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Description
| Manufacturer: | Canadair | |
| Base model: | CL-28 | |
| Designation: | CL-28 | |
| Nickname: | Argus 2 | |
| Basic role: | Patrol (Canada) | |
Specifications
| Length: | 128' 2" | 39.1 m | |
| Height: | 37' 8" | 11.5 m | |
| Wingspan: | 142' 4" | 43.4 m | |
| Wingarea: | 2,075.4 sq ft | 192.8 sq m | |
| Empty Weight: | 80,832 lb | 36,742 kg | |
| Gross Weight: | 147,692 lb | 66,980 kg | |
| Max Weight: | 147,692 lb | 67,133 kg | |
Propulsion
| No. of Engines: | 4 | ||
| Powerplant: | Wright R-3370 TC981 EA-1 | ||
| Horsepower (each): | 3700 | ||
Performance
| Cruise Speed: | 20 mph | 33 km/h | 17 kt |
| Max Speed: | 287 mph | 464 km/h | 250 kt |
| Climb: | 898 ft/min | 274 m/min | |
| Ceiling: | 24,206 ft | 7,380 m | |
Examples of this type may be found at
| Museum | City | State |
| Canada Aviation Museum | +ttawa | Ontario |
Recent comments by our visitors
| Ken MacLean Ottawa, ON | Argus wheel-wells chock full of Kelp (yes, that kind of kelp, seaweed). Anyone recall the Argus that returned from a pilot trainer, was towed into the hangar at Summerside and was found to have several hundred pounds of seaweed clinging to the undercarriage and main wheel-wells?
I was there, saw it. I was the Sgt. i/c servicing crew on 415 Sqn. that weekend, however I did not note the date; summer of 1972 probably. The incident was of course reported but I do not recall if any disciplinary action was taken against the aircrew. This a/c had obviously gone "tippity-toe" through the wave-tops during a flapless landing approach over Malpeque Bay. 06/30/2008 @ 14:04 [ref: 21727] |
| Marc Desbiens Ile-Perrot, QC | My father Jean-Jacques was a important member of the Canadair team that developed the Magnetic Anomaly Detector on that plane at Cartierville-Montreal between 1953 and 1960(?). He still talk about it with enthusiasm. I am glad that he was part of an important chapter of the canadian antisubmarine warfare aviation history. 04/16/2008 @ 16:54 [ref: 20566] |
| Dave Briggs Ottawa, ON | Well John Peele junior, I knew your uncle. John and I arrived in Greenwood assigned to "useless duties" together prior to OTU: he went to 404 sqn: and 405 for myself. Later, after we attempted to use as many 103RU Expediter hours as possible, upon completion of OTU and ACU, we were assigned to opposite squadrons; he was sent to 405 and myself to etc... Of course, we requested that assignments be reversed and they were. I spent 42 years of aviation remembering that I could just as easily been on that aircraft except for an understanding career counselor. John was only just starting out on a great career when his life was taken away.
405 and I, had just returned from our detachment in "rosy roads" when the accident occurred. Flying low level tactics down there with the equipment we had was, to say the least, interesting. No horizon, black as can be, stars which looked like ships and 100 foot tactics, a lousy AI - interesting. ..and then to return for rest to our WW2 marine quonset on camp cots, several crews together for our 24 hour op, no partitions. You get the picture. Later as a Transport Group 412 pilot I took no small pleasure in hopping over to San Juan for our crew rest. My hat off to all those who 'bought the farm' doing what we all loved to do, best of all! Per Ardua ad Astra! Always and forever! 02/13/2008 @ 10:34 [ref: 19664] |
| Chuck Murphy Belleville, ON | My Dad was an FE on the Argus with over 10,000 hours on the plane. Based out of Summerside PEI and Greenwood NS my Dad had fond memories of the plane and many terrific stories about his missions. The Cuban missle crisis was the worst of times. I would not want to be a Russian Sub Captain knowing the massive and deadly Argus was on patrol in the North Atlantic. With a world record for non stop flight for nearly 31 hours, this was one remarkable plane and its all Canadian as well!! 01/17/2007 @ 16:30 [ref: 15212] |
| Ian MacLure San Diego, CA | Great airplane. Design mission was something like 28 hours.
One of the experiences I cherish was the day in the early 1970's I rode the nose position on a familiarization flight. It was a hedge-hopping route over the wilds of SW Nova Scotia. Probably scared the bejeezus out of every critter over a wide area. Later in life I got a detailed look at the guts of the R-3370 and worked with folks who'd been part of the design team at Canadair ( some had single or two digit badge numbers, mine had 5 digits ). 01/04/2007 @ 20:58 [ref: 15101] |
| michael hounsell labrador city, NF | my fahter paul hounsell worked on the argus in summerside he was part of the ground crew. my dad has argus ears as i call them and i wish he could see one fly one more time he help them cut the argus's in summerside up they sold parts of them to south amercia if any one has iformain of the next flight of a argus email me at michaelhounsell903@hotmail.com 11/23/2006 @ 14:19 [ref: 14829] |
| michael hounsell labrador city, NF | my fahter paul hounsell worked on the argus in summerside he was part of the ground crew. my dad has argus ears as i call them and i wish he could see one fly one more time he help them cut the argus's in summerside up they sold parts of them to south amercia if any one has iformain of the next flight of a argus email me at michaelhounsell903@hotmail.com 11/23/2006 @ 14:18 [ref: 14828] |
| Paul Richey Moose Jaw, SK | A little piece of the Argus is still flying. While stationed in Summerside, PEI, I picked up a loose aluminum washer that was left behind at the site where the Argus' were chopped into pieces for scrap. That washer is still being used as a propellor washer on the nose of my r/c aircraft. 11/03/2006 @ 05:42 [ref: 14653] |
| Cal Shermerhorn Winnipeg, MB | Not to be PICKY but better amend the CRUISE speed column. T'wud never cruise at 20ks. Just thought I would mention it as I was involved with the Aurora - AERE 41
PER ARDUA AD ASTRA 08/20/2006 @ 17:01 [ref: 13934] |
| Leslie Raymond Nash Anaheim, CA | I was a Project Engine on the CF105 Arrow and thenProduct Design Controller of Avro and went to Canadiar after the Arrow was cancelled. Canadair couldn'y deliver the early CL288s as they vibrated too much with the bombay doors open. I had been hired to become the Program Manager fot the Canadair F104 but was asked to first look at the Cl28 problem, I first suggested and proved in flight tests that opening the doors as much as possible might cure the problem. It did. This was in 1959. Ray Mash 10/19/2005 @ 16:00 [ref: 11515] |
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