TheAvro Canada CF-100 Canuck (affectionately known as the "Clunk") is a Canadiantwinjetinterceptor/fighter designed and produced by aircraft manufacturerAvro Canada. It has the distinction of being the only Canadian-designed fighter to entermass production.
Work commenced in October 1946 in response to aRoyal Canadian Air Force (RCAF) specification calling for a newjet-powered interceptor/fighter aircraft suitable for long-distance patrol missions and all-weather operations. On 19 January 1950, the CF-100 Mark 1 prototype, 18101, conducted itsmaiden flight, powered by a pair ofRolls-Royce Avon RA 3turbojet engines. Both pre-production and production series aircraft were powered by the domestically-developedAvro Orenda engine instead. Flight testing proved the CF-100 to possess a relatively short takeoff run and a high climb rate, making it well suited to its role as an interceptor. On 18 December 1952, Squadron LeaderJanusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype up toMach 1.10 in a dive from 14,000 m (45,000 ft),[2] making the type the first straight-winged jet aircraft to achieve controlledsupersonic flight.[citation needed]
From 1961, RCAF CF-100s were withdrawn from the interceptor role, replaced by theMcDonnell-Douglas CF-101 Voodoo, with some reallocated to support roles until 1981, when all remaining examples were withdrawn from service. They were replaced by theCanadair CT-133 Silver Star and theCC-117 Falcon respectively in training and electronic warfare roles.
Amid the final years of theSecond World War, officials in Canada had concluded a self-sufficient indigenous military aviation industry would be of considerable national value, and that the new field ofjet propulsion held considerable promise. As early as July 1944, Canada commenced work on aturbojet engine programme, producing the experimentalAvro Canada Chinook powerplant.[3] During the late 1940s and early 1950s, events such as theKorean War andSoviet atomic bomb project contributed to the rising international tensions of what would become known as theCold War. The Canadian government responded by greatly increasing defense expenditure.[4] TheRoyal Canadian Air Force (RCAF) accounted for 46.6% of overall defense expenditure duringFY 1951–1952, some of which is attributable to several major procurement programmes.[5]
The RCAF had a strong interest in acquiring its own fleet of jet-powered combat aircraft. It identified a need for a newjet-poweredinterceptor/fighter aircraft capable of patrolling the vast Canadian north and operating in all-weather conditions. Envisaged as a two-seat fighter crewed by a pilot and navigator, it would adopt two powerful engines along with a relatively advancedradar set andfire control system housed in its nose that would enable all-weather and night flying. These requirements were formalized by a RCAF specification that was issued during 1946.[citation needed] According to RCAFair marshalWilfred Curtis, no existing aircraft satisfied the specification, nor was there any suitable aircraft already in development elsewhere. Thus, it was necessary for Canada to develop such a fighter itself.[6]
CF-100 Prototype 18102 Weapons Practice Unit CF-100 Mk 5 firing rockets at first annual Air Defence Command rocket meet,Cold Lake, September 1957.CF-100 Mk 5D (18476) former CFB Namao and No. 414 Electronic Warfare (EW) Squadron #100476 painted asNo. 440 Squadron RCAF Mk 4B serving in NATO and on display at theAlberta Aviation Museum.
On 3 November 1945, an agreement was struck to develop a prototype jet-powered fighter on behalf of the RCAF; on 13 October 1946, the issuing of government contracts to aircraft manufacturerAvro Canada enabled the company to commence the associated design work.[7] From these efforts emerged the XC-100, a prototype all-weather fighter, developed to meet the outstanding specification. Work was initially overseen by Edgar Atkin, Avro Canada's chief engineer. A key contributor to the programme was ex-de Havilland aircraft designerJohn Frost, who was appointed chief design engineer for military projects and thus responsible for the CF-100's development.[8] At one stage Frost, along with Avro's chief aerodynamacistJim Chamberlin, extensively reworked the original design of the fuselage.[citation needed] On 17 May 1949, in response to the programme's progress, an additional agreement was reached to produce ten pre-production fighters along with 30Avro Orendas, an indigenously-developed turbojet engine.[8]
The CF-100 Mark 1 prototype, 18101, emerged from the factory painted gloss black, with white lightning bolts running down the fuselage and engines. On 19 January 1950, the CF-100 prototype flew itsmaiden flight fromMalton, Ontario withGloster Aircraft Company chief test pilotsquadron leaderBill Waterton (on loan from Gloster, then also part of theHawker Siddeley group) at the controls.[9][8][10] The Mark 1 was powered by a pair ofRolls-Royce Avon RA 3turbojet engines, each capable of a maximum thrust of 28.9 kN (2,950 kgp / 6,500 lbf) thrust. During July 1950, the second prototype, 18102, performed its first flight.[8] On 5 April 1951, the second prototype was lost in an accident that killed test pilot Bruce Warren. According to aviation author James Dow, this loss resulted in the programme being placed on indefinite hold and questions raised over Avro Canada's competency.[5]
In response to the accident, Avro Canada dismissed several members of the design team and established a special working group to rectify a major structural design error.[5] A straightforward modification that could be easily retrofitted into the pre-production aircraft was devised to solve the problem.[5] While both prototypes had been powered by Avon engines, pre-production and production aircraft used the locally-designed Orenda powerplant instead, the first of which flew in June 1951. Delays during the Orenda's development disrupted the CF-100 programme timetable.[8] Dissatisfied with the pace of development,Cabinet MinisterC. D. Howe instructed Avro to suspend its other projects to focus entirely on completing the CF-100.[11]
Five pre-production Mk 2 test aircraft (serial numbers 18103-18107) were produced, all fitted with Orenda 2 engines; one was fitted with dual controls and designated a Mk 2T trainer. According to pilotJacqueline Cochran, the Orenda engine responded noticeably smoother than the British or American-built jet engines she had previously flown.[12] Initial issues with the pre-production aircraft were soon resolved. The first production version, designated Mk 3, made its first flight during October 1952.[1] The Mk 3 incorporated the APG-33 radar and was armed with eight .50caliberBrowning M3 machine guns. The Mk 3CT and Mk 3DT were dual control versions supplied to operational training units.[citation needed]
During mid-January 1955, a CF-100 arrived atEglin AFB,Florida, for cold-weather tests in the climatic hangar. A seven-man RCAF team, headed by flight lieutenant B. D. Darling, which had previously conducted tests atNamao Air Base,Alberta, were part of the climatic detachment ofCentral Experimental and Proving Establishment. Testing commenced the following month.[13] In March 1956, four CF-100 Canucks were dispatched to Eglin AFB to conduct comparative armament trials, where the type was flown by severalUnited States Air Force (USAF) crews.[14] The operational suitability tests, dubbedProject Banana Belt, were carried out by the 3241st Test Group (Interceptor) of the APGC'sAir Force Operational Test Center, in conjunction with a project team belonging to the RCAF.[15]
During September 1950, the RCAF placed an initial production order for 124 Mk 3 aircraft, the first entering service in 1953.[citation needed] This model was armed with eight .50 caliber machine guns. The definitive rocket-armed Mk 4A was based on the prototype Mk 4 (a modified Mk 3), which first flew on 11 October 1952. The nose housed the much largerAPG-40 radar, while the wings were equipped with wingtip pods, each containing up to 29 Mk 4/Mk 40 "Mighty Mouse"folding-fin aerial rocket, to be used in addition to the guns. During 1954, the last 54 of an order for the Mk 3 were swapped for the more advanced Mk 4, the total orders for the Mk 4 rose to 510. TheMk 4B version was furnished with more powerful Orenda 11s.[citation needed]
Five versions, ormarks, were produced. The high-altitude Mk 5 was the final variant, production of which commenced during 1955.[citation needed] This model featured a 1.06 m (3 ft 6 in)-longer wingtip and enlarged tailplane, along with removal of the machine guns. The proposed Mk 6 would have been equipped withSparrow II missiles andafterburning Orenda 11IR engines. It was intended as an "interim" fighter until development of the advancedAvro Canada CF-105 Arrow concluded,[1] though the Arrow was also cancelled. An advanced derivative of the CF-100 was theCF-103, which was equipped with aswept wing and projected to be capable oftransonic speeds; a mock-up was made in 1951, but it was considered obsolete even before the CF-100 performed a dive that exceeded the speed of sound. On 18 December 1952, squadron leaderJanusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype toMach 1.0 in a dive from 9,100 m (30,000 ft), becoming the first straight-winged jet aircraft to achieve controlled supersonic flight.[16][1]
Amongst RCAF pilots, the Canuck was affectionately known as the "Clunk".[17] The nickname has been attributed tonoise produced by the forwardlanding gear as it retracted into its well after takeoff. Another common nickname was the "Lead Sled", alluding to its heavy controls and low maneuverability; this nickname was shared by numerous 1950s aircraft.[18] Others included CF-Zero, the Zilch, and the Beast, all references to an aircraft many pilots considered less glamorous than RCAFday fighters like theCanadair Sabre.[19]
Many CF-100s functioned under the US–CanadianNorth American Air Defense Command (NORAD), which protected North American airspace fromSoviet intruders, particularly by nuclear-armedbombers. Between 1956 and 1962, as part of theNorth Atlantic Treaty Organization (NATO), four CF-100 squadrons were based in Europe with1 Air Division; for some time, the CF-100 was the only NATO fighter capable of operating in zero visibility and poor weather conditions.[20]
At its peak, the CF-100 served with nine RCAF squadrons in the mid-1950s. Four of these squadrons were deployed to Europe under the NIMBLE BAT ferry program, replacing NATO RCAF squadrons equipped withCanadair Sabre day fighters to provide all-weather defense against Soviet intruders. While flown in the North American theatre, the CF-100 would typically retain a natural metal finish; however, those flying overseas were given a British-style disruptivecamouflage scheme: dark sea gray and green on top, light sea gray on the bottom.[23]
During his Avro Canada years, the chief development pilot S/LŻurakowski continued to perform as an aerobatic display pilot, with spectacular results, especially at the 1955Farnborough Airshow where he displayed the CF-100 in a "falling-leaf." Proclaimed the "Great Żura", many aviation and industry observers could not believe a large, all-weather fighter could be put through its paces so spectacularly. His performance has been credited withBelgium's decision to purchase the CF-100 for itsair force.[17] Efforts were made to sell the Canuck to other nations, including theUnited States, but no other export customers for the type would be secured. Dow reasoned that the Canuck's poor overseas sales undermined officials' confidence in exporting other aircraft, including the CF-105 Arrow.[17]
692 CF-100s of different variants were manufactured, including the 53 purchased by Belgium. Although designed for only 2,000 flight hours, it was found the Canuck's airframe could serve for over 20,000 hours. The Belgian aircraft were either scrapped after storage or written off in crashes. Consequently, though the Canadian CF-100 would be replaced in its front line role by the fasterCF-101 Voodoo, the Canuck continued to serve with 414 Squadron of the Canadian Forces, based atCFB North Bay,Ontario. During its later years, the type was tasked withaerial reconnaissance, training andelectronic warfare missions. It was finally withdrawn from service during 1981.[citation needed] Though retired, some Canucks remain as static displays in Canada and elsewhere.
During the late 1950s, an advanced supersonic interceptor,CF-105 Arrow along with the sophisticatedOrenda Iroquois engine, was under development by Avro Canada as an intended successor to the CF-100.[24] However, during 1959, work on the CF-105 was terminated following a controversial decision by the Canadian government.
CF-100 Mk 1P : Proposed photo-reconnaissance version. Not built.
CF-100 Mk 2 : Ten pre-production aircraft.
CF-100 Mk 2T : Dual control training version of the CF-100 Mk 2. Two built.
CF-100 Mk 3 : Two-seat all-weather long-range interceptor fighter aircraft. First production version for theRCAF. Eight.5-inch Browning M3 guns (200 rounds per gun) in a forward firing ventral gun pack. 70 built.
CF-100 Mk 3A : CF-100 Mk 3 sub-type, powered by two Orenda 2 turbojet engines. 21 built.
CF-100 Mk 3B : CF-100 Mk 3 sub-type, powered by two Orenda 8 turbojet engines. 45 built.
CF-100 Mk 3CT : One CF-100 Mk 3 converted into a dual control training aircraft. Later redesignatedCF-100 Mk 3D.
CF-100 Mk 4 : Two-seat all-weather long-range interceptor fighter aircraft. Eight .5-inch Browning M3 guns (200 rounds per gun) in a forward firing ventral gun pack. Plus two wingtip pods of 29 x 70-mm (2.75 in) "Mighty Mouse"fin-folding aerial rockets. One pre-production aircraft.
11 August 1953: a CF-100 crashed inLongueuil, Québec shortly after take-off, killing both crewmen. Two houses were struck, killing seven on the ground including five children - all six years old or younger.[25]
15 May 1956: A CF-100 crashed into the Villa St. Louis atOrléans, Ontario, killing both crewmen and 13 civilians on the ground in what is known as theConvent Crash.[26]
25 August 1958: Two RCAF CF-100s in a four-aircraft formation collided before crashing atRCAF Station Grostenquin. One crashed into the base hospital, the other crashed into a field. Three of the four aircrew were killed, along with two people in the base hospital; eight others on the ground were injured.[27][28]
7 December 1960: Two CF-100s (18571 and 18610) of428 Squadron collided near Val D’Or, Quebec while on a nighttime intercept exercise. Four crew members were killed. The intense explosion caused by the collision was seen 100 miles away.[29]
Avro Canada CF-100 Canuck Mk.3D on display at the Nanton Air Museum, Nanton, Alberta.Canadian Forces CF-100 on display at Head Lake Park, Haliburton, OntarioRCAF CF-100 at Lee Park, North BayCF-100 National Air Force Museum of Canada, Trenton, Ontario
18506 – CF-100 Mk.4B in storage at the Canadian Air, Land, and Sea Museum inToronto, Ontario. It was previously on display at the RCAFA 447 Wing at Hamilton International Airport, Mount Hope, Ontario.[38]
18602 – CF-100 on static display at Haliburton Highlands High School inHaliburton, Ontario.[39]
18619 – CF-100 Mk.5 on static display at Paul Coffey Park inMalton, Ontario.[40]
Baglow, Bob.Canucks Unlimited: Royal Canadian Air Force CF-100 Squadrons and Aircraft, 1952–1963. Ottawa, Ontario, Canada: Canuck Publications 1985.ISBN0-9692246-0-5.
Dow, James.The Arrow. James Lorimer & Company, 1997.ISBN1-5502855-4-8.
Henley, Don (March–April 1997). "Singular Customer: Belgium and the Avro Canada CF-100".Air Enthusiast. No. 68. pp. 60–63.ISSN0143-5450.
