(Avro) Shackleton @·AIRCRAFTUBE

  • Avro Shackleton MR.2 Avro Shackleton MR.2
    Avro Shackleton MR.2
  • Shackleton AEW.2 at the Manchester Museum of Science and Industry Shackleton AEW.2 at the Manchester Museum of Science and Industry
    Shackleton AEW.2 at the Manchester Museum of Science and Industry
  • Avro Shackleton MR.3 (1955) Avro Shackleton MR.3 (1955)
    Avro Shackleton MR.3 (1955)
  • A SAAF Shackleton on display at Swartkop A SAAF Shackleton on display at Swartkop
    A SAAF Shackleton on display at Swartkop
  • Bomb Bay Bomb Bay
    Bomb Bay
  • Avro Shackleton Avro Shackleton
    Avro Shackleton
  • Mail drop,<br>Beira Strait,<br>(1971) Mail drop,<br>Beira Strait,<br>(1971)
    Mail drop,
    Beira Strait,
    (1971)
  • Avro Shackleton Mk.3 (SAAF) Avro Shackleton Mk.3 (SAAF)
    Avro Shackleton Mk.3 (SAAF)
  • Shackleton MR.1 of 269 Sqn (1953) Shackleton MR.1 of 269 Sqn (1953)
    Shackleton MR.1 of 269 Sqn (1953)
  • Shackleton MR.1 (RR Griffon) Shackleton MR.1 (RR Griffon)
    Shackleton MR.1 (RR Griffon)
  • Avro Shackleton MR.2 of 220 Sqn RAF (1955) Avro Shackleton MR.2 of 220 Sqn RAF (1955)
    Avro Shackleton MR.2 of 220 Sqn RAF (1955)
  • Shackleton MR.3 Shackleton MR.3
    Shackleton MR.3
  • Avro Shackleton<br>MR.2C (1978) Avro Shackleton<br>MR.2C (1978)
    Avro Shackleton
    MR.2C (1978)
  • Shackleton MR.3 (2008) Shackleton MR.3 (2008)
    Shackleton MR.3 (2008)
  • MR.3 MR.3
    MR.3
  • A SAAF Shackleton MR.3 crashed in the Sahara in 1994 A SAAF Shackleton MR.3 crashed in the Sahara in 1994
    A SAAF Shackleton MR.3 crashed in the Sahara in 1994
  • A RAF Avro Shackleton, in 1989 A RAF Avro Shackleton, in 1989
    A RAF Avro Shackleton, in 1989
  • A SAAF Shackleton,<br>in 1982 A SAAF Shackleton,<br>in 1982
    A SAAF Shackleton,
    in 1982
  • Avro Shackleton AEW.2 Avro Shackleton AEW.2
    Avro Shackleton AEW.2
  • The two nose-mounted 20 mm<br>Hispano cannons (SAAF) The two nose-mounted 20 mm<br>Hispano cannons (SAAF)
    The two nose-mounted 20 mm
    Hispano cannons (SAAF)

Avro Shackleton

The Avro Shackleton was a British long-range maritime patrol aircraft used by the Royal Air Force (RAF) and the South African Air Force (SAAF). It was developed by Avro from the Avro Lincoln bomber, itself being a development of the famous wartime Avro Lancaster bomber. It was replaced by Nimrod maritime patrol aircraft in the 1970s. The aircraft was also adapted for airborne early warning (AEW) roles within the RAF, replaced by the Boeing E-3 Sentry in 1990. The type is named after the polar explorer Sir Ernest Shackleton.

Entering service with the RAF in 1951, the Shackleton was used primarily in the anti-submarine warfare (ASW) and maritime patrol aircraft (MPA) roles; it also became used as a search and rescue (SAR) platform and for performing several other secondary roles such as being a troop-transport. In later life, a small number of the RAF's Shackletons were subsequently adapted for airborne early warning (AEW) duties, performing in this capacity until the type's retirement in 1991. The Shackleton was also procured by South Africa, and was operated by the SAAF between 1957 and 1984.

Development

Origins

The Battle of the Atlantic was a crucial element of the Second World War, in which Britain sought to protect its shipping from the German U-boat threat. The development of increasingly capable diesel-electric submarines had been rapid, in particular the elimination of oxygen restrictions that had previously limited underwater endurance via the use of a snorkel to eliminate the need for surfacing when recharging a vessel's batteries. Aircraft that had once been highly effective submarine-killers had very quickly become incapable in the face of these advances. In addition, lend-leased aircraft such as the Consolidated B-24 Liberator had been returned following the end of hostilities. Several Avro Lancasters had undergone rapid conversion - designated as Maritime Reconnaissance Mk 3 (MR3) - as a stop-gap measure for maritime search and rescue and general reconnaissance duties; however, RAF Coastal Command had diminished to only a third of its size immediately prior to the Second World War.

In the emerging climate of the Cold War and the potential requirement to guard the North Atlantic from an anticipated rapid expansion of the Soviet Navy's submarine force, a new aerial platform to perform the anti-submarine mission was required. Work had begun on the requirement for a new maritime patrol aircraft in 1944, at which point there had been an emphasis for long range platforms for Far East operations; however, with the early end of the war in the Pacific, the requirement was refined considerably. In late 1945, the Air Staff had expressed interest in a conversion of the Avro Lincoln as general reconnaissance and air/sea rescue aircraft; they formalised their requirements for such an aircraft under Air Ministry specification R.5/46. Avro's Chief Designer Roy Chadwick initially led the effort to build an aircraft to this requirement, designated as the Avro Type 696.

The Type 696 was a significant development upon the Lincoln. Elements of the Avro Tudor airliner were also reused in the design; Lincoln and Tudor had been derivatives of the successful wartime Avro Lancaster bomber. Crucially, the new aircraft was to be capable of a 3,000 nautical mile range while carrying up to 6,000 lb of weapons and equipment. In addition to featuring a large amount of electronic equipment, the Type 696 had a much improved crew environment over other aircraft types to allow them to be more effective during the lengthy mission times anticipated. At one stage during development, the Type 696 was referred to as the Lincoln ASR.3 before this was discarded in favour of the Shackleton name.

The first test flight of the prototype Shackleton GR.1, serial VW135, was made on 9 March 1949 from the manufacturer's airfield at Woodford, Cheshire in the hands of Avro's Chief Test Pilot J.H. "Jimmy" Orrell. The GR.1 was later re-designated "Maritime Reconnaissance Mark I" (MR 1). The prototype differed from subsequent production Shackletons in a number of areas; it featured a number of turrets and was equipped for air-to-air refuelling using the looped-line method. These did not feature on production aircraft due to judgments of ineffectiveness or performance difficulties incurred. However, the performance of the prototype had been such that, in addition to the go-ahead for the MR1's production, a specification for improved variant was issued in December 1949, before the first production Shackleton had even flown. By 1951, the MR1 had become officially considered as an interim type due to several shortcomings.

Further development

The MR 2 was an improved version of the Shackleton, featuring numerous refinements that had been proposed for the MR1. The radar was upgraded to ASV Mk 13, and the radome relocated from the aircraft's nose to a ventral position aft of the bomb bay, the radome was retractable and could only be fully extended with the bomb bay doors open. It had improved all-round radar coverage and minimised the risk of bird-strikes. Both the nose and tail section were lengthened, the tailplane was redesigned, the undercarriage was strengthened and twin-retractable tail wheels were fitted. The dorsal turret was initially retained, but was later removed from all aircraft after delivery. The prototype, VW 126, was modified as an aerodynamic prototype at the end of 1950 and first flew with the MR 2 modification on 19 July 1951.

VW 126 was tested at Boscombe Down in August 1951, particular attention was paid to changes made to improve its ground handling, like the addition of toe-brakes and a lockable-rudder system. One production Mk 1 aircraft was modified on the line at Woodford with the Mk 2 changes and first flew on 17 June 1952. After trials were successful, it was decided to complete the last ten aircraft being built under the Mk 1 contract to MR 2 standard and further orders were placed for new aircraft. In order to keep pace with changing submarine threats, the Mk 2 force was progressively upgraded, with Phase I, II and III modifications introducing improved radar, weapons and other systems, as well as structural work to increase fatigue life. Production of the MR 2 ended in May 1954.

The Type 716 Shackleton MR 3 was another redesign in response to crew feedback and observations. A new 'tricycle' undercarriage was introduced, the fuselage was increased in all main dimensions and had new wings with better ailerons and tip tanks. The weapons capability was also upgraded to include homing torpedoes and Mk 101 Lulu nuclear depth bombs. To facilitate crews on 15-hour flights, the sound deadening was improved and a proper galley and sleeping space were included. Due to these upgrades, the take-off weight of the RAF's MR 3s had risen by over 30,000 lb (13,600 kg) (Ph. III) and assistance from Armstrong Siddeley Viper Mk 203 turbojets was needed on take-off (JATO). This extra strain took a toll on the airframe and flight life of the RAF MR 3s was so reduced that they were outlived by the MR 2s. Due to the arms embargo against South Africa, the SAAF's MR 3s never received these upgrades but were maintained independently by the SAAF.

The Type 719 Shackleton IV, later known as the MR 4, was a projected variant intended to meet a Canadian requirement for a long range patrol aircraft. The MR 4 would have been a practically new aircraft, sharing only the nose, cockpit, and outer wings with earlier variants; it would have also been powered by the Napier Nomad compound engine. The Shackleton IV was cancelled in 1955.

In 1967, ten MR 2s were modified as training aircraft to replace the T 4 in-service with the Maritime Operational Training Unit; known as T 2s, the crew rest areas were replaced by additional radar equipment and the original radar fittings removed.

Design

The Shackleton was a purpose-built aircraft for the maritime patrol role; however, the legacy of Avro's preceding aircraft is present in many aspects of the overall design. The centre section of the Shackleton's wing originates from the Lincoln, while the outer wing and undercarriage were sourced from the Tudor outer wings; at one stage during development, the tail plane had closely resembled the Lincoln's, but were enlarged and changed soon after. An entirely new fuselage was adopted, being wider and deeper to provide a large space in which to accommodate the crew, their equipment, and a large bomb-bay. Later variants of the Shackleton were substantially redesigned, adopting a new nose-wheel undercarriage, redesigned wings and centre-section, and a larger fuel capacity for more range.

Various armaments and equipment were carried by the Shackleton in order to perform its missions. In ASW operations, the ASV Mk 13 radar was the primary detection tool; it could detect a destroyer at a range of 40 nautical miles, a surfaced submarine at 20 nautical miles, and a submarine's conning tower at 8 nautical miles, although rough seas considerably reduced the radar's effectiveness. Other equipment included droppable sonobuoys, electronic warfare support measures, an Autolycus diesel fume detection system and an magnetic anomaly detector (MAD) system. A special camera bay housed several reconnaissance cameras capable of medium altitude and night time vertical photography, and low-altitude oblique photography. The crew would also perform visual searches using various lookout positions that were provided for this purpose. Weapons carried included up to nine bombs, three homing torpedoes or depth-charges; the aircraft also had two 20 mm cannon in a Bristol dorsal turret. An in-flight refueling receptacle could be accommodated, but was not fitted on production aircraft.

The Merlin engines were replaced with the larger, more powerful and slower-revving Rolls-Royce Griffons with 13 ft (4 m)-diameter contra-rotating propellers. This engine's distinctive noise often caused pilots to develop high-tone deafness. Use of the Griffon was necessitated by the Shackleton weighing more than the preceding Lincoln, and suffering from greater drag. The Griffon provided equivalent power to the Merlins but at lower engine speed, which led to greater fuel efficiency in the dense air encountered at a low altitude; the Shackleton would often loiter for several hours at roughly 500 feet or lower when hunting submarines. This also made for less engine stress and hence greater reliability. Using conventional propellers would have needed an increase in propeller diameter to absorb the engine's power and torque, this was not possible due to space limitations imposed by the undercarriage length and engine nacelle positioning; the contra-rotating propellers gave greater blade area within the same propeller diameter.

Numerous problems were encountered during the Shackleton's operational service. In practice, the diesel fume detection system was prone to false alarms and thus received little operational use. The engines, hydraulics, and elements of the avionics were known for their unreliability, and the aircraft proved to be fairly maintenance-intensive. The prototype MR 3 was lost due to poor stalling characteristics; this was rectified prior to production, although a satisfactory stall-warning device was not installed until 1969. The Shackleton is often incorrectly attributed the unfortunate distinction of holding the record for the highest number of aircrew killed in one type in peacetime in the RAF. The true figures suggest rather differently in that some of its contemporaries fared far worse, such as the Gloster Meteor with over 430 fatal losses of aircrew against the Shackleton's 156. Several programs to support and extend the fatigue life limits of the Shackleton's airframe were required; the fatigue life problems ultimately necessitated the rapid introduction of a whole new maritime patrol aircraft in the form of the Hawker Siddeley Nimrod, which began being introduced to RAF service in 1969.

Operational history

Royal Air Force

On 30 March 1951, the first Shackleton was delivered to No. 120 Squadron RAF; by the end of 1952 seven squadrons were operating the type. The first operational deployment of the Shackleton occurred in 1955 as a troop-transport for British Army movements to Cyprus; less than a year later, the type's first combat deployment took place during the Suez Crisis, codenamed Operation Musketeer.

During the 1960s, the typical Shackleton crew comprised two pilots, two navigators, a flight engineer, an air electronics officer, and four air electronics operators. During this period, equipment upgrades has become routine in order to keep pace with ever more capable submarines; problems with airframe fatigue were identified, leading to several programs being carried out to strengthen the aircraft and thus extend its viable service life. In 1966, nuclear depth charges were introduced to the Shackleton's arsenal with the aim of countering the Soviets' development of deep-diving submarines.

Maritime reconnaissance was a large element of the Shackleton's service. This mission was often performed to identify and monitor naval and merchant shipping and to demonstrate sovereignty. During the Indonesia–Malaysia confrontation in the 1960s, Shackletons monitored the seas for vessels involved in arms smuggling. Similar operations were conducted in Cyprus, and Shackletons operating from bases in Madagascar cooperated with Royal Navy vessels to enforce a United Nation-mandated oil blockade of Rhodesia.

The Shackleton would often be used in to perform search and rescue missions, at all times one crew was kept on standby somewhere across the UK for this role. The Shackleton had also replaced the Avro Lincoln in the colonial policing mission, aircraft would often be stationed in the Aden Protectorate and Oman to carry out various support missions, including convoy escorting, supply dropping, photo reconnaissance, communication relaying, and ground attack missions; the Shackleton was also employed in several short-term bombing operations. Other roles included weather reconnaissance and transport duties, in the latter role each Shackleton could carry freight panniers in the bomb bay or up to 16 fully equipped soldiers.

In 1969, a jet-powered replacement patrol aircraft, the Hawker Siddeley Nimrod, began to enter RAF service, which was to spell the end for the Shackleton in most roles. While radically differing in external appearance, the Shackleton and the initial version of the Nimrod shared many sensor systems and onboard equipment.

The intention to retire the Shackleton was thwarted by the need to provide AEW coverage in the North Sea and northern Atlantic following the withdrawal of the Fleet Air Arm's Fairey Gannet aircraft used in the AEW role in the 1970s. As an interim replacement, the existing AN/APS-20 radar was installed in modified Shackleton MR 2s, redesignated the AEW 2, as an interim measure from 1972. These were operated by No. 8 Sqn, based at RAF Lossiemouth. All 12 AEW aircraft were given names from The Magic Roundabout and The Herbs TV series. The intended replacement, the British Aerospace Nimrod AEW3, suffered considerable development difficulties which culminated in the Nimrod AEW 3 being cancelled in favor of an off-the-shelf purchasing of the Boeing E-3 Sentry, which allowed the last Shackletons to be retired in 1991.

South African Air Force

During the Second World War, the importance of securing the sea routes around the Cape of Good Hope had been made apparent, with over a hundred vessels being sunk in South African waters by enemy vessels between 1942 and 1945. In the post-war situation, the South African Air Force sought a large and capable platform to perform the maritime patrol role. After evaluating four RAF MR 2s in 1953, an order was placed for eight Shackletons as a replacement for the SAAF's aging Short Sunderland maritime patrol aircraft. Modifications were required to fulfill South African conditions and requirements, such as the ability to operate over the Indian Ocean, the resulting aircraft was designated as the Shackleton MR 3.

On 18 August 1957, the first two Shackletons were delivered to D.F. Malan Airport, Cape Town. Two more followed on 13 October 1957 and the remainder arrived in February 1958. Delivered to the same basic standard as the RAF's MR 3s, they were assigned single letter codes between "J" and "Q" and operated by 35 Squadron SAAF. The type typically patrolled the sea lanes around the Cape of Good Hope, often monitoring Soviet vessels traversing between the Indian and Atlantic oceans. The Shackleton was briefly used in low-level overland patrols along the Southern Rhodesian border, but these duties ended following concerns of the disturbance of wildlife.

Often, the Shackleton would be called in to perform search and rescue operations in the treacherous waters around the Cape. In March 1971, Shackletons successfully intervened in the SS Wafra oil spill, deliberately sinking the stricken oil tanker with depth charges in order to prevent an ecological disaster. The only operational loss incurred was 1718 K, which crashed into the Wemmershoek mountains at night time on 8 August 1963 with the loss of all 13 crew.

Due to an embargo imposed by the United Nations over South Africa's policy of apartheid, acquiring components for the Shackleton fleet became increasingly difficult and thus the aircraft's serviceability suffered. The fleet had been modified to Phase III standards prior to the implementation of the arms embargo, albeit without the auxiliary Viper engine. Two of the aircraft were re-sparred, 1716 J in the United Kingdom and 1717 O in South Africa by the SAAF, but the lack of engine spares and tyres, together with airframe fatigue, took a gradual toll. By November 1984, the fatigue lives of all but the two re-sparred aircraft had expired and the fleet was retired into storage. Although the joke has been applied to several aircraft, the Shackleton was often described as "a hundred thousand rivets flying in close formation."

Accidents and incidents

1950s

  • 12 August 1951 Shackelton MR.1 VP283 of No. 224 Squadron RAF crashed into the sea following loss of landing gear on final approach to RAF Gibraltar.
  • 25 June 1952 Shackleton MR.1 VP261 of No. 120 Squadron RAF crashed into the sea near Berwick on Tweed. All eleven on board were killed, the aircraft was making dummy attacks on submarine HMS Sirdar when it lost height and hit the sea.
  • 8 October 1952 Shackleton MR.1 VP286 of No. 236 Operational Conversion Unit RAF crashed into the sea off Tarbat Head, Cromarty. All 14 on board killed.
  • 11 February 1953 Shackelton MR.2 WL746 of No. 246 Squadron RAF crashed into sea off Argyll, Scotland. Aircraft was salvaged and scrapped.
  • 14 May 1953 Shackelton MR.2 WL749 on No. 120 Squadron RAF was damaged beyond repair following a port landing gear collapse during landing at RAF Aldergrove, Northern Ireland.
  • 11 December 1953 Shackleton MR.2 WL746 crashed into the sea off Argyll, Scotland, all 10 on board killed.
  • 12 February 1954 Shackleton MR.2 WL794 of No. 38 Squadron RAF crashed into the mediterranean sea off Gozo, all 10 onboard killed.
  • 11 January 1955 Shackelton MR.2s WG531 and WL743 of No. 42 Squadron RAF both missing believed to have collided. Eighteen aircrew missing presumed killed. The two Shackletons departed on a routine exercise off Fastnet Rock on the southwest Irish coast. The two maritime patrol aircraft took off from RAF St Eval at 10:14 and 10:20 respectively to carry out search exercises as part of their 15-hour patrol. Radio messages received from the two airplanes through 20:00 that night indicated that they were flying at the prescribed 85 mi (137 km) distance from one another, despite their having departed St. Eval with only six minutes' separation. From 20:58 all contact was lost. A three-day search was conducted, but both aircraft remained missing without a trace, leading to the assumption that there had been a mid-air collision. In 1966, the starboard outer (#4) engine of WL743 was recovered about 75 miles north of where authorities had long assumed the collision had occurred.
  • 22 December 1955 Shackleton MR.2 WL799 was destroyed in a hangar fire at Langar.
  • 7 December 1956 Shackleton MR.3 WR970 a trials aircraft crashed at Foolow, Derbyshire, all four on board killed.
  • 14 September 1957 Shackleton MR.2 WL792 of No. 224 Squadron RAF crashed during an air display at Gibraltar.
  • 10 January 1958 Shackleton T.4 VP259 of the Maritime Operational Training Unit, RAF crashed at Haldon Hil, Elgin, both crew on board killed.
  • 9 December 1958 Shackleton MR.1 VP254 of No. 205 Squadron RAF crashed into the South China Sea., all 10 on board killed.

1960s

  • 20 May 1961 Shackelton MR.1A WB818 had an accident on the ground at RAF Gan, it was flown to RAF Seletar and withdrawn from use.
  • 20 October 1961 Shackelton MR.2 WR968 crashed at RAF Ballykelly and destroyed by fire.
  • 15 May 1962 Shackleton MR.1 VP294 damaged beyond repair landing at RAF Gan.
  • 8 August 1963 Shackleton MR.3 1718 of the South African Air Force crashed Wemmershoek Mountains, all 13 onboard killed.
  • 10 January 1964 Shackleton MR.3 XF710 crashed landed on Culloden Moor, Scotland following an engine fire.
  • 8 December 1965 Shackleton MR.3 XF704 crashed into the Moray Firth Scotland on a local training flight from RAF Kinloss, all 7 201 Sqn crew on board killed.
  • 17 May 1967 Shackleton T.4 WB831 of the Maritime Operational Training Unit, RAF sank back onto runway following premature landing gear retractions on take off from RAF St. Mawgan, Cornwall.
  • 5 November 1967 Shackleton MR.2 WL786 crashed into the sea 120 miles west of Lhokkruet in Indonesia, following an engine fire, eight killed, three survivors including flight engineer, one signaller and a passenger on his way to his Sons's wedding in Singapore.
  • 19 November 1967 Shackleton MR.3 WR976 crashed into the sea off Land End during a low-level anti-submarine exercise, all eight on board killed.
  • 21 December 1967 Shackleton MR.3 XF702 crashed at Creag Bhan, Inverness, Scotland.
  • 1 April 1968 Shackleton Mk 2 WR956 skidded off the runway in wet weather whilst landing at RAF Ballykelly and was written off.
  • 19 April 1968 Shackleton T.2 prototype WB833 of No. 204 Squadron RAF crashed into rising ground on the Mull of Kintyre, Scotland in bad weather, all 11 on board killed

1990s

  • 30 April 1990 Shackleton AEW.2 WR965 of No. 8 Squadron RAF crashed in the Outer Hebrides. The aircraft hit a hill on the Isle of Harris in bad weather, all ten on board killed.
  • 13 July 1994 Shackleton MR.3 1716 (ex South African Air Force) landed in the Sahara Desert after double engine failure while en route to the United Kingdom.

Variants

Avro 696 Shackleton prototypes

Three prototype Type 696s were ordered in May 1947 to meet specification R 5/46:

  • VW126 : The first prototype which initially flew on 9 March 1949.
  • VW131 : First flown on 2 September 1949.
  • VW135 : First flown on 29 March 1950.

Avro 696 Shackleton Mk.1

  • Shackleton MR.Mk.1 : The first production model for the RAF with dorsal turret with two 20 mm cannon, 29-built. First production aircraft flew on 28 March 1950 and the variant entered service with 120 Squadron at RAF Kinloss in March 1951.
  • Shackleton MR.Mk.1A : Variant powered by four Griffon 57A V12 piston engines, in service from April 1951, 47-built and all surviving MR.1s converted.
  • Shackleton T.4 : Navigation trainer conversion from MR 1As between 1956 and 1961, removal of mid-upper turret, addition of radar and radio positions for trainees, 17 conversions.

Avro 696 Shackleton Mk.2

  • Shackleton MR.Mk.2 : Version with longer nose and radome moved to the ventral position. Look-out position in tail. Dorsal turret and two more 20 mm cannons in nose. Twin retractable tailwheels. One aircraft, WB833, originally ordered as a MR 1 was built as a MR 2 prototype and first flew on 17 June 1952 . The last ten MR.1s on the production line were completed as MR.2s and orders for 80 new-build aircraft were placed; the last 21 were completed as MR.3s and the total number of MR.2s built was 69. The first aircraft entered service with 42 Squadron at RAF St Eval in January 1953.

    The aircraft were later modified, in parallel with phased modifications to the Mk.3:

    • Shackleton MR.Mk.2 Phase 1 or MR.Mk.2C : As per Mk.3 Phase 1. Also received the sonics plotting table from the Mk.3.
    • Shackleton MR.Mk.2 Phase 2 : As per Mk.3 Phase 2.
    • Shackleton MR.Mk.2 Phase 3 : As per Mk.3 Phase 3, except that the Viper engines were not fitted.
  • Shackleton T.2 : Ten MR 2 Phase 3 aircraft were modified in 1967 as T.2s at Langar to replace the T.4s with the Maritime Operational Training Units as radar trainers, with master and slave radar positions for training installed.
  • Shackleton AEW.2 : In 1971 Twelve MR 2s were converted at Woodford and Bitteswell as Airborne Early Warning aircraft, the first AEW.2 flew on 30 September 1971 and the type entered service with 8 Squadron on 1 January 1972.

Avro 716 Shackleton Mk.3

  • Shackleton MR.Mk.3 : Maritime reconnaissance, anti-shipping aircraft. The tail wheel configuration was replaced by a tricycle undercarriage, addition of a nose entrance hatch, wingtip tanks to increase fuel capacity. To increase crew comfort the inside was sound proofed, better crew seats and re-arranged tactical team positions. To make room for some of the internal re-arrangement the dorsal turret was not fitted. The first MR.3 flew on 2 September 1955, the aircraft had problems with stalling characteristics and crashed on 7 December 1956. The variant entered service with 220 Squadron at RAF St Eval in August 1957. The RAF ordered 52 aircraft but later following the 156 Defence Review it was reduced to 33 aircraft. An additional aircraft was also built to replace the aircraft lost during stalling trials. An additional eight aircraft were exported to South Africa.

    The aircraft underwent several phased modifications:

    • Shackleton MR.Mk.3 Phase 1 : The Phase 1 update introduced changes mainly to the internal equipment.
    • Shackleton MR.Mk.3 Phase 2 : The Phase 2 update introduced ECM equipment, the distinctive Orange Harvest 'spark plug' and an improved High Frequency radio.
    • Shackleton MR.Mk.3 Phase 3 : The third of three MR 3 modification phases including the addition of two Armstrong Siddeley Viper turbojet engines at the rear of the outboard engine nacelles to be used for assisted takeoff. The wing main spars had to be strengthened due to the additional engines. A new navigation system was also fitted and there were some modification to the internal arrangement, including a shorter crew rest area to give more room for the tactical positions.

Projected designs

  • Avro 717 and 719 Shackleton MR.Mk.4 : Project for a re-engined MR.Mk.1 using Napier Nomad engines. Two Nomads were installed in the outer nacelles of a Shackleton prototype to create the only Avro 717 example, but the program was cancelled before the aircraft could be flown. The Avro 719 would have replaced all four Griffons with Nomads.
  • Shackleton MR.Mk.5 : MR.Mk.5 was a suggested designation for a Nomad-powered variant of the Mk.2.

Operators

  • South Africa : South African Air Force : 35 Squadron SAAF received eight aircraft.
  • United Kingdom
  • Royal Aircraft Establishment - Purchased a MR.3 in 1959.
    • Royal Air Force

Survivors

Airworthy

  • SAAF 1722 P, commonly known as 'Pelican 22', is the only remaining airworthy Shackleton MR3. The aircraft is owned and operated by the South African Air Force Museum based at AFB Ysterplaat. It was one of eight Shackletons operated by the South African Air Force from 1957 to 1984. Airworthy but has been grounded for safety and preservation reasons as well as a lack of qualified crew.

Under restoration

  • MR.2 WR963 (G-SKTN). In the care of the Shackleton Preservation Trust, under long term restoration to flight. Aircraft is capable of taxying, though does so infrequently. Based at Coventry Airport, England.

Static display

South Africa

  • SAAF 1721 on display at the South African Air Force Museum in Swartkop.
  • SAAF 1723 on display at Vic's Viking Garage, next to the Golden Highway in Meredale, Johannesburg.

United Kingdom

  • MR 1 VP293 (nose section only) at Coventry Airport, England.
  • MR 1 WG511 (cockpit section only) at Flambards Theme Park.
  • MR 2C WL795 on display at RAF St. Mawgan, England.
  • AEW 2 WR960 on display at the Museum of Science and Industry in Manchester, England.
  • MR 3 WR971 (nose section only) at West Walton.
  • MR 3 WR977 on display at the Newark Air Museum, England.
  • MR.3 WR982 on display at the Gatwick Aviation Museum, England. Engines can be run on this airframe.
  • MR 3 WR985 privately owned at Long Marston, England.
  • MR 3 XF708 on display at the Imperial War Museum, Duxford, England.

United States

  • AEW 2 WL790 on display at the Pima Air & Space Museum, Tucson, Arizona, USA.

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Specifications

  • Crew : 10.
  • Length : 87 ft 4 in (26.61 m).
  • Height : 17 ft 6 in (5.33 m).
  • Wingspan : 120 ft (36.58 m).
  • Wing area : 1,421 ft² (132 m²).
  • Wing loading : 61 lb/ft² (300 kg/m²).
  • Airfoil : modified NACA 23018 at root, NACA 23012 at wingtip.
  • Empty weight : 51,400 lb (23,300 kg).
  • Max. takeoff weight : 86,000 lb (39,000 kg.
  • Fuel capacity : 4,258 imperial gallons (19,360 L).
  • Maximum speed : 260 kn (300 mph, 480 km/h).
  • Range : 1,950 nmi (2,250 mi, 3,620 km).
  • Endurance : 14.6 hours.
  • Service ceiling : 20,200 ft (6,200 m).
  • Minimum power/mass : 91 hp/lb (150 W/kg)).
  • Powerplant : Four Rolls-Royce Griffon 57 liquid-cooled V12 engine.
  • Power : 1,960 hp (1,460 kW) each.
  • Propellers : contra-rotating propeller, two per engine.
  • Propeller diameter : 13 ft (4 m).
  • Armament :
    • Two 20 mm Hispano Mark V cannon in the nose.
    • 10,000 lb (4,536 kg) of bombs, torpedoes, mines, or conventional or nuclear depth charges, such as the Mk 101 Lulu.

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Terms of use for the services available on this site

By using this Website, Users agree to the following terms of use and rules :

Definitions

  • Webmaster : Head Administrator with all authority over the management and development of the Website.
  • Administrator : Anyone that was given by the Webmaster full or partial access to the Website's structure or with moderation rights on messages posted by Users.
  • User or Visitor : Any person visiting the Website pages.
  • Website : The following provisions apply to a single Website accessible via the www.aircraftube.com, www.aircraftube.org, www.aircraftube.net and www.all-aircraft.com. URL's
  • Service : All free informations and tools contained on the Website.
  • Comments : All text written by users on Blogs and comment pages available on the Website.
  • Media : All media available on or through the Website. One must distinguish the local media (photos, curves, drawings) and the external media (videos) which the Website refers.

    • Purpose of this site

    The purpose of this non-commercial site is purely educational. Reflecting a passion, it is also there to preserve the memory of all those who gave their lives, their health or energy in the name of freedom, aviation safety or simply our passenger comfort.

    Copyright

    Some media may have escaped the vigilance of Administrators with regard to copyrights. If a user reports copyright infringement, he will be asked to prove that he is indeed the rights's owner for the concerned media. If so, his decision on the Administrator's next action will be respected: A total suppression of the Media on the Website, or the addition of some owner's reference. The publication of a media on the internet normally having as a goal to make it visible to many people, the Administrators expect in any case that the second option will be most often chosen.

    Pursuant to the Law on copyright and related rights, the user has the right to download and reproduce information on the Website for personal use and provided that the source is mentionned. They cannot however be used for commercial or advertising purposes.

    Using Blogs and filing comments

  • Moderator : The Administrator reserves the right to prevent the publication of comments that are not directly related to the Service without providing any explanation. Similarly, all insults, out of scope or unethical material will be banned.
  • Identification : Persons wishing to post a comment or use any form of contact are required to provide identification by the means of a valid e-mail address.
  • Responsibilities : Comments are posted on the Website under the unique responsability of their authors and the Administrators may in no case be liable for any statements or claims that the users might have issued.

    • As the comment system is hosted and maintained on servers external to the Website, the Administrators may in no circumstances be held responsible for the use that administrators of these servers or other third parties may have with those comments or filed data.

    Content Liability

    The Administrators carefully check the reliability of the sources used. They cannot, however, guarantee the accuracy of any information contained on the Website, partly because of the multiple sources from which they come.

    JavaScript and cookies - Storing information

    This Website imperatively uses JavaScript and cookies to function properly. Neither of these technologies, or other means shall in no case be used on the Website for the retention or disclosure of personal information about Visitors. Exceptions to this rule will involve storing the Users banned for inappropriate comments they might have given as well as contact information for Users wishing to subscribe to future newsletters.

    When a user accesses the Website, the corresponding servers may automatically collect certain data, such as IP address, date and time of Website access, viewed pages and the type of browser used. This information is kept only for the purpose of measuring the number of visitors to the different sections of the site and make improvements.

    Donations - Advertising

    To continue providing the Service for free, the Webmaster reserves the right to insert advertising or promotional messages on any page of the Site. In the same idea, any donations will only by used to cover the running costs of the site, such as hosting, connection fees, hardware and software necessary for the development and maintenance of the Website.

    Links and other websites

    Administrators shall in no case be liable for the non-availability of websites operated by third parties to which users would access through the Website.

    Administrators assume no liability for any content, advertising, products and/or services available on such third party websites. It is reminded that those sites are governed by their own terms of use.

    Placing a link to third party sites or authorize a third party to include a link on their website refering to this Website does not mean that the Administrators recommend in any way the products or services offered by these websites.

    Modifications

    The Webmaster reserves the right to modify at any time without notification the present terms of use as well as all content or specific functionality that the Website offers.

    The modified terms and conditions immediately apply to the using Visitor when changes come online. Visitors are invited to consult the site regularly on the most current version of the terms and conditions

    Governing Law and Jurisdiction

    These general conditions are governed by Belgian law.

    In case of dispute regarding the interpretation and/or execution of the above terms, the parties agree that the courts of the district of Nivelles, Belgium shall have exclusive jurisdiction power.

    Credits page

    Wikipedia.org

    Wikipedia is a collaboratively edited, multilingual, free Internet encyclopedia.

    Youtube

    YouTube is a video-sharing website on which users can upload, view and share videos.

    Special thanks to all Youtube quality aviation vids providers, specially (Those I forgot, please excuse me or report) :

    Airboyd
    Andys Video
    Aviation videos archives
    Bomberguy
    Classic Aviation TV
    Historical Aviation Film Unit
    Horsemoney
    Jaglavaksoldier
    Joluqa Malta
    Just Planes
    Koksy
    Classic Airliners & Vintage Pop Culture
    Memorial Flight
    Octane130
    Okrajoe
    SDASM archives
    Spottydog4477
    The Aviators TV
    Valentin Izagirre Bengoetxea
    Vexed123
    VonBerlich
    Zenos Warbirds

    Bundesarchiv

    The German Federal Archives or Bundesarchiv are the National Archives of Germany.

    FAQ

    I don't see my comments any more!

    Please note that each page has it's own comment entry. So, if you enter a comment i.e. on the B-747, you will only see it on that related page.

    General comments are accessed via the "BLOG En" button.

    Comments are moderated, so please allow some delay before they appear, specially if you are outside Europe.

    Menus are developing below the page, because they are too long!

    But they remain accessible, for example by scrolling the mouse wheel, or with your finger (on the menu) on a smartphone or tablet.

    I see adds on all videos.

    Use a good free add remover software.

    The site is loading random pages at startup.

    We think it is a good way to bring back the memory of aircraft, persons or events sometimes quite forgotten.

    HELP PAGE

    Why this site?

    Discovery

    This website is dedicated to one's aeronautical passion (which I hope we share) and was realised mainly as an educationnal tool. Knowing that, you'll notice that each new visit brings random topics for the purpose of making new discoveries, some achievements or characters certainly not deserving the oblivion into which they have sometimes fallen.

    By these pages, we also want to pay tribute to all those who gave at one time or another, their lives or health in the name of freedom, aeronautical security or simply our comfort.

    Centralisation

    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).