdy 'Eck" reaction ...
Last edited by Jig Peter; 18th Nov 2010 at 15:35. Reason: Add PS
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Warning !!!
Have to be a bit careful if we go into earlier aircrafts' potential sideways motion "under certain circumstances" though, or this whole thread'll get shoved into the "Hysterics and Neuralgia" section ...
PS And wattabaht the Brigand, leaky pneumatics and all?
PS And wattabaht the Brigand, leaky pneumatics and all?
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IIRC safety speed for a Meteor 8 carrying ventral and wing tanks was 165kias, I can't remember what the lift off speed was in this configuration, but there was certainly a significant awkward difference.
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LO... the U-2A/C had a listed service ceiling of 70,000 feet.
The improved (larger) U-2R (later re-engined as U-2S) has a higher ceiling... how much higher is classified. Note the listing here:
Factsheets : U-2S/TU-2S
The improved (larger) U-2R (later re-engined as U-2S) has a higher ceiling... how much higher is classified. Note the listing here:
Factsheets : U-2S/TU-2S
Ceiling: Above 70,000 feet (21,212+ meters)
WK163 and before that XH568 have been flown very successfully on the airshow circuit since 1995 with no problems what so ever, in fact over that period we lost only 3 shows to unserviceability and with an average of 32 shows per annum that's not a bad record for a fifty year old aeroplane.
Regarding speeds we operate at 130 knots unstick and 175 knots safety speed, at light weight the aircraft will accelerate to 175 from 130 with very little power applied, slowing it down is the problem!!
Biggest problem on take off is EMBS and stop speed, at higher weights on a short runway the choices between running out of runway or burning the brakes out if things go wrong can be interesting. Basic weight of WK163 is 24,500 so with 8000lbs of fuel, say 32500lbs, take off weight on a flat dry runway of 8000ft/+15c/ 1013MB with no wind gives an EMBS of 130kts and a stop speed of about 148kts. However if weight is increased to 45,000lbs and the runway reduced to 6000ft in the same conditions EMBS becomes 108kts and stop is 118kts, so the gap between being able to stop and being able to get airborne is a lot bigger.
Regarding speeds we operate at 130 knots unstick and 175 knots safety speed, at light weight the aircraft will accelerate to 175 from 130 with very little power applied, slowing it down is the problem!!
Biggest problem on take off is EMBS and stop speed, at higher weights on a short runway the choices between running out of runway or burning the brakes out if things go wrong can be interesting. Basic weight of WK163 is 24,500 so with 8000lbs of fuel, say 32500lbs, take off weight on a flat dry runway of 8000ft/+15c/ 1013MB with no wind gives an EMBS of 130kts and a stop speed of about 148kts. However if weight is increased to 45,000lbs and the runway reduced to 6000ft in the same conditions EMBS becomes 108kts and stop is 118kts, so the gap between being able to stop and being able to get airborne is a lot bigger.
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canberra flying
I'm a former RAF armourer 1957-1980. My first op. unit after trade training was at RAF Binbrook, part of which was in ASF servicing the Canberra's of 9,12 and 139 squadrons.
From there, after only one years operational experience, I was detatched to No.14 Sqn. RNZAF who were collecting their shiny, factory fresh Canberra B12s. My job was to do some mods. on the bomb beam and fuzing units plus general second line servicing. All of this as an SAC Arm. Mech.(Bombs.)
In the mid-1960s, while on the Javelin OCU at Leuchars, finally got a trip in one. We had T11s to train the baby navigators in the mysteries of AI. Perched on the Rumbold seat, complete with chest 'chute, I spent a wonderful hour or so chuntering around Scotland.
Was also at Marham for the disbandment of 39 Sqn. That final low level pass over the hangar and then spiralling up into the mid-day sun was a fitting farewell to a great aircraft.
My wife's late first husband, Dick Hayward flew Canberra's with 10 Sqn. before going onto Valiants.
From there, after only one years operational experience, I was detatched to No.14 Sqn. RNZAF who were collecting their shiny, factory fresh Canberra B12s. My job was to do some mods. on the bomb beam and fuzing units plus general second line servicing. All of this as an SAC Arm. Mech.(Bombs.)
In the mid-1960s, while on the Javelin OCU at Leuchars, finally got a trip in one. We had T11s to train the baby navigators in the mysteries of AI. Perched on the Rumbold seat, complete with chest 'chute, I spent a wonderful hour or so chuntering around Scotland.
Was also at Marham for the disbandment of 39 Sqn. That final low level pass over the hangar and then spiralling up into the mid-day sun was a fitting farewell to a great aircraft.
My wife's late first husband, Dick Hayward flew Canberra's with 10 Sqn. before going onto Valiants.
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From [2.0] Canberra In Foreign Service -
"Peru displayed a similar enthusiasm for the Canberra; the order history was even more elaborate:
"Peru displayed a similar enthusiasm for the Canberra; the order history was even more elaborate:
- The initial buy was for eight B(I).8 machines delivered in 1956:1957, all new-build, with four diverted from RAF contracts. A ninth new-build B(I).8 was obtained in 1960 as an attrition replacement
- Six refurbished B.2s and two refurbished T.4s were delivered in 1966:1967. They were updated after delivery to the enhanced "T.72" and "T.74" standards respectively.
- A total of six refurbished B.2s and B.6s, updated to an improved B(I).6 standard designated "B(I).56", was delivered in 1969.
- A single refurbished B(I).8 was obtained in 1969 as an attrition replacement, being updated to "B(I).68" standard.
- A single refurbished T.4 was obtained in 1973, with the machine upgraded to T.74 spec.
- Eleven refurbished B(I).8 machines, upgraded to B(I).68 standard, were obtained in 1975:1978, with the refurbishment contracted out to Marshall of Cambridge.
- In 1991, Peru also obtained one T.4 and five B(I).12 machines that had been retired from South African service."
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Looking forward to the next Amberley show...
Some shots of the Temora Museuam Canbera bomber here, one is also a 'Gate Guard' at Amberley..
Was a great day!!!, hearing the Gloster Meteor 'Blue Note'....watching vampires & a Canberra fly....as well as teh last of teh Pigs!, and a Hudson! Great stuff...Looking forward to 2012?!?!....every 4 yrs ain't it, Amberley you do a great job!
Some shots of the Temora Museuam Canbera bomber here, one is also a 'Gate Guard' at Amberley..
Was a great day!!!, hearing the Gloster Meteor 'Blue Note'....watching vampires & a Canberra fly....as well as teh last of teh Pigs!, and a Hudson! Great stuff...Looking forward to 2012?!?!....every 4 yrs ain't it, Amberley you do a great job!
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GreenKnight121: RB-57F/WB-57F:
Factsheets : General Dynamics WB-57F
Quote:
TECHNICAL NOTES:
Service ceiling: 82,000 ft.
Factsheets : General Dynamics WB-57F
Quote:
TECHNICAL NOTES:
Service ceiling: 82,000 ft.
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Canberra et al....
FAO 27mm
You say you spent time on 98 Sqn., at Cottesmore.
Have you any idea where Ken Wollford went to?
Much interested to find him as I have some very interesting info to relay.
Cheers aye,
Phortz
You say you spent time on 98 Sqn., at Cottesmore.
Have you any idea where Ken Wollford went to?
Much interested to find him as I have some very interesting info to relay.
Cheers aye,
Phortz
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At least one of the WB57F's is where I am at the moment. I was chatting to one of the pilots the other day and he told me that the max ceiling is at least as good at the U2's (although no figures were mentioned!!)
He gave me a patch as well:
He gave me a patch as well:
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PR9 to 60,000 ft with some difficulty and not much scope for manoeuvre! Rpm for take-off limited to 90%, usually, as at 100% single engine safety speed was around 190 kts ISTR.