and infrared sensors for environmental
measurements, multi-camera video
recording systems. Wing-mounted pylons
and wingtip-mounted pods have also been
fitted to house external sensors. All of this
capability is controlled by multiple computer
workstations and equipment racks. The only
areas of the aircraft that look ‘retro’
are the two-person cockpit and the
rear cabin washroom and galley.
“This is the most capable aircraft
in our fleet,” said Dr Wolde. “We can
fly up to five hours at a time up to a
ceiling of 23,000ft, and perform all
kinds of scientific missions; often
doing more than one at a time for
economy’s sake.”
The Convair’s open cabin and
flexible power/data system allows
the interior to be reconfigured as
required. This year the aircraft
will spend time flying above the oil sands
in Fort McMurray, Alberta, gathering air
samples through roof-mounted intakes,
before being reconfigured for other sensors,
namely lidar (light detection and ranging)
and a communications antenna. After thatit will be equipped with triple polarimetric
radar and flown to the Arctic for a project
funded by the ESA that wants to explore
the use of triple-frequency radars for
installation in future spacecraft.
The NRC says its T-33 can fly at
“high-speed (to 500 KIAS), high g (-3.0 to+7.33), [is a] fully instrumented research
aircraft [and] is equipped for pressure
standard calibrations (precise in-flight
static pressure measurement), in-flight
turbulence measurement (accurate
three-axis gust measurement) andflight mechanics research (accurate
measurement of aircraft motion versus
control input).”
Kissmann commented it is very much a
“hands-on” aircraft for the fleet’s pilots and
is used for a variety of tasks, among them
measuring engine emissions and wake
vortices generated by other aircraft.
“The T-33 is a quirky aircraft to fly,
with its own personality,” he added.
“With simulators for this type no
longer in existence, it is a challenge
to bring new pilots up to speed; and
the only way to do that is by actual
flight training.”
The council’s Dassault Falcon
20 business jet has been used for
microgravity training by Canadian
astronauts. For this it flies
parabolic flight paths incorporating
steep climbs and dives; enabling
passengers to experience 20-25 seconds of
free-fall that – inside the cabin – is akin to
floating in zero gravity. “We have kept the
original noisy turbojet engines on the Falcon,
because they can cope with this kind of
flight,” said Kissmann.
The jet is also equipped with separate
fuel feeder tanks; allowing different kinds
of fuels to be tested in flight. “We did one
flight test where we switched to and burned
a 100% biofuel, to see if it could be used
by jet aircraft,” he explained. “The test
was a success: the biofuel provided thrust
equivalent to the regular fuel, and it burned
very cleanly.” The Falcon 20 was followed
by the T-33 during this test, which ‘sniffed’
its emissions.
The research fleet’s Twin Otter is an
unpressurised platform. “We have equipped
it with an underslung cargo compartment
to carry a range of sensors and test
equipment,” added Kissmann.
According to the NRC research
equipment installations on this aircraft
include real-time digital computing and
displays, modern navigation and guidance
systems and state-of-the-art air data
sensing. It also has a control surface66 Aviation News incorporating Jets August 2018“these older aircraft accept
modifications easily and
can perform a wide range
of research missions using
the very latest in testing
equipment and technology.”
Above: The NRC uses the Harvard for advanced pilot training as well as testing new equipment
and applications in high-g aerobatic environments; including out-of-control recovery
situations. Wikimedia Commons/John Davies - CYOW Airport Watch
Below: The Bell 412 is crammed with flight testing equipment. NRCThe Falcon 20 business jet flies various
kinds of missions, including Canadian
astronaut training flights that simulate
a zero-g environment. NRC64-68_nrc_canadaDC.mfDC.indd 66 03/07/2018 10:53