Author Topic: Canadian Cobras... Redux  (Read 7486 times)

Offline Silver Fox

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Canadian Cobras... Redux
« on: December 01, 2013, 10:48:51 AM »
The first part of the Canadian Cobra story is well documented by apophenia  in http://beyondthesprues.com/Forum/index.php?topic=3320.0

Continuing that story a little further into the future:

The story of Canadian Airacobras and Canada Car and Foundry should have ended in the 1950's... and it almost did, except for two odd turns of fate.

First up, the acquisition of Canada Car and Foundry by Bombardier in the mid-1980's. Bombardier had been looking to gain respectability in the train market and the low fortunes of CC & F made the acquisition a natural fit. With CC & F came the intellectual property, including all licenses and rights.

The second important factor was an odd business decision made by CC & F management during the Second World War. It seems that CC & F leadership was loath to sign licensing deals that expired based on a date... they strongly preferred a deal that would expire based on number of examples built.

So it was that Bombardier was positioned to take advantage of two odd twists of fate, more than 60 years after the story should have ended. In those licenses, most long dormant and expired, was the rights of CC & F to build the Bell Airacobra (or derivatives). The rights included 2387 aircraft that had never been constructed. Arguably 623 serial numbers has been assigned to construction, but even if included that left 1764 examples yet to be built.

The experience of the Canadian Armed Forces in Afghanistan had showed the lack of a close support or counter-insurgency aircraft. Given the lengthy staffing process common to such a bureaucracy, Canadian participation in Afghanistan had long ended before an appreciable action had been taken. In 2014 though, the Canadian Air Support/Reconnaissance (CASR) project was officially launched. Project definition was delayed with the standard games being played by Royal Canadian Air Force leadership, they wanted a specific type and wrote the specification to exclude all others.

Fortunately for the taxpayer, Public Works and Government Services Canada was watching closely. The RCAF had tried this before, with disastrous results. PW&GSC workers were quickly on the ball and reporting that the specification was unsuitable. PW&GSC refused to launch the project until the specifications was rewritten. The new specifications were somewhat more open, but still leaned heavily toward the RCAF's chosen fighter type. PW&GSC wasn't happy, and in March of 2015 the project was shut down. The RCAF finally relented and in December of 2015 the project was re-launched, with much broader specifications and requirements.

Bombardier had evinced little interest in the project before the re-launch. Even afterward, it just didn't seem to fit with anything Bombardier had, or could quickly draw up. It was with some regret that Bombardier would bow out, renewed national sentiments would have been an advantage in the ensuing contest. It was then that an aviation buff and archivist in the legal department came up with an idea. 1764
licenses remained of an old type, what if the base design were suitably updated? The Bombardier Airacobra was born.

PW&GSC required submissions by no later than July 7th of 2016, including a flyable prototype or a demonstrator. Bombardier met the requirement only barely. They did have a flyable prototype, even if it hadn't yet flown. That flight would take place on July 19th and an accelerated flight test program was launched. Expansion of the flight envelope progressed quickly and within 6 months weapons trials were almost complete.

In April of 2017 the CASR program flyoff began at CFB Cold Lake. The Canadian order was anticipated to be relatively small, only some 50 examples to be purchased. This lead to only three types being offered: the Beechcraft AT-6, the BAE Hawk and the Bombardier Airacobra. The Hawk was the favoured type of the RCAF, but the flyoff was not destined to proceed that way. The Beechcraft was quickly shown to rank 3rd in almost every test, but a surprising tie was forming between Hawk and Airacobra.

RCAF program managers were concerned, but not overly so. Their hand-picked winner was getting a run, but the final test would be the dissimilar air combat sorties held with participation of aircraft arriving early for the annual Maple Flag exercise. Surely the jet-powered Hawk would fair much better than the "prop-powered-pretender". So it was with fair confidence that they waited for the results of the DACM sorties over Cold Lake's Air Combat Maneuvering Range. The ACMR would let everybody know that the test had been impartial, and when the Hawk won the competition all would be well in the RCAF's world.

The tests were an unmitigated disaster. The longest time a Hawk survived from entering the merge was 2 minutes, 57 seconds. Modern fighters were simply overwhelming the aging Hawk. Far worse, the shortest time to kill an Airacobra was over 4 minutes... and in 3 of the 4 final sorties the 'Cobra had actually WON. Seeing the Airacobra lead a BAE Typhoon back over the field was the last straw, and the end of the flyoff, Airacobra was the clear winner.

June of 2016 saw a stunned RCAF sign a contract for 54 examples of Bombardier's Airacobra. Production would start immediately. The first aircraft would be delivered in only 6 months and 4 Airacobras were in RCAF hands by the end of January 2017. By March deliveries were up to 6 per month, and the entire fleet was in RCAF hands before the end of 2017.

The new aircraft might bear the Airacobra name, and look like an Airacobra, but there was no mistaking that this was a new aircraft. The M39 cannon firing through the prop hub was replaced by a M242 chain gun in 30mm. There were no nose guns fitted above the cannon. The skin was smooth and flush, being composite over an aluminium/titanium frame. The canopy was somewhat reminiscent of the F-16, being frameless until a rear arch at the hinge point. The "car doors" were gone, but vaguely suggested by composite armour appliques.

The spinal intake was much larger, feeding the new Pratt & Whitney PT-6 turbine engine. The smooth sides of the aft fuselage were broken up by the fitting of IR exhaust shields and chaff/flare dispensers. The vertical tail was taller and squared off, showing the clear signs of electronic warfare antennae. The horizontal stabilizer and elevator were likewise square, with a full flying stabilizer trim setup.

Below the engine bay was the turret of an electro-optical sensor. Under the cockpit was a weapons hardpoint between the main gear bays. The wings shared the squared tips look of the empennage and now carried two  underwing hardpoints each as well as a pair of .50 cal. machine guns. Each square wingtip also carried provisions for a rail mounted air-to-air missile.

Detractors of the propped-pretender had decried the lack of a radar fit. Bombardier had laughed and gleefully pointed out that WWII prop aircraft were capable of carrying a radar. A similar fit was carried on the outboard panel of the port wing of the new Airacobra. The radar was limited in range due to the small antenna size, but otherwise as capable as any other radar fitted to a modern fighter.

Bell Textron had been quiet up until now, which surprised many observers. Bell and Bombardier had quietly discussed the issue of the new Airacobra, and had re-confirmed the licensing agreement terms. Bombardier could export to any Commonwealth country, but exports to other countries were only as a Bell product. Bell would market the Airacobra internationally, but all construction would come from the Bombardier plants unless a US order was forthcoming. In the matter of a US order a new plant would be assigned to meet US requirements.

The Bombardier Airacobra entered service without much fanfare or even appreciation.

Time would tell a different story.
« Last Edit: December 02, 2013, 09:15:41 AM by Silver Fox »

Offline Kerick

  • Reportedly finished with a stripper...
Re: Canadian Cobras... Redux
« Reply #1 on: December 01, 2013, 11:12:08 AM »
You have my attention! Press on!

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #2 on: December 02, 2013, 12:24:09 AM »
The Islamic Republic Iran’s January 2023 attempted nuclear test saw an impressive response by the Canadian military. First up was the HMCS Kapyong task force. Initially designated to take part in Allied blockade efforts, she would eventually lead the Allied Support Force. April would see Kapyong joined by sister-ship HMCS Vimy Ridge, bringing with her her own task force. Vimy Ridge would bring with her another new arrival to the Persian Gulf region, Canada’s first operational deployment of the Bombardier-built CF-163 Airacobra. Carried as deck cargo, the Airacobras had flown off Vimy Ridge just before she had passed through the Straits of Hormuz. They carried only sufficient fuel to reach the Allied air base at Bandar-Abbas, or to divert to another friendly Persian Gulf country.

Military observers were quick to note that the RCN’s new “support vessels” had now operated not one, but two, conventional fixed wing aircraft types. Combined with allied-force cross deck training, which had brought with it USMC F-35B VTOL, the ships were quietly building an impressive capability. RCN stock climbed accordingly in Allied eyes, they were building a small but well-found force.

The Airacobra deployment was somewhat less impressive. The RCAF was more than a little chagrined to be operating a propeller-driven fighter alongside the more impressive types arrayed at the bustling Bandar-Abbas airfield. They had had little choice but to deploy them though, insurgency had been identified as a major concern in the Iranian operation and the Canadian Government had committed to the counter-insurgency effort.

The most telling response from the allies was perhaps seen in the Officer’s Club at Bandar-Abbas. Some wag had opined that the Airacobra pilots weren’t really fighter pilots… after all they wore only medium sized watches and they just didn’t have the “fighter jock” attitude.  They didn’t think the world revolved around them; obviously it revolved around their prop! The joke stuck and soon enough the CF-163 pilots were somewhat loath to go to the Club. The exploits of the RCN’s Guardians made things worse, not better. Nothing much impressive was expected of the diminutive COD birds after all, whatever they accomplished was a welcome bonus. The same couldn’t be said of the CF-163 though. Canada had said she was sending fighters, folks had rather been expecting to see Canada’s CF-188G Growlers. Instead they got the Airacobras.

Operations for the Canadian Airacobras began slowly. They conducted a few COIN sorties in support of Allied or Canadian troops. They also asked for, and were granted, the outer-area airborne security task for Bandar-Abbas. With no conventional air threat remaining after the Iranian efforts of March 8th, the Airacobras were seen as a much better choice. They had better loiter time than any of the jets, and they actually had a better weapons loadout to deal with the expected infiltration attempts. These efforts did little to polish the Airacobra’s image though. Other types could have been tasked with the same COIN support sorties, and insurgency was a concern, but not a major one, in the Bandar-Abbas area.

Mid-April would see a slow change of fortune for the RCAF Airacobra force though. A late-season snowfall in the high mountains blocked ground transport in that area. When a French Rafale was shot down by a distant S-400 SAM system, extraction was difficult. The terrain where the pilot came down was best described as “close”. High mountain ridges surrounded the hollow where his chute had landed. The S-400 also made life difficult at best for any “fast jet” trying to provide cover for the downed pilot as the choppers came in for the extraction. The RCAF Airacobras had no such difficulty though; they happily wove their way through the passes, staying below a line-of-sight to the S-400. A few Iranians made attempts on the French Navy pilot; they quickly learned that the Canadian Airacobras took a dim view of such efforts.

A few days later would see the Iranians try to infiltrate a Special Forces team into Bandar-Abbas. Unbeknownst to them though, their approach had been closely watched by the circling Airacobras. Once they team had shown hostile intent, the Airacobras had engaged. The Iranian Special Forces team was dispatched without much drama. There were other small incidents over the next weeks and slowly the RCAF Airacobra force gained acceptance. They were decidedly niche players, but they were acknowledged as team members.

Late May would see an even greater change of fortune, but that was to be unveiled in the fullness of time.

« Last Edit: December 02, 2013, 12:27:24 AM by Silver Fox »

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #3 on: December 02, 2013, 03:22:16 AM »
May 21st would see the RCAF Airacobra force assigned a close-air support mission in support of a US Marine unit. The Marines were operating in a mountain valley and facing stiff opposition from Iranian Army regulars. The area was on the forward edge of the Allied mandate and a distant S-400 system made close air support a much more intimate affair than was possible for most Allied fighters. The S-400 swept the skies of anything more than 2000’ feet above the nearby mountain ridges, forcing the CAS birds to be low and slow. Low and slow was the Airacobra stock in trade though and they dove into the fight with a certain relish.

The second sortie of the day saw Rattler flight, 4 CF-163 Airacobras, on-station with the Marines. The tangled fight of earlier had settled out and most calls for fire support were now somewhat less desperate than they had been earlier in the day. A regular pattern had evolved where the Marines would advance under overwatch of the Airacobras. The Marines would stir up the Iranian regulars, and the Airacobras would then engage. It was all getting rather routine in a way.

It wasn’t destined to stay routine, by any means.

“Rattler Flight, Dalek Control. Bogey Dope. Figures 4 unknown air targets inbound, range 75 miles, bearing 015 degrees, angels 15, speed 400.”

Dalek Control was the callsign of a USAF E-46 Athena AWACS aircraft operating out of Qatar.

“Dalek Control, Rattler flight copies all. Status of our covering flight?”

Major Roland “SAM” LeClerc wanted to know where the 4 USAF F-22’s assigned for air cover were.

“Rattler, Dalek. Be advised Sword Flight unable to join you location. Recommend turn right, come to 180, speed Buster to join Sword.”

Sword Flight was the callsign of the covering F-22’s.

In the Athena, Dalek Control wasn’t hopeful. The profile suggested Iranian fast-movers, even if intelligence said they had none left. Right now the Canadian Airacobras could outrun whatever was coming… but would it stay that way?

The question became moot as the unknown aircraft accelerated rapidly past Mach one and activated their on-board radars. The powerful computers of the Athena almost instantly answered the question of where the Iranians had found yet more fast jets. The bogies were identified as Shenyang J-15’s. Apparently China had decided to get into the game in Iran. Dalek passed the bad news to Rattler flight.

“Rattler, Dalek. Bogies now positively identified as hostile. Echo Sierra Mike calls them Flankers.” ESM was the term for intercepted electronic emissions.

“Dalek, Rattler. Suggestions?”

“Sam” LeClerc was a little peeved, the damned Iranians weren’t supposed to have any fast movers and now his flight was facing Flankers.

“Rattler, Dalek. Wait one.”

Wait?!? Did that pencil neck in the Athena actually say WAIT? Wait for what? Perhaps the arrival of the Flankers, after which the problem would go away? As would Rattler flight undoubtedly?

“Rattler Flight, Rattler Lead. Arm any remaining mud movers and dump them on any Iranians you can see. No gun passes. I say again, no gun passes. Keep gun ammo, we may need it.”


“Rattler, Dalek. Say intentions.” The fighter controller aboard the Athena wanted to know just what it was Rattler flight was planning.

“Dalek, Rattler. I intend to kill the Flankers. I suggest if Sword wants some they get low and dirty. Rattler out.” Major LeClerc was hardly politic in his response, but it did get things moving.

“Dalek Control, Sword Lead. Engaging. Give me vectors.” The USAF F-22 pilots were chagrined. They had been assigned to protect Rattler flight and now Rattler was going to be facing sophisticated fighters without them. Not for long though, at risk or not Sword flight would go in to get Rattler… or avenge them.

“Sword, Dalek. Go button 2 for your controller, callsign Doctor” The decks were clearing for a major air battle over the Marines. Dalek was passing the F-22’s of Sword flight on to another controller so he could concentrate on whatever he could do to help the beleaguered Canadians.

The Iranians Flankers were on the Airacobras within bare minutes. They came in high, looking for the look-down shot on the ‘Cobras. They found themselves denied; the Canadians weren’t just low… they were weaving between trees! US Marines and Iranians both ducked into their foxholes, the sight of a 15’ propeller snarling only a few feet above the ground brought a visceral response that wasn’t to be ignored.

There was a method to the frantic manoeuvrings of the ‘Cobras though. Distracted by the trees, the Iranians didn’t recognize that the Canadians were performing a variation of the Thatch Weave. Random thought it looked, at least one ‘Cobra was always pointed toward any of the mountain passes that the Flankers could use to dive on the Canadians.

The Iranian commander wasn’t to be denied though; he knew that once he came in low the infidels would be forced to fly higher to defend themselves. Once they did, he and his flight could kill them. He studied the pattern of the weaving Canadians and realized that on the east side the ground battle had felled most of the trees. The defensive infidel fighters were exposed momentarily, that was where he would strike.

He brought his flight around in a broad sweep meant to put them in position just as the next infidel hit the open ground. Things didn’t work out quite as planned.

Concentrating on the single ‘Cobra he had chosen as a target, he had neglected to watch the 3 others. Watching intently for the ‘Cobra to break cover, he never noticed that its flight mates were stalking him. Major LeClerc had anticipated this response from the Iranians and even as they positioned themselves to attack his fighters had edged upward. No longer weaving between trees they were now just above them. More importantly, they had also accelerated to almost 380 knots, a bare 20 knots slower than the attacking Flankers.

Major LeClerc was first to strike. His own turn had brought him to about 60 degrees behind the stooping Flankers, not a great position, but not bad for a gun pass. He left his radar in standby; his optronic turret was more than capable of handling target range, bearing and deflection at this close range. He squeezed the trigger on his joystick and the nose mounted M242 pumped out a steady stream of 30mm cannon shells. He scored only 6 hits before the Flanker wobbled out of his gun sight.

His first hit was just aft of the cockpit; the explosive shell shredded the cockpit, killing the Flanker pilot instantly. The next 5 rounds were evenly spaced down the spine of the Flanker, drifting slightly to port. His last round actually smashed the port engine and its mount, physically pushing the engine right out of the airframe.

The Iranian commander was watching closely for his target to pop out of the trees when he saw it make an unexpected starboard turn. He was just starting to follow the little fighter when his mirror showed the flash of his number 4 aircraft being destroyed. He ordered a combat break, his number 2 and 3 aircraft going port and starboard while he himself climbed vertically out of the combat area.

Major LeClerc tried to engage the lead Flanker with an AIM-9X Sidewinder as it climbed, but the Flanker driver was expecting that, he pumped out flares and reversed out of the climb to get back into the fight.

The number 2 Flanker never knew what hit him. Coming out of his break turn he found himself head-to-head with an Airacobra. He pulled back on his stick to climb above the Canadian fighter, but even as he did he felt his plane shudder. The Canadian had pumped almost 40 cannon rounds into the Flanker in a snap shot he never would have been able to duplicate if he tried. As the G forces built on the Flanker its starboard wing came off. The wing spars had been hit multiple times and were no longer capable of even normal flight loads except briefly. The wreckage of the Flanker impacted a mountainside 4 miles away, there was no chute.

Number three Flanker found himself in almost perfect position behind a CanadianCobra. It also left him in almost perfect position for the Stinger crews of the USMC troops on the ground. The Flanker launched a single air-to-air missile in a snap shot, but it never tracked. The six Stingers launched by the Marines did track. Flanker 3 came apart in an expanding mass of wreckage raining down over the battlefield.

The lead Flanker found himself head-to-head with Major LeClerc. The planes crossed wingtip-to-wingtip at less than 20’ range. Pulling into matching turns the two planes chased each other around the circle. The Flanker driver was horrified to see the little ‘Cobra turning inside him! No more than one more turn and the ‘Cobra would be in gun position.

The Flanker went vertical, climbing out of the fight and outrunning the ‘Cobra at the same time. At just over 8000’ he pulled the nose back down and looked for the ‘Cobra on his look-down radar. He never found it, Sword flight had negotiated the mountain passes and was close enough to see the Flanker pop up over the mountains. Two AIM-120E AMRAAM missiles slammed into the Flanker, tearing it apart.

The flight back to Bandar-Abbas was uneventful. If any of the F-22 pilots in Sword Flight were impatient with the 350 knot cruise of the little ‘Cobras, they wisely kept it to themselves. The approach to the airfield was even more unusual, with the Cobras preceding the Raptors. Both flights made the typical “fighter break” over the field before circling to land.

Debriefing followed for all aircrews and then a brief, but meaningful meeting with the ‘Cobra force commander was ordered for all CF-163 pilots. The Raptor pilots wandered over to the club, politely ignoring whatever purely Canadian hoops the ‘Cobra pilots now had to jump through.

Less than 10 minutes later the entire Canadian ‘Cobra force appeared in the Officers Club. Major LeClerc bellowed “Hey! Are REAL pilots served here or only pansies? What does a MAN have to do to get a drink around here?”

The gathered officers turned as one to look at the Canadians, and promptly erupted in laughter. On the wrist of every Canadian was a large watch…

The biggest, ugliest watch anyone in the room had ever seen.


Offline elmayerle

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Re: Canadian Cobras... Redux
« Reply #4 on: December 05, 2013, 10:00:01 AM »
I'm loving it!!  One thought, as part of the agreement between Bombardier and Bell/Textron, perhaps Bell Helicopter Canada, in MIrabel, Quebec, could be a major subcontractor?   They do have a good working relationship with P&WAC.

I can believe the Flankers having trouble with the Aircobras, at that speed, a nimble little aircraft with a low signature would be a challenge to deal with.  If I had to hazard a guess, I'd reckon that the IR Suppressors were contracted to a firm experienced with the PT6 and other engines, like W.R.Davis Engineering of Ontario; I can verify that they do good work and are good to deal with (I've worked with them and we had a good working relationship).

« Last Edit: December 06, 2013, 03:11:15 AM by elmayerle »

Offline Kerick

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Re: Canadian Cobras... Redux
« Reply #5 on: December 05, 2013, 10:48:30 AM »
So who's going to build one of these?

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #6 on: December 06, 2013, 05:21:23 AM »
By some strange coincidence I just happen to have a Monogram 1/48 P-39 in the stash. :)

I haven't figured out what to do with the cockpit yet... but ideas are kicking around.

Offline apophenia

  • Perversely enjoys removing backgrounds.
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Re: Canadian Cobras... Redux
« Reply #7 on: December 21, 2013, 10:59:06 AM »
Love it  :-*  Can't wait to see this sucket built!

Evan: Excellent suggestion on W.R. Davis for suppressors (they seem to be capable of quick turn-around in the RW).
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline elmayerle

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Re: Canadian Cobras... Redux
« Reply #8 on: January 12, 2014, 12:18:21 PM »
Love it  :-*  Can't wait to see this sucket built!

Evan: Excellent suggestion on W.R. Davis for suppressors (they seem to be capable of quick turn-around in the RW).
The suggestion is based on experience, we're working with them on a new suppressor for the V-22 and I was rather involved on the Bell side of things.  A most pleasant bunch of folk to deal with.

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #9 on: January 13, 2014, 07:11:53 AM »
So, what would a PT-6 suppressor look like?

Offline elmayerle

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Re: Canadian Cobras... Redux
« Reply #10 on: January 13, 2014, 10:45:40 AM »
So, what would a PT-6 suppressor look like?

Best answer is to point you to a W. R. Davis newsletter:  www.davis-eng.com/docs/newsletter15.pdf‎

They show one version on an older RC-12 Guardrail and then a new one fitted to a modified Super King Air 350.
« Last Edit: January 13, 2014, 01:49:22 PM by elmayerle »

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #11 on: January 14, 2014, 04:55:41 AM »
Cool... much what I imagined.

That will help with the build, thanks.

Offline Alvis 3.1

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Re: Canadian Cobras... Redux
« Reply #12 on: January 15, 2014, 04:57:33 AM »
Thanks, Airacobras are one of my favourite planes! Your stories are always incredible!

Alvis 3.1

Offline Silver Fox

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Re: Canadian Cobras... Redux
« Reply #13 on: January 15, 2014, 05:41:15 AM »
Thanks for the kind words. :)

Offline elmayerle

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Re: Canadian Cobras... Redux
« Reply #14 on: July 24, 2014, 09:32:36 AM »
Just a thought, the fine dust of Afghanistan is a bear on turbine engines; perhaps the Canadian Cobras deployed there would have a filtration system on their engine air intakes?  Say, something like that fitted to Bf109s and MC.202s (and not that far off from a smaller version of the V-22 system I posted a picture of - could even be from the same supplier, Advanced Filter Systems of St. Louis).