Buccaneer Performance
A brilliant photo, WH904. The old buddy refuelling thing was such a great capability. I presume it meant that you could do the trail from the UK to Cyprus without tanker support. Just take it in turns to refuel each other all the way there. Excellent!
A brilliant photo, WH904. The old buddy refuelling thing was such a great capability. I presume it meant that you could do the trail from the UK to Cyprus without tanker support. Just take it in turns to refuel each other all the way there. Excellent!
Haha CM. But not as funny as you might think.
Years ago at the time of entry into service of the Fin, a Bucc tanker did accompany a Tonka from UK to Akrotiri for an FRA, and then RTB. Other tankers were involved, and the Bucc did the tactical tanking in and out, but was not to appear in Cyprus airspace!!
The Bucc crew naturally asked, "why don't we do the attack as well?"
Just like politics - was all for show, but perhaps showed what the oil useage rate was over 10 hours!
Haha CM. But not as funny as you might think.
Years ago at the time of entry into service of the Fin, a Bucc tanker did accompany a Tonka from UK to Akrotiri for an FRA, and then RTB. Other tankers were involved, and the Bucc did the tactical tanking in and out, but was not to appear in Cyprus airspace!!
The Bucc crew naturally asked, "why don't we do the attack as well?"
Just like politics - was all for show, but perhaps showed what the oil useage rate was over 10 hours!
Not strictly true BB! Twas me what flew the tanker and we didn't ask to do the attack as well cos we got to spend the weekend in Cyprus while the Tonka had to go home! Another reason was that the pod was a bit limiting if you wanted to do any sort of attack profile! And actually it wasn't just for show - there was a serious purpose.
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Finally - some skanky pics of the banananananana jet - um, are they lost?
there appears to be some stuff under the wingy things.......
um, sky, thats it, sky - are you last and gone way up to see what you can see?
I thought bucc's lived in the weeds.
but the pics still gives I a full on robot chubby.......
there appears to be some stuff under the wingy things.......
um, sky, thats it, sky - are you last and gone way up to see what you can see?
I thought bucc's lived in the weeds.
but the pics still gives I a full on robot chubby.......
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Bucc Buddy Tanker
...the Buccaneer buddy pack which I believe was stowed in the bomb bay.
The Bucc Buddy AAR Pod was mounted on the Starboard Inboard pylon position with a 'Slipper Tank' on the Port Inboard position. The pod was a FRL Mk.20.
To increase the available fuel off-load, a Bomb Bay Tank was sometimes fitted, not to be confused with the Bomb Door Tank, but the 'post-fit' leak check and fixes took an age.
I understand a certain NW aerospace(?) company are looking at a 'Buddy' fit for the Beurofighter TypHoon... don't know what pods of that size are available, though.
WH
A couple of cracking images... thanks for sharing them
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Lower still
Photo Credit : Colin Smedley
In the 1980s and 90s, No 208 Sqn RAF were the experts in ultra low-level under the radar nuclear strikes. During the International Air Tattoo in 1993, to mark the squadron's 75th birthday, this Buccaneer S.2B was flown at an altitude of just 5 feet for the entire length of RAF Fairford's runway.
"The gear is still traveling and almost fully up in that picture."
Yep. The nose gear door isn't yet closed and the Tail Skid is still down. The Flaps, Wing & Tailplane, are still set for take-off. I assume they'd pre-selected Undercarriage Up and waited for the WOG Switch? (It was WOG in my day)
I really like this Pic.
Yep. The nose gear door isn't yet closed and the Tail Skid is still down. The Flaps, Wing & Tailplane, are still set for take-off. I assume they'd pre-selected Undercarriage Up and waited for the WOG Switch? (It was WOG in my day)
I really like this Pic.
Crikey,
As mere pond life ground crew, I doubt I would have the nerve to rely on an "ethnic" switch. Just got my copy of "Buccaneer Boys", so may be seeing a bit of this cracking jet in the next few days.
Smudge
As mere pond life ground crew, I doubt I would have the nerve to rely on an "ethnic" switch. Just got my copy of "Buccaneer Boys", so may be seeing a bit of this cracking jet in the next few days.
Smudge
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Just a few points:
The Buccaneer Boys: Headlined by Graham Pitchfork but actually written by 27 Bucc Boys with a chapter each; one of which is mine!
From the flyleaf of The Buccaneer Boys:
Twenty seven aircrew from the RN, SAAF and RAF relate their experiences and affection for the Buccaneer. Arranged in chronological order, the book traces the history of the aircraft and the tasks it fulfilled. In addition to describing events and activities, it provides an insight into the lifestyle of a Buccaneer squadron and the fun and enjoyment of being a 'Buccaneer Boy' in addition to being part of a highly professional and dedicated force.
The introduction into service is fully described and there are chapters devoted to flying from the Royal Navy's aircraft carriers. Further chapters cover the development of the RAF's maritime tactics and the deployment of two squadrons to RAF Germany in the overland role. The aircraft's stunning success at Red Flag and Maple Flag exercises flown in North America, which took the USAF hierarchy by storm, are covered in detail. Two chapters are devoted to the intensive, but little known, Bush War operations by 24 SAAF Squadron in the border areas of southern Angola.
Two USAF exchange officers who flew Buccaneers relate their experiences and the aircraft's deployment for the Lebanon crisis and the reinforcement exercise to the Falkland Islands is examined. The introduction of new air-to-surface anti-ship missiles is covered before the Buccaneer left to go to war in the Gulf where it distinguished itself providing laser marking for the Tornado force in addition to carrying out its own precision bombing attacks.
This lavishly illustrated book concludes with accounts of the aircraft's final days in RAF service and reflections on its impact on maritime and overland air power.
There is much, much more besides that within these 220 pages superbly written by Buccaneer aircrew and edited by Graham Pitchfork.
The book is available now from either the publisher (Grub Street) or from The Aviation Bookshop the latter of whom has signed copies available.
To order a copy of this book please contact either of these available outlets as follows:
Grub Street - Grub Street or +44 (0) 207 924 3966
Aviation Bookshop - Home Page or +44 (0) 1892 539284
The Aviation Bookshop
31-33 Vale Road
Tunbridge Wells
Kent
TN1 1BS
Now to LOOPING THE BUCC! The Aircrew Manual is specific viz:
Only half loop manoeuvres are permitted. The maximum entry altitudes (1013Mb set) using a minimum entry speed of 530 knots can be obtained from Figure 2. The conditions set out are applicable to any external stores configuration and any stores in the bomb bay with the BDT open or closed. It can be seen that at ISA conditions at 48,000lb AUW the maximum entry altitude is 3,000 ft and the minimum entry speed is 530 kts.
That stated, as a U/T GIB, I flew my Fam 1 with a very experienced RAF pilot who had cut his teeth with the FAA at Lossie! After he'd shown me the various departure procedures, done a bit of high level manoeuvring, reached 39,000ft to show me how high it would go, used the airbrakes and closed the throttle to show me how rapidly it could descend to the wave tops, accelerated at LL to max chat of 580 kts and slammed out the airbrakes to show me how quickly it could stop in flight he ventured to suggest that now he would show me a loop. Conscious as I was of my virginity in what up until then had been his world and sure that this was the 'trick question' I protested about its forbidden status in the RtoS! I received this reply:
'Shut up, Bloggs, watch this and keep calling out the height to me!'
I recall we entered the loop somewhere about 5,000ft, pulling like a b*****d! I have no recall at what height we topped out despite my chanting of every 1,000ft as we passed through it. However, and without the power to recall our bottoming height I do remember that it was somewhat below our entry height! The whole thing passed in a blur as it was the first time that I'd experienced quite such a period of sustained g!
The reason that the Bucc was not cleared for looping was because its mainplane, like the Javelin, would shield the tailplane as you went over the top giving a corresponding lack of stability and a probable flick!
I survived and went on to gain 2500 hrs on Buccs before moving to Tonka (which could loop but that was about all it could do in terms of service ceiling, Radius of Action and load carrying in comparison to the mighty Bucc).
Bloggs
PS. To whoever thought that the wing might be blown at high level, BLC only came on when the flaps, aileron and tailplane droop were selected to 30-20-20 or 45-25-25 in the landing configuration (or has that already been pointed out!)
The Buccaneer Boys: Headlined by Graham Pitchfork but actually written by 27 Bucc Boys with a chapter each; one of which is mine!
From the flyleaf of The Buccaneer Boys:
Twenty seven aircrew from the RN, SAAF and RAF relate their experiences and affection for the Buccaneer. Arranged in chronological order, the book traces the history of the aircraft and the tasks it fulfilled. In addition to describing events and activities, it provides an insight into the lifestyle of a Buccaneer squadron and the fun and enjoyment of being a 'Buccaneer Boy' in addition to being part of a highly professional and dedicated force.
The introduction into service is fully described and there are chapters devoted to flying from the Royal Navy's aircraft carriers. Further chapters cover the development of the RAF's maritime tactics and the deployment of two squadrons to RAF Germany in the overland role. The aircraft's stunning success at Red Flag and Maple Flag exercises flown in North America, which took the USAF hierarchy by storm, are covered in detail. Two chapters are devoted to the intensive, but little known, Bush War operations by 24 SAAF Squadron in the border areas of southern Angola.
Two USAF exchange officers who flew Buccaneers relate their experiences and the aircraft's deployment for the Lebanon crisis and the reinforcement exercise to the Falkland Islands is examined. The introduction of new air-to-surface anti-ship missiles is covered before the Buccaneer left to go to war in the Gulf where it distinguished itself providing laser marking for the Tornado force in addition to carrying out its own precision bombing attacks.
This lavishly illustrated book concludes with accounts of the aircraft's final days in RAF service and reflections on its impact on maritime and overland air power.
There is much, much more besides that within these 220 pages superbly written by Buccaneer aircrew and edited by Graham Pitchfork.
The book is available now from either the publisher (Grub Street) or from The Aviation Bookshop the latter of whom has signed copies available.
To order a copy of this book please contact either of these available outlets as follows:
Grub Street - Grub Street or +44 (0) 207 924 3966
Aviation Bookshop - Home Page or +44 (0) 1892 539284
The Aviation Bookshop
31-33 Vale Road
Tunbridge Wells
Kent
TN1 1BS
Now to LOOPING THE BUCC! The Aircrew Manual is specific viz:
Only half loop manoeuvres are permitted. The maximum entry altitudes (1013Mb set) using a minimum entry speed of 530 knots can be obtained from Figure 2. The conditions set out are applicable to any external stores configuration and any stores in the bomb bay with the BDT open or closed. It can be seen that at ISA conditions at 48,000lb AUW the maximum entry altitude is 3,000 ft and the minimum entry speed is 530 kts.
That stated, as a U/T GIB, I flew my Fam 1 with a very experienced RAF pilot who had cut his teeth with the FAA at Lossie! After he'd shown me the various departure procedures, done a bit of high level manoeuvring, reached 39,000ft to show me how high it would go, used the airbrakes and closed the throttle to show me how rapidly it could descend to the wave tops, accelerated at LL to max chat of 580 kts and slammed out the airbrakes to show me how quickly it could stop in flight he ventured to suggest that now he would show me a loop. Conscious as I was of my virginity in what up until then had been his world and sure that this was the 'trick question' I protested about its forbidden status in the RtoS! I received this reply:
'Shut up, Bloggs, watch this and keep calling out the height to me!'
I recall we entered the loop somewhere about 5,000ft, pulling like a b*****d! I have no recall at what height we topped out despite my chanting of every 1,000ft as we passed through it. However, and without the power to recall our bottoming height I do remember that it was somewhat below our entry height! The whole thing passed in a blur as it was the first time that I'd experienced quite such a period of sustained g!
The reason that the Bucc was not cleared for looping was because its mainplane, like the Javelin, would shield the tailplane as you went over the top giving a corresponding lack of stability and a probable flick!
I survived and went on to gain 2500 hrs on Buccs before moving to Tonka (which could loop but that was about all it could do in terms of service ceiling, Radius of Action and load carrying in comparison to the mighty Bucc).
Bloggs
PS. To whoever thought that the wing might be blown at high level, BLC only came on when the flaps, aileron and tailplane droop were selected to 30-20-20 or 45-25-25 in the landing configuration (or has that already been pointed out!)
Last edited by Fg Off Bloggs; 1st Sep 2013 at 08:43.
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Of course, Buccaneer fans will know that ultra-low take-off runs such as the one illustrated above, were quite common. Tucking the landing gear away while the aircraft was still barely off the ground looks pretty impressive in any aircraft, but the big, bulky Buccaneer was quite a show stopper. I guess the important point is to make sure there's enough airspeed to do it. I recall watching a Red Arrows pilot attempt the same trick, and that ended with an ejection and a big mess.
One more for the collection:-
One more for the collection:-
I have to say that I used to loop the Bucc quite often. You had to be smooth and precise with respect to pitch control but a loop could be completed consistently and predictably. The entry speed was as for a roll-off-the-top, about 550 KIAS, followed by a 4g pull. As speed reduced and ADD increased, you would eventually get to buffet onset which you held until 20 ADD was reached. Maintaining this, as speed reduced the buffet ceased (buffet onset AoA was a function of Reynolds number, essentially true airspeed) and you had to be very smooth in pitch because the tailplane was very powerful and aerodynamic pitch damping was low such that any sharp aft stick input could result in a departure (as it could during any 20 ADD manoeuvres). As the nose hit the horizon you selected idle and maintained 20 ADD to buffet onset and then held the buffet. It was possible to play the last 30 degrees in order to level off at entry height, albeit about 150 - 200 KIAS below entry speed. The first time I tried it I selected 1/2 airbrake at the top in addition to idle and I levelled 2000 ft above entry altitude so I knew that it could be flown safely.
In addition to the low speed problem of maintaining 20 ADD, the major issue was the high acceleration during the second half. This was because even at 20 ADD the induced drag was low so it did not really handle like a swept wing aircraft whereby pulling lots of buffet/AoA bled energy and kept the speed down. In addition, the entry speed was high so on a straight kinetic-potential energy interchange you are going to be pointing vertically down at high speed with a very high rate of descent; a slightly slack pull would result in a monstrous altitude loss. Ironically, you were better off entering at a lower altitude because for the entry IAS the TAS would be lower and thus your vertical down speed woud be lower. Therefore, I normally entered at 5000 ft.
I used to finish off my Bucc display (which did not include a loop!) with a vertical roll to roll-off-the-top. With practise, I was happy to enter at a minimum speed of 530 KIAS. If I did not make this entry speed I would fly a straight roll-off-the-top, and from an incremental reduction in entry speed during practise I was comfortable to enter from a minimum speed of 480 KIAS. Note that this was entered at close to mean sea level with a light fuel load in a clean aircraft.
I did once work up a display in the Bucc that started with a 1/2 horizontal 8, entering at 480 KIAS and topping at around 8000 ft. However, at such a high TAS you only had to be very slightly steeper than 45 deg on the way down and you lost a monstrous amount of altitude. This sequence also featured a gear down barrel roll but that is another story. Sadly, the requirement for that display never materialised.
And then the story of the Tristar plugged into the Bucc tanker - that can wait for another day.
In addition to the low speed problem of maintaining 20 ADD, the major issue was the high acceleration during the second half. This was because even at 20 ADD the induced drag was low so it did not really handle like a swept wing aircraft whereby pulling lots of buffet/AoA bled energy and kept the speed down. In addition, the entry speed was high so on a straight kinetic-potential energy interchange you are going to be pointing vertically down at high speed with a very high rate of descent; a slightly slack pull would result in a monstrous altitude loss. Ironically, you were better off entering at a lower altitude because for the entry IAS the TAS would be lower and thus your vertical down speed woud be lower. Therefore, I normally entered at 5000 ft.
I used to finish off my Bucc display (which did not include a loop!) with a vertical roll to roll-off-the-top. With practise, I was happy to enter at a minimum speed of 530 KIAS. If I did not make this entry speed I would fly a straight roll-off-the-top, and from an incremental reduction in entry speed during practise I was comfortable to enter from a minimum speed of 480 KIAS. Note that this was entered at close to mean sea level with a light fuel load in a clean aircraft.
I did once work up a display in the Bucc that started with a 1/2 horizontal 8, entering at 480 KIAS and topping at around 8000 ft. However, at such a high TAS you only had to be very slightly steeper than 45 deg on the way down and you lost a monstrous amount of altitude. This sequence also featured a gear down barrel roll but that is another story. Sadly, the requirement for that display never materialised.
And then the story of the Tristar plugged into the Bucc tanker - that can wait for another day.
