Jump to content

Canadair CP-107 Argus

From Wikipedia, the free encyclopedia
(Redirected from Canadair CL-28)

CP-107 Argus
General information
TypeMaritime patrol aircraft
ManufacturerCanadair
Designer
Tom Harvie [1]
Primary usersRoyal Canadian Air Force
Number built33[2]
History
Manufactured1957-1960
Introduction date1958
First flight27 March 1957[2]
Retired1982
Developed fromBristol Britannia

The Canadair CP-107 Argus (company designation CL-28) is a maritime patrol aircraft designed and manufactured by Canadair for the Royal Canadian Air Force (RCAF).[3] The Argus served throughout the Cold War in the RCAF's Maritime Air Command and later the Canadian Force's Maritime Air Group and Air Command.

Design and development

[edit]

In 1949, Canadair recognized that the RCAF would soon be looking for a replacement for the Avro Lancasters being used in the maritime patrol role and proposed the CL-29, a variant of the North Star, itself a variant of the Douglas C-54 Skymaster or DC-4 transport.[4] When the RCAF issued the specification in 1952, it was for a larger and more capable aircraft, and two proposals were received. These included a Lockheed Constellation variant from Lockheed, however its low speed handling was deemed inadequate by the RCAF,[4] while Bristol proposed a variant of their Britannia airliner. However, concerns were raised over its floating controls, where they were controlled via servo tabs rather than direct linkages.[4] The RCAF preferred the Bristol proposal, but it would be developed in Canada. Canadair presented two proposals, the CL-28 also based on the Britannia, which was accepted, and a lowest cost design called the CL-33 which was described as a fat Lancaster.[4] It would have been comparable to the Avro Shackleton already being operated by the RAF, but significantly lighter, and was to be powered by the same engines as were used in the CL-28, or similar radial engines.[4]

Canadair began work on the CL-28 in April 1954 and at the time it was the largest aircraft to be built in Canada. The hybrid design, initially referred to as the 'Britannia Maritime Reconnaissance', or 'Britannia MR', was derived from the Bristol Britannia airliner, having the same wings, tail surfaces and landing gear except for being "Americanized" – meaning that it used the same general design, but changed from British materials, dimensions and standard parts to American ones.[1] Due to the greater stresses from flying at low altitude for long periods of time, even the components taken from the Britannia needed substantial reinforcement, and to meet these demands, extensive use of a locally developed metal to metal bonding was used.[5] The Argus represented the first large scale use of titanium in the structure, as well as structural plastic, which was used to electrically insulate the top of the fin for the sensors mounted there.[5]

The fuselage was completely redesigned by Canadair, going from the pressure cabin used in the Britannia to an unpressurised one with two 18 ft (5.5 m) long bomb bays fore and aft of the wings.[1] The engines were also changed from the Bristol Proteus turboprop engines to Wright R-3350 turbo-compound piston radial engines, which had lower fuel consumption necessary for extended missions at low level.[5] At the design stage the Napier Nomad, another turbo-compound engine, was also considered, although the Nomad was later cancelled.

Test program

[edit]

Seven aircraft were used for the development program, with each one specializing in specific systems or problem.[6] Argus 20710 tested controls and stability, 20711 equipment and environment, 20712 did cold weather testing, 20713 structural tests and demonstrating RCAF requirements, while 20714 was used for weapons testing, and 20715 completed the operational evaluation.[6] In July 1960, a CP-107 Argus visited Eglin AFB, Florida, for hot weather testing.[7]

Operational history

[edit]
Canadian Armed Forces 415 Squadron Argus Mk.2 descending

The Argus replaced the last of the Avro Lancasters as well as the Lockheed Neptunes that had been bought as an interim measure pending the arrival of the Argus in the maritime reconnaissance or patrol role.

One of the most effective anti-submarine warfare (ASW) aircraft of its day, the Argus was a mainstay for the RCAF. A large amount of equipment was carried, including: search radar, sonobuoys, electronic counter measures (ECM), explosive echo ranging (EER) and magnetic anomaly detector (MAD). Up to 8,000 lb (3,600 kg) of weapons could be carried in the bomb bays, including torpedoes and depth charges.

A flight crew of 15 consisting of three pilots, three navigators (Observer Long range), two flight engineers and six radio officers (observer rad) until the early 1960s when the crew included both commissioned officers (tactical navigator/radio navigator) and non commissioned officers (observers), the number of which was dependent on the mission. Four crew bunks and a galley were provided to extend the efficiency of the crew on long patrols (average 18 hrs). The CL-28 had an endurance of approximately 26½ hours with full armament.

An Argus flown by 407 Maritime Patrol Squadron on 1-2 October 1959 held the Canadian military record of slightly over 31 hours for the longest flight by an unrefuelled aircraft, while covering a distance of 4,570 mi (7,350 km) from RNZAF Base Ohakea in New Zealand to Naval Air Station Barbers Point in Hawaii, before continuing across the rest of Pacific and most of Canada.[8] Due to unexpectedly strong headwinds that greatly increased fuel consumption, they chose to land in RCAF Station North Bay where they had less than an hour of fuel remaining, after an additional 20 hours of flying.[8] The 31 hour record flight broke the previous distance record, set by another Argus from the same squadron, of 4,210 miles (6,780 km).[8]

The principal difference between the Mk.1 and Mk.2 was in the different navigation, communication and tactical electronic equipment fitted internally. Externally, the Mk II had a smaller redesigned nose radome and additional ECM antenna above the fuselage.[9]

407 Squadron Argus Mk.1 with larger chin radome
415 Squadron Argus Mk.2 deployed to Bermuda in 1979.

The Argus flew its last service mission on 24 July 1981, and was replaced by the Lockheed CP-140 Aurora.

Variants

[edit]
  • Argus Mk.1/CL-28-1 : Long-range maritime reconnaissance aircraft for the RCAF. This aircraft was fitted with an American AN/APS-20 radar in a chin-mounted radome.[10] 13 built.[2][10] (serials 20710-20722)[11]
  • Argus Mk.2/CL-28-2 : Long-range maritime reconnaissance aircraft for the RCAF. This aircraft was fitted with a British ASV-21 radar in a chin-mounted radome.[12] 20 built.[2][12] (serials 20723-20742)[11]

Operators

[edit]
 Canada

Accidents and incidents

[edit]
  • On 23 March 1965, 404 Squadron Argus 20727 was lost 60 miles (97 km) north of the Puerto Rican coast with all hands[20] during a night ASW exercise with HMS Alcide. The Argus completed a low pass of the submarine and then commenced a hard bank. The wing struck a high swell and the aircraft cartwheeled in to the ocean, killing all 16 on board.[21]
  • 31 March 1977, with one engine shut down after a malfunction during a patrol mission, 415 Squadron Argus 20737 was seconds from touching down at CFB Summerside when it abruptly lost altitude and began yawing strongly to the left while dropping one wing.[22] Weather at the time included thunderstorms, heavy rains and strong winds.[23] It impacted to the left of the runway nose high and left wing low, before becoming airborne again, only to continue veering to the left, barely missing the control tower thanks to the effort of the pilot, until colliding with a parked Nordair Lockheed Electra, tearing the Electra's wing open and severing the rear fuselage, before coming to a stop, all while being followed by a fireball.[22] Fifteen of the crew escaped the fire, but one died in the crash and two others later died from their injuries.[22][23]

Aircraft on display

[edit]
Argus 10732 on display outside the National Air Force Museum of Canada

Specifications (Canadair CL-28-1 Argus Mk.1)

[edit]
Canadair CL-28 Argus drawing from the aircraft manual

Data from The Encyclopedia of World Aircraft[29]

General characteristics

  • Crew: 15
  • Length: 132 ft 4.5 in (40.348 m)
  • Wingspan: 142 ft 3.5 in (43.371 m)
  • Height: 40 ft 9 in (12.42 m)
  • Wing area: 2,075 sq ft (192.8 m2)
  • Airfoil: Root: NACA 25017 Tip: NACA 4413[30]
  • Empty weight: 81,000 lb (36,741 kg)
  • Max takeoff weight: 157,000 lb (71,214 kg)
  • Fuel capacity: 6,640 imp gal (30,200 L; 7,970 US gal)
  • Powerplant: 4 × Wright R-3350 TC18EA1 18 cylinder Turbo-Compound air-cooled radial engines, 3,700 hp (2,800 kW) each
  • Propellers: 3-bladed Curtiss-Wright Electric C634S-C554 metal variable-pitch propeller, 15 ft 6 in (4.72 m) diameter

Performance

  • Maximum speed: 315 mph (507 km/h, 274 kn)
  • Cruise speed: 207 mph (333 km/h, 180 kn)
  • Range: 5,900 mi (9,500 km, 5,100 nmi)
  • Service ceiling: 25,000 ft (7,600 m)

Armament
(Maximum load of 8,000 lb (3,600 kg))

Avionics

  • Radar systems:
  • Passive sensors:
    • Jezebel Low Frequency Analyzer and Recorder sonobuoy sound analyzer to identify distance and type of vessel[32]
    • Magnetic Anomaly Detector (MAD) on extended tail boom to measure presence of iron from a vessel's hull[32]
    • AN/ALR-8 radio direction finding and interception to triangulate location of radio transmitters[32]
    • AN/APA-74 radar signal pulse identification for identifying and locating submarine radar transmissions[32]
    • AN/ASR-3 exhaust trail indicator for identifying presence of submarine diesel engine exhaust[32]
  • Other:
    • 70 million candlepower searchlight for night visual identification[32]

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

References

[edit]

Notes

[edit]
  1. ^ a b c Pickler, 1995, p.121
  2. ^ a b c d Milberry, 1979, p.139
  3. ^ "Canadair CP-Argus 2." Archived 2007-09-27 at the Wayback Machine Canada Aviation and Space Museum. Retrieved: 21 February 2007.
  4. ^ a b c d e Pickler, 1995, p.120
  5. ^ a b c Pickler, 1995, p.122
  6. ^ a b Pickler, 1995, p.126
  7. ^ "Canadian Plane Now Undergoing Tests At Eglin." The Okaloosa News-Journal (Crestview, Florida), Volume 46, Number 28, 14 July 1960, p. A-3.
  8. ^ a b c Baker, 2011, p.112-113
  9. ^ "Canadair CP-107 Argus 2." Archived 28 May 2017 at the Wayback Machine Canada Aviation and Space Museum. Retrieved: 8 October 2014.
  10. ^ a b Baker, 2011, p.27
  11. ^ a b Walker, 2010
  12. ^ a b Baker, 2011, p.29
  13. ^ Baker, 2011, p.93
  14. ^ a b Baker, 2011, pp.111
  15. ^ a b Baker, 2011, pp.96 & 98
  16. ^ a b Baker, 2011, pp.99-100
  17. ^ a b Baker, 2011, pp.105-106
  18. ^ Baker, 2011, pp.109-106
  19. ^ Baker, 2011, p.102
  20. ^ Baker, 2011, pp.118
  21. ^ "ASN Aircraft accident Canadair CP-107 Argus Mk.2 20727 Puerto Rico".
  22. ^ a b c Baker, 2011, pp.119-120
  23. ^ a b Steepe, 2017
  24. ^ Brennan, Dan. "The Comox Air Force Museum's Guide to the Aircraft of the Heritage Air Park". Retrieved 21 July 2017.
  25. ^ "ARGUS CP-107". Greenwood Military Aviation Museum. Retrieved 21 July 2017.
  26. ^ "Argus". National Air Force Museum of Canada. Retrieved 21 July 2017.
  27. ^ "Artists Concept of Our Park". Air Force Heritage Park, PEI. Aviation Heritage Society (PEI) Inc. Retrieved 21 July 2017.
  28. ^ "CANADAIR CP-107 ARGUS 2". Canada Aviation and Space Museum. Ingenium. Archived from the original on 28 May 2017. Retrieved 21 July 2017.
  29. ^ Donald 1997, p. 118.
  30. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
  31. ^ a b c d e f g Baker, 2011, pp.39-46
  32. ^ a b c d e f g h Baker, 2011, pp.27-37

Bibliography

[edit]
[edit]
Wikimedia Commons has media related to Canadair CP-107 Argus.
Retrieved from "https://wiki.riteme.site/w/index.php?title=Canadair_CP-107_Argus&oldid=1263359893"