Canadair CP-107 Argus Mk 2

An aircraft for FSFS by Keith Clifford

The Canadair Argus was a maritime patrol aircraft which served with the Royal
Canadian Air Force and the Canadian Armed Forces from 1958 to 1980.  The last
Argus flew in 1982 when aircraft 10742 was delivered to the National Aviation
Museum in Ottawa.  The aircraft depicted is # 742 as it was on its final flight.
It is in the colours of 415 Sqn based at CFB Summerside, Prince Edward Island.
The FSFS version has functioning nav lights, anti-collision lights (strobes),
visible landing lights, flaps, undercarriage and bomb bay doors which cycle when
using the "/" key.

INSTALLATION

Files included in this zip file:

argus20.air	argus20.1af	argus20.3af	argus20.5af	argus20.7af
argus20.0af	argus20.2af	argus20.4af	argus20.6af	argus20.8af
argus20.9af	argus742.txt (this file you're reading now)

Copy the argus20.air file to your FS5 /pilots subdirectory

Copy the argus20.0af to argus20.9af files to your FS5 /texture subdirectory

You must have Flight Shop (FSFS) and Microsoft Flight Simulator v 5 (or better)
to fly this aircraft.

I assume no liability in the use of this software.  It is copyrighted freeware
created solely for the enjoyment of my fellow flightsimmers.  This software may 
be distributed to any Internet site provided that this text file accompanies it.
No profit is to be made from the software.  All rights remain the property of
Keith Clifford.

ACKNOWLEDGEMENTS

I'd like to thank Al Pelletier of the Comox Valley Flight Sim Stopover for
passing on some very interesting and comprehensive technical data on the Argus.
Al is a former RCAF and CAF airman who was an aircrew member on the Argus and a 
host of other Canadian military aircraft types.  The information he supplied
allowed me to refine the aircraft design and put some hard numbers into the 
flight dynamics file.  I'd also like to thank Chris Squires of the Comox Valley
Flight Sim Stopover for his kind comments about how the FSFS Argus flies.  He 
is a former Argus pilot with some 5000 hours on type. Additionally I'd like to thank
Jack Mann, another former Argus pilot for his account of a mid ocean rescue mission.
Any and all faults with the aircraft and this text are of my own making.

KNOWN PROBLEMS
The Argus flies well and I haven't encountered any bad tendencies yet.  I've flown
about fifty hours on my version.  The aircraft uses all 540 parts.  I still had to 
leave out several small details such as some of the less visible aerials.  It
has several parts which bleed through at various aspects.  These are minor and
generally do not detract from the visual appeal of the aircraft.  The bomb bay
doors are operated by the "/" key (spoilers).  I am told that in the FS6 conversion
these might not operate.  I've operated the Argus in both FS5 and FS6 and haven't
encountered this on my system.

PHYSICAL SPECIFICATIONS

Wingspan	142 feet 3.6 inches

Length		132 feet 5.75 inches

Height (basic weight)	40 feet 9 inches

Fuselage Height	18 feet 11 inches

Fuselage Diameter 12 feet 0 inches

Gear Track	31 feet 0 inches

Wing Area	2075 sq. feet

Wing Flaps	376 sq. feet

Max T-O Weight	157,000 lbs

Max Landing Weight	123,500 lbs

Max Fuel for Landing	24,000 lbs

Max Zero Fuel Weight	109,000 lbs

Total Usable Fuel	47,808 lbs

Total Usable Oil	2,394 lbs

THE AIRCRAFT

TYPE	Four Engine Low Wing Monoplane

MISSION	
	Anti Submarine Warfare (ASW), Surveillance and Search and Rescue (SAR)
	The Argus could also perform a limited transport role.

MANUFACTURER
	Canadair Ltd., Montreal (Manufacturers designation CL-28)
				(Canadian Forces designation CP-107)
				(RCAF designation Argus)

CREW	3 pilots, 2 flight engineers, 4 navigators, 6 electronic systems operators
	total 15

ENGINES	4 Wright model 981 TC18EA1 Turbo-Compound Cyclone R3350
	rated at 3400 hp in normal use and 3700 hp with water injection

PROPS   3 bladed Curtiss propellors 15 feet 6 inches in diameter
	Propellors are electrically controlled and capable of feathering,
	reversing and synchronization.

OPERATING DATA

	Acceleration Limits		2G

	The flight characteristics of the Argus varied widely with the
	way that the aircraft was loaded.  Where possible upper and lower 
	performance figures will be given.

	Permissible Airspeeds

	Max Level Flight Speed		
		Altitude (feet)		KIAS		Mach No.
		Sea level to 10,000	275
		15,000			250		0.5
		20,000			225		0.5

	Max Dive Speed
		Sea level to 10,000	330		
		15,000			305		0.6
		20,000			275		0.6

	Max Speed Landing Gear Down	150 

	Max Speed Flaps Extended
		15 degrees		210
		30 degrees		180
		45 degrees		150
	
	Max Speed Bomb Doors Open	240

	Stall Speeds Power Off (Vs)
		Flap Setting	Gross Weight	Speed KIAS
		0		100,000		92
		0		155,000		119
		15		100,000		86
		15		155,000		107
		30		100,000		81
		30		155,000		101
		45		100,000		77
		45		155,000		96

	Stall Speeds Power On 100,000 lbs Gross Weight
		Flap Setting	Power Setting	Speed KIAS
		0		1900 RPM	 87
		45		3400 RPM	 62

	Stall Speeds Power On 155,000 lbs Gross Weight
		0		1900 RPM	 110
		45		3400 RPM	 80

	Rotation Speed (Vr) 15 degrees flap
		Aircraft Weight			Speed KIAS
		100,000				104
		155,000				117

	Minimum Climb Speed (V2) 15 degrees flap
		Aircraft Weight			Speed KIAS
		100,000				105
		155,000				130 

	Minimum Flap Retraction (V3) and Best Climb Speed (Vbc & Vrc)
		Aircraft Weight		V3	Vbc	Vrc
		100,000			125	129	150
		150,000			152	158	168

	Critical Engine Failure Speeds (V1)
		Aircraft Weight			Speed KIAS
		100,000				96
		150,000				119

	Range and Endurance
	Dependent upon the configuration and airspeed.
    	An Argus flew from Hawaii to North Bay in 20 hrs 10 minutes.
	It covered a distance of 4,570 miles.
	An Argus remained aloft for 31 hours on May 30/June 1,1974.
	These are clearly maximums.  

	Weapons
	The Argus carried a variety of ASW weapons including torpedoes,
	bombs, depth charges and mines within its two bomb bays.  A maximum
	of 8,000 lbs could be carried internally.  Hard points under the wings 
	allowed the carriage of external weapons but I have not seen any 
	information as to the types of weapons.

	Electronic Systems
	The Argus deployed two types of search radars.  The Mk 1 carried the
	American built AN/APS-20 radar while the Mk 2 carried the British 
	manufactured ASV-21 radar.  The aircraft had a tail mounted MAD or
	Magnetic Anomaly Detection system housed in the MAD boom.  The aircraft
	was covered with various receiver antennas for sonobuoys along with
	various identification and communication radios. Navigation systems included
	OMEGA and Loran.



THE ARGUS - A BRIEF HISTORY

Most of the information I have on the Argus comes from several publications
none of which deal with the history of the aircraft to the extent I'd like.
All technical details on the aircraft come from Argus operating data.

	The Argus was born from an Royal Canadian Air Force specification in 1952 for
a long range maritime patrol aircraft capable of operating out to mid ocean.
The aircraft had to be capable of flying to a patrol area 1000 miles away from base
and remain on station for eight hours and on return to base have sufficient 
fuel on board to divert an additional 500 miles.

	At the time the RCAF was equipped with maritime reconnaisance versions
of the Avro Lancaster Mk 10.  The Lancaster was later replaced by the Lockheed P2V
Neptune.  The Neptunes (25 in total) were bought as interim replacements before
the Argus was ready for squadron service.

	Canadair Limited was awarded a contract to produce the new maritime 
aircraft and they decided to use the Bristol Britannia turboprop airliner as 
a basis for their design.  The reason an existing design was chosen was that this
would reduce the time required to bring a completely new aircraft to service.
The Brittania design was extensively modified.  The Argus retained the wings,
stabilisers, fin and rudder, undercarriage and flight controls of the Bristol
product.  However, it incorporated a fuselage of a completely new design that was 
shorter than the Britannia and had two 18 foot long bomb bays.  The engines
selected were 3,700 hp Wright R3350's which gave high power and low fuel 
consumption, a feature suited to the Argus operating regime.

	The first Argus rolled off the assembly line in December 1956.  It
was given the company designation CL-28.  It was given the RCAF serial number
20710.  In February 1957 the aircraft was given the name Argus.  The Argus was
the all seeing monster of Greek mythology.  Given the new capabilities that
the aircraft possessed it was an appropriate name.  The Argus first flew in 
March 1957.  It was originally equipped with the American AN/APS-20 search radar.
13 aircraft, serials 20710 to 20722 were so equipped and designated Argus Mk1.
These aircraft constituted the first production batch.  A further contract for 
20 more aircraft was let.  These aircraft carried the British ASV-21 search radar
and were designated Argus Mk 2.  The Mk 2's were serialled 20723 to 20742.  The
first Mk 2 flew in August 1958.  The last Mk 2 rolled off the Canadair assembly
line in July, 1960.  In all 33 aircraft were manufactured.

	The Argus entered service with the RCAF in May 1958 at RCAF Station
Greenwood, Nova Scotia.  The first operational flight took place in August
1958 when a crew with 405 Squadron commenced flight training.  The Argus went on
to serve with 404 and 405 squadrons at Greenwood, Nova Scotia, 415 squadron 
in Summerside, Prince Edward Island and 407 squadron in Comox, British Columbia.
Additional units were No 2 OTU (Operational Training Unit) which handled both Neptune
and Argus training.  2 OTU was to later become 449 squadron which in turn would be
disbanded and its training role handed over to 404 squadron.

	The Argus was the most advanced ASW aircraft in the world at the time
of its introduction.  It would remain one of the best throughout the course
of its service.  The Argus spent much of its career deployed on exercises with
NATO forces.  It operated in the North Atlantic and the Carribean, the Mediterranean
and the Pacific.  Aircraft would deploy on long range missions and demonstration 
flights throughout its service.  The first of many notable flights occured in
June 1959 when an Argus departed Greenwood, flew to Shannon, Ireland, and back to 
Greenwood non stop.  Another 1959 trip featured a visit to Australia and New
Zealand.  On the return leg an Argus flew non stop from Hawaii to North Bay,
Ontario in 20 hours and 10 minutes, a distance of 4,570 statute miles.

	The first major test for the Argus came with the 1961 Cuban Missile 
Crisis.  While Canada did not actively participate in the blockade of Cuba,
Canadian aircrews took over the routine patrol duties of many U.S. units which
had been diverted to the blockade.  Canadian crews were at a high state of readiness.
Twenty hour missions were not uncommon as Arguses searched for Russian submarines
in the Atlantic.  This was during a period of poor weather over the Atlantic
and the Crisis tested the Argus crews in wartime conditions.  Shortly afterwards,
Russian trawler traffic became much heavier in Canadian waters. 

	The Argus proved itself on many occasions to be a valuable Search and
Rescue platform.  The aircraft had tremendous range and endurance and was able 
to cover large search areas out to mid ocean.  Late in its career a crew
from 407 sqadron in Comox set the endurance record for the Argus.  They departed
on the 30th of May 1974 and landed 31 hours later on the 1st of June.  The mission
had started off as an operational patrol.  The aircraft carried out the patrol
then was diverted to a search and then returned to Comox where they orbited the 
base for a few hours before landing.  

	A former Argus captain described a SAR mission to me.  The aircraft was equipped 
with four MA-1 air droppable life rafts.  
The mission entailed flying from Greenwood to a spot in the Atlantic at 30 degrees
West latitude.  The crew was told that a sailboat on an Atlantic crossing
had not reported in over a several hour period.  The crew were given the last contact 
position and briefed on the weather conditions over the Atlantic.  The Argus took
off and flew out to the search area where the sole survivor was located through 
DF homing on his survival radio.  As the crew were not aware that the sailboat was
on a solo trans Atlantic crossing they flew a short pie search before returning to the
survivor in the water.  The survivor was in a small life raft.  The Argus dropped a 
life raft near the survivor.  The survivor did not have enough strength to pull himself
into the larger raft.  At the same time a ship was located by the crew and the Argus set
set off to contact the vessel which was 30 miles distant.  The Argus managed to contact
the ships crew on HF radio to alert them of the survivor in the water.  This
had been preceded by several passes over the ship with flashing lights and
varying power settings to get their attention.  The Argus was using
up its fuel and was able to remain on site long enough to see the vessel get within
100 yards of the survivor.  The Argus diverted to Torbay, Newfoundland where
it was then able to return to Greenwood and land.  As a foot note to this story, the survivor
oddly enough was a British submariner who was on a solo trans Atlantic crossing.
He tried his luck a few years later and was never seen again.  His vessel washed
up in Norway.

	Throughout its career, the Argus excelled at the detection of surface
and sub surface vessels.  Most of the subjects of its search missions were
vessels of the Soviet navy.  The crews were kept on peak efficiency through 
a series of Trainexes, Marcots and other exercises.  Occasionally the aircraft were
sent off on Northern Patrols or Norpats, fisheries sorties (Fishpats) and in
search of pollution violators.

	The Argus reached the end of its operational life with the Canadian
air force in the late seventies.  The aircraft were starting to get harder to maintain.
Although the aircraft continued to be updated throughout its career, the CAF 
began to search for a replacement for the Argus.  Of several contenders, the
winner was a Lockheed P-3 Orion airframe/S-3 Viking avioncs package.  The new
aircraft was designated the CP-140 Aurora.  The last Argus operational mission was
flown on November 10, 1980. In 1981, 24 of the surviving Arguses were assembled at CFB Summerside
for disposal.  Two Arguses were lost while in service.  The first (20727) went down in 
the Carribean near Puerto Rico in March 1965.  There were no survivors.  The second
aircraft (10737) was lost on a landing at CFB Summerside in March 1977.  Three
crew members died as a result of the crash.

	The Canadian government tried to market the Argus but in the end they
chose to scrap them.  In 1982 a company paid $71,936 for the 24 at Summerside
and melted them down on site.  Six Arguses did survive and they are found across
Canada.  10739 is at Summerside; 10717 is at Greenwood; 10718 is at Comox;
10715 belongs to the Western Canada Aviation Museum of Winnepeg, 10732 is part
of the RCAF Memorial Museum collection at Trenton. 10742, the last Argus built,
was delivered on the last flight of the Argus to the National Aviation Museum in 
Ottawa.  I was witness to her arrival at the airfield at Rockcliffe, a former
RCAF airfield and home of the NAM.  The aircraft flew several passes over the 
airfield for the benefit of the crowd and landed on the short runway with about
1000 feet to spare.  This was on the 10th of February, 1982.  

References:	404 Sqn History, 404 Sqn CAF & Craig Kelman and Associates 1991
		405 Sqn History, 405 Sqn CAF & Craig Kelman and Associates 1991
		Canadair, The first 50 years by Ron Pickler and Larry Milberry 1995
		The World's Fighting Planes, William Green 1964


	



          