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I remember the sound of the Argus's when they flew overhead, miss it!
Colin P said:I remember the sound of the Argus's when they flew overhead, miss it!
Dimsum said:Unpopular opinion, but I never thought the Argus was a particularly good-looking aircraft. However, the bombardier bubble up front would have had amazing views during takeoff/landing and while low level.
Also, 24+ hour flights (26.5 from Wiki with load, tested to 31 hours). Ew.
Eye In The Sky said:My dad, a retired Argus FE, has some stories about people staying the bubble on a dare for landings, and the...'screaming' that happened sometimes.
Loachman said:I cadged three Argus flights while on OJT in Summerside prior to PFT - one four-hour Pilot Trainer and two eight-hour Crew Trainers. I politely declined offers to go on full-blown patrols, as even the Pilot Trainer was incredibly boring.
Nobody was allowed there during take-offs and landings because of a fatal accident some years previously, despite certain of us begging.
Eye In The Sky said:2nd pic attached is one of my favorites; Dad's crew in Kinloss in Sept '68. Forge caps in flight suits, wets on the ramp after a successful 'something'. It really gives you an idea of the size of the airplane.
Dan M said:Great photograph of the real RCAF back in the day. Air Force blue rather than CF green.
Crew Stations. Flight operating crew members, employed in their primary role, occupied the following
positions: pilot, co-pilot%u2019s seats, flight engineer%u2019s station, routine navigator%u2019s station, radio operator%u2019s
station. The tactical crew, was located primarily in the tactical and detection compartment, but there was a
nose lookout station, sometimes occupied by a bomb-aimer, observer, or whomever was free at the time
during flight. It was not occupied during take-off and landing. The nose watertight door was to be kept
closed at all times except for entrance and exit purposes.
. . .
Argus Incidents: Close Calls, Bird Strikes and Crashes
Collapsed Nose Gear. Due to the large size of the nose radome, there was limited clearance to the
runway upon landing. The clearance for the Argus Mk 1 was 58 cm (23 in) and the Argus Mk 2 cleared by
76 cm (30 in). Thus any problems with the nose gear during landing could result in a smashed radome
and a wrecked radar antenna. That is what occurred to Argus 10725 of 404 Squadron, CFB Greenwood
in the winter of 1970/71. The aircraft touched down 18 m (60 ft) short of the runway threshold, bounced
onto the runway and came to a stop 1,280 m (4,200 ft) from the button. The nose landing gear collapsed
and folded back along the bottom of the fuselage, resulting in the need for a new radome and radar
. . .
Because the Argus operated at low altitudes and in the avian-rich maritime environment, it was
susceptible to bird-strike events. Gulls striking the large aircraft in its vulnerable nose and wing leading
edge areas could cause a good amount of damage to the aircraft, let alone the crew members who might
be in the exposed observation area of the nose. Two such incidences are described here.
Bird Strike on Take-off. On 4 September 1960, Argus 20722 of No. 405 Squadron piloted by W/C C.N.
Torontow and co-pilot, F/L D.R. Watson suffered multiple bird strikes during a night take-off from RAF
Kinloss in Northern Scotland. The fully glazed, Perspex nose of the aircraft was shattered and the nose
compartment was full of dead seagulls, blood, guts and feathers. Additionally, the windscreen was
damaged and there were numerous dents in the leading edge of the wings. The pilots and flight engineer
managed to get the aircraft airborne long enough to complete one circuit of the airfield before landing
Bird Strike and Personal Injury. On 14 December 1962, Argus 20735 of No. 415 Squadron, piloted by
F/L A.F. Farris, was conducting an exercise with a RCN submarine. Flying Officer B.R. Johnson, a radio
officer, was in the nose compartment when a seagull penetrated the Perspex and struck Johnson on the
left foot, splintering the bone in his left toe. The nose compartment was filled with gale-force frigid air
along with the remains of the deceased seagull. The compartment had to be evacuated and sealed off,
whereupon the aircraft returned to base as the radio officer required medical attention for his injuries.