@@5EyesIsntWatching great CF-104 at the museum at St Andrews airport, north of Winnipeg. I had 2 rides in the 104. It’s a dragster, rather than a sports car. Straight lines at high speed, but “turns like a train” 😉
@@tonyledsham2810 I got to sit in one at CFB Trenton when I was a kid and experienced the engine run up. Lol for some reason they wouldn't clear a 8yr old for flight
Well, I took a quick Christmas time side job drumming up money to help the less fortunate. I had forgotten how very much I detest stationary jobs with no brain use. Thankfully, remembering I have earbuds, plus this 3 part series is going to help get me through my shift.
Bones mentions the 'Black' Blackhawks. During an APC with 228 OCU in early 88 my Sgt managed to blag a ride in one. Apparently whilst climbing up from being over the sea they clipped the tail on a cliff. He looked pretty shaken! Also, during GW1 I nearly took Fred Grundy's eye out with a screwdriver that slipped whilst adjusting his helmet. He was eating an egg banjo and I don't think he noticed!
I'm drunk just by listening all the pub and partying stories, wonderful tonka related information in the mean time 😂 thank you both for your time and effort for real, you're doing a wonderful thing here ❤
Good stories on the Canadian point of view of being an ally of Nato.Thought the idea they practiced defense of Norway over defense of Canada because of unlikely event of an invasion was a hoot.
As regards low flying the Britiish Army Air Corps will tell you that anything above 250 feet is fast jet country. I think a lot of the problems between pilots and navigators on fast jets is that the navs have a tendency to be frustrated fighter pilots.
1:40:01 yes, the Dutch guys are haunted by it. Our entire country, actually. The cabinet (ministers and PM) fell over it, and we still have a soar spot for relying on French Mirages to assist them - but they never came. This incident vowed us to NEVER, EVER let our troops rely on the chain of command, and we make sure we in the future deliver the peacekeepers, but together with howitzers, Apaches, F-16s and KC-30Ms. It’s a true national trauma.
“The squadron started to convert to the Bristol Beaufighter I and Widdows personally supervised his pilots during their conversion.[37] Gibson's first flight in a Beaufighter was on 1 December 1940. He then undertook some intensive training on AI procedure. He found the night-fighter culture very different from bombers as the two-man crew had to work as a team with the pilot relying on the guidance of the AI operator to find their targets. Gibson made his first operational flight in a Beaufighter on 10 December with Sergeant Taylor as his AI operator.” en.m.wikipedia.org/wiki/Guy_Gibson
Guy went on to 617 Dambusters. Their mess was at the Petwood Hotel in Woodhall Spa, just north of RAF Coningsby. It’s been beautifully-preserved, with lots of memorabilia. Well worth a visit!
Steve is a great host! He knows how to “steer” the interview, without interrupting the “war stories”. The series with MOG on the Sea Harrier is particularly harrowing…
@@tonyledsham2810 The series with Mog was my introduction to Steve's interviews and it was incredible listening to what they endured and the stories he told. I've been hooked ever since. I look forward to your next installment and a massive thank you from me for giving up your time to do the interviews and my genuine appreciation for your service to the UK.
@@tonyledsham2810 Your series of interviews have been fantastic and having just finished the final episode today I can say they have all been utterly compelling. I can only speak for myself but it has been a pleasure listening to you talk about your time in the RCAF/RAF and getting to know a little bit about you and your life as a fighter pilot. Thank you.
At 1:31:34 he says the plane would fly smoothly at low altitude due to low wing loading. My understanding was that it is the opposite, and also that the tornado has a high wing loading due to it's small wings which he said earlier. Low wingload will lead to a harsher flight down low. Did he misspeak or have I misunderstood? Also calling afterburner "reheat" makes it sound so boring.
Yes, I misspoke. High wing loading = smoother ride (if that’s really important…) That being said, I got knocked around in the Norwegian fjords in the high-wing load F-5.
@@tonyledsham2810 thanks. Did you fly norwegian f-5s? If so was there any difference between ours and the ones you had in canada. Sounds like it was a good call replacing them with f16s.
@@audunskilbrei8279no, but I flew against them. They didn’t have the load (weight and drag) that we were carrying, so they kicked our butts. They did amazing things with their F-16’s, including flying into 2600’ rwys. They installed a dragchute, one of the only countries which had that on the F-16.
@@audunskilbrei8279 The Canadian F-5s were closer to the F-5A launched in the early 1960s but had more powerful engines than the F-5A. For that matter, a lot of license-built Canadian fighters had more powerful engines than their American counterparts. The most-powerful F-86 Sabres were CF-86 models outfitted with British-design engines. You can think of the Canadian CF-5s as interim F-5 models but like all F-5s they were not suitable for fighting World War III! Not enough range and payload capability; they were classic point defense planes but by the early 1970s were outclassed by upcoming designs like the American Teen Fighters (F-14, F-15, F-16, F-18) and the later arriving Mirage 2000, MiG-29 and Su-27 in the 1980s. The Norwegian F-5s were basic F-5A models. Considerably less powerful than the later F-5Es which had the most powerful GE J85 engines built (around 1000-1500 more thrust per engine than the F-5A engines) and lacked the aerodynamics modifications the F-5Es received. F-5E wings had enlarged leading edge root extensions (still much smaller than the F-18 "cobra hoods) and auto-maneuvering flaps. The F-5E can still be defeated by any of the fighter planes that arrived from early 1970s onward. Its primary defense is its small size. Sure, a well-trained F-5 instructor pilot can beat any green student pilot in an F-5 but if you put two equally-trained men in an F-5 versus a later generation fighter, the F-5 is going to have a very hard time of it. Every decent 1970s+ fighter can outturn, outrun, outclimb, and outrange an F-5.
![From F-16 to MiG-23: Gabby Drake [FULL INTERVIEW]](http://i.ytimg.com/vi/hcG06h4u3UE/mqdefault.jpg)
Really enjoyed this. Cheers
As a fellow Canuck, I'd love to here more RCAF Cold War flight stories
Thanks very much @5eyesisntWatching Ep 3 drops this weekend - 12 Dec 23. “Hot war” stories - dropping LGB’s in Serbia/Kosovo 😱
@@tonyledsham2810 can't wait especially since I'm starting CF-104 and CF-18 models this weekend
@@5EyesIsntWatching great CF-104 at the museum at St Andrews airport, north of Winnipeg. I had 2 rides in the 104. It’s a dragster, rather than a sports car. Straight lines at high speed, but “turns like a train” 😉
@@tonyledsham2810 I got to sit in one at CFB Trenton when I was a kid and experienced the engine run up. Lol for some reason they wouldn't clear a 8yr old for flight
Well, I took a quick Christmas time side job drumming up money to help the less fortunate. I had forgotten how very much I detest stationary jobs with no brain use. Thankfully, remembering I have earbuds, plus this 3 part series is going to help get me through my shift.
What a gent Bones is! Greatly enjoying this series.
That’s very kind! Next ep this weekend.
Can we get an episode about Steve Davies
I'd second that!
czcams.com/video/qL2LI8JZa1w/video.html
One of the first ones was about one of Steve’s air to air photoshoots which was excellent!
Hosted by Starbaby dressed as well as or better than Bones!
@@SamFarrowwait for ep 4!
Bones mentions the 'Black' Blackhawks.
During an APC with 228 OCU in early 88 my Sgt managed to blag a ride in one.
Apparently whilst climbing up from being over the sea they clipped the tail on a cliff.
He looked pretty shaken!
Also, during GW1 I nearly took Fred Grundy's eye out with a screwdriver that slipped whilst adjusting his helmet.
He was eating an egg banjo and I don't think he noticed!
I'm drunk just by listening all the pub and partying stories, wonderful tonka related information in the mean time 😂
thank you both for your time and effort for real, you're doing a wonderful thing here ❤
😂 (I’m still hungover…) “work hard, play hard”? 😉
Thank you both for a great interview.😊
You made my day!
Always interesting to get another Air Force’s view on the Tornado ADV !
Looovvved this interview.
Good stories on the Canadian point of view of being an ally of Nato.Thought the idea they practiced defense of Norway over defense of Canada because of unlikely event of an invasion was a hoot.
As regards low flying the Britiish Army Air Corps will tell you that anything above 250 feet is fast jet country. I think a lot of the problems between pilots and navigators on fast jets is that the navs have a tendency to be frustrated fighter pilots.
1:40:01 yes, the Dutch guys are haunted by it. Our entire country, actually. The cabinet (ministers and PM) fell over it, and we still have a soar spot for relying on French Mirages to assist them - but they never came. This incident vowed us to NEVER, EVER let our troops rely on the chain of command, and we make sure we in the future deliver the peacekeepers, but together with howitzers, Apaches, F-16s and KC-30Ms. It’s a true national trauma.
My heart goes out to the Netherlands Army at Srebenica. Canada had similar traumatic experiences in Croatia (Medak Pocket) and Rwanda genocide.
excellent
And 29 Squadron's most famous pilot, Guy Gibson!
Guy Gibson! I did not know he was on 29(F)
“The squadron started to convert to the Bristol Beaufighter I and Widdows personally supervised his pilots during their conversion.[37] Gibson's first flight in a Beaufighter was on 1 December 1940. He then undertook some intensive training on AI procedure. He found the night-fighter culture very different from bombers as the two-man crew had to work as a team with the pilot relying on the guidance of the AI operator to find their targets. Gibson made his first operational flight in a Beaufighter on 10 December with Sergeant Taylor as his AI operator.”
en.m.wikipedia.org/wiki/Guy_Gibson
Guy went on to 617 Dambusters. Their mess was at the Petwood Hotel in Woodhall Spa, just north of RAF Coningsby. It’s been beautifully-preserved, with lots of memorabilia. Well worth a visit!
Yes, he did a tour as a night fighter pilot on Beaufighters. I think it was at West Malling in Kent.
Bones is a fantastic guest, I hope we at least get a part 3.
You will indeed - Sat 9 Dec 1700 UTC.
Steve is a great host! He knows how to “steer” the interview, without interrupting the “war stories”. The series with MOG on the Sea Harrier is particularly harrowing…
@@tonyledsham2810 The series with Mog was my introduction to Steve's interviews and it was incredible listening to what they endured and the stories he told. I've been hooked ever since.
I look forward to your next installment and a massive thank you from me for giving up your time to do the interviews and my genuine appreciation for your service to the UK.
@@TarkaChopsthat’s very kind of you! I hope you found the war stories interesting.
@@tonyledsham2810 Your series of interviews have been fantastic and having just finished the final episode today I can say they have all been utterly compelling. I can only speak for myself but it has been a pleasure listening to you talk about your time in the RCAF/RAF and getting to know a little bit about you and your life as a fighter pilot. Thank you.
Awesome interview. Keep it up!
The first, red medal was probably the most difficult to achieve! 😆
They usually are.
12 years of *undetected* crime 😎
At 1:31:34 he says the plane would fly smoothly at low altitude due to low wing loading. My understanding was that it is the opposite, and also that the tornado has a high wing loading due to it's small wings which he said earlier. Low wingload will lead to a harsher flight down low. Did he misspeak or have I misunderstood?
Also calling afterburner "reheat" makes it sound so boring.
You’re right about the wing loading
Yes, I misspoke. High wing loading = smoother ride (if that’s really important…) That being said, I got knocked around in the Norwegian fjords in the high-wing load F-5.
@@tonyledsham2810 thanks. Did you fly norwegian f-5s? If so was there any difference between ours and the ones you had in canada. Sounds like it was a good call replacing them with f16s.
@@audunskilbrei8279no, but I flew against them. They didn’t have the load (weight and drag) that we were carrying, so they kicked our butts. They did amazing things with their F-16’s, including flying into 2600’ rwys. They installed a dragchute, one of the only countries which had that on the F-16.
@@audunskilbrei8279 The Canadian F-5s were closer to the F-5A launched in the early 1960s but had more powerful engines than the F-5A. For that matter, a lot of license-built Canadian fighters had more powerful engines than their American counterparts. The most-powerful F-86 Sabres were CF-86 models outfitted with British-design engines. You can think of the Canadian CF-5s as interim F-5 models but like all F-5s they were not suitable for fighting World War III! Not enough range and payload capability; they were classic point defense planes but by the early 1970s were outclassed by upcoming designs like the American Teen Fighters (F-14, F-15, F-16, F-18) and the later arriving Mirage 2000, MiG-29 and Su-27 in the 1980s.
The Norwegian F-5s were basic F-5A models. Considerably less powerful than the later F-5Es which had the most powerful GE J85 engines built (around 1000-1500 more thrust per engine than the F-5A engines) and lacked the aerodynamics modifications the F-5Es received. F-5E wings had enlarged leading edge root extensions (still much smaller than the F-18 "cobra hoods) and auto-maneuvering flaps.
The F-5E can still be defeated by any of the fighter planes that arrived from early 1970s onward. Its primary defense is its small size. Sure, a well-trained F-5 instructor pilot can beat any green student pilot in an F-5 but if you put two equally-trained men in an F-5 versus a later generation fighter, the F-5 is going to have a very hard time of it. Every decent 1970s+ fighter can outturn, outrun, outclimb, and outrange an F-5.
+1