Avro CF-105 Arrow

Avro CF-105 Arrow was a two-seater ambitious project of interceptor designed with the Canada in the Années 1950, at the time of the Cold war. In spite of its impressive performances for the time, only some prototypes flew before the complete abandonment of the program in 1959.

History

In April 1953, RCAF emitted its requirements for a new apparatus which was to replace CF-100 Canuck. This plane was to exceed Mach 2, to reach an altitude higher than 18 000 m, and to carry out a turn with 2 G without losing speed nor altitude. For many people, the satisfaction of these specifications was impossible.

The development of the apparatus by Avro Canada started in 1953, to lead to a plane of big size equipped with a delta wing in high position. Some tests were carried out with models propelled by rockets, some with the top of the Lake Ontario and others with the the United States, which had better measuring instruments. The Canadian engineers encountered many problems. For example, out of blower, the models reached Mach easily 1,8 but, beyond, the air circulated only on the leading edge; the wing thus did not produce any more a Portance.

At the beginning, the apparatus should have been propelled by engines Rolls-Royce RB.106 but, by fear which these engines are not ready in time, it was decided to use Pratt & Whitney J75 for the prototypes and, in parallel, to make develop an engine with the Canada by the Orenda company. This engine, which will be named Iroquois PS-13, was to provide a push of 11 820 kg with Post-combustion. It was tested on the ground in 1955 and flight in 1957 on a Boeing B-47 Stratojet lent by the the United States.

The CF-105 was the first plane in the world equipped with electric Orders of flight. It also laid out of a Autopilot. Dimensioned armament, the CF-105 had a ventral armament compartment 5 meters length. It was initially to carry air-to-air missiles American Hugues AIM-4 Falcon and system of associated shooting. In 1955, the RCAF required to be able to use the missile Sparrow II, then under development with the the United States. When this missile was given up, one year later, the Canada took again the development with its load.

Registered RL-201, the first CF-105 Arrow left the factory on October 4th, 1957. That should have been very an great event but, unfortunately, the same day, the Soviets launched Sputnik 1, which stole obviously the high-speed motorboat in the media. The first flight took place on March 25th, 1958, with the hands of Januz Zura Zurakowski, test pilot principal. This prototype was temporarily equipped with American Pratt & Whitney J75 because Iroquois were not yet at the point. The flight lasted 35 minutes, gear landing left.

Followed four other prototypes equipped with the engines J75, registered RL-202, RL-203, RL-204 and RL-205. The trial flights were connected. The apparatus reached Mach 0,9 in cruising and Mach 2 points some, an altitude of 16 000 m, a climbing speed of 4500 m/min and a range operating of 750 km. At the beginning of 1959, the sixth prototype was practically completed. It was finally equipped with the engines Iroquois, much more powerful than J75. On paper the apparatus could have reached Mach 1,2 in cruising, Mach 2,5 points some, an altitude of 21 000 m, a climbing speed of 6000 m/min and a range operating of 1000 km. Unfortunately, it forever stolen.

Indeed, the February 20th 1959, John George Diefenbaker, the Prime Minister of Canada of the time, announced with the House of Commons the cancellation of the Arrow project. The arguments were that the project was too expensive and that he did not fulfill the requirements any more after the appearance of the intercontinental missiles. Arrow being unable to face this new threat, it was better to entrust defense to ground-to-air missiles BOMARC American which were effective at the same time against the bombers and the missiles.

It should be said that the development costs of Arrow had clearly increased: evaluated initially between 2 and 4 million CAN by apparatus, the unit price reached 12,5 million now (to be compared with the 2 part million Bomarc missiles). In parallel, after the appearance of the intercontinental missiles, more and more of specialists considered that the future were with the guided missiles and either with the manually-controlled planes. Lastly, the delays accumulated.

The project was thus completely given up, whereas that 37 apparatuses were already on the assembly lines about to be finalized and that 82 % of the parts had already been manufactured for the 87 following apparatuses. Worse, the government ordered to destroy all the prototypes, all the plans and data. Day at the following day, 60 000 employees were laid off, of which 12 000 at Avro, the remainder being those of the 660 companies sub-contracting. This abandonment remains a major traumatism for the aircraft industry of the Canada, so much so that the February 20th 1959 is sometimes indicated " black Friday ".

Since, a Canadian association seeks to find the models having finished their life in the Lake Ontario and at least two counterparts life size of Arrow were built:

first was used for documentary televised on the project of the CF-105
second was ordered by the Museum of aerospace of Toronto which exposes it in its collection. In fact besides the photographs of this counterpart illustrate this article.

External bonds

File of Radio operator Canada on Arrow
the CF-105 Arrow on the site of the Ministry for the Defense of Canada
the site of Avro Arrow in French
The Avro CF-105 Arrow on Air Vectors
The Avro Arrow Home Page: keeping the memory alive
The Arrow Recovery Canada website
Avro Arrow on Discovery Channel Canada
counterpart of the Museum of Toronto

See too

List of the military aircrafts

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