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81-804: The McDonnell CF-101 Voodoo was an all-weather interceptor aircraft operated by the Royal Canadian Air Force and the Canadian Forces between 1961 and 1984. They were manufactured by the McDonnell Aircraft Corporation of St. Louis, Missouri for the United States Air Force (as F-101s ), and later sold to Canada . CF-101s replaced the obsolete Avro CF-100 Canuck in the RCAF's all-weather fighter squadrons. The Voodoo's primary armament

162-569: A boxcar . Similarly, their pilots were given less training in combat maneuvers, and more in radio-directed pursuit. The Soviets' main interceptor was initially the Su-9 , which was followed by the Su-15 and the MiG-25 "Foxbat". The auxiliary Tu-128 , an area range interceptor, was notably the heaviest fighter aircraft ever to see service in the world. The latest and most advanced interceptor aircraft in

243-485: A brief period of time they fared rapid development in both speed, range, and altitude. At the end of the 1960s, a nuclear attack became unstoppable with the introduction of ballistic missiles capable of approaching from outside the atmosphere at speeds as high as 3 to 4 miles per second (5 to 7 km/s). The doctrine of mutually assured destruction replaced the trend of defense strengthening, making interceptors less strategically logical. The utility of interceptors waned as

324-462: A chosen aspect of performance. A "point defense interceptor" is of a lightweight design, intended to spend most of its time on the ground located at the defended target, and able to launch on demand, climb to altitude, manoeuvre and then attack the bomber in a very short time, before the bomber can deploy its weapons. At the end of Second World War, the Luftwaffe ' s most critical requirement

405-459: A command centre in the Horse Guards building. The Pup proved to have too low performance to easily intercept Gotha G.IV bombers, and the superior Sopwith Camels supplanted them. The term "interceptor" was in use by 1929. Through the 1930s, bomber aircraft speeds increased so much that conventional interceptor tactics appeared impossible. Visual and acoustic detection from the ground had

486-472: A much larger area from attack, depending on greater detection capabilities, both in the aircraft themselves and operating with AWACS, rather than high speed to reach targets. The exemplar of this concept was the Tupolev Tu-28 . The later Panavia Tornado ADV was able to achieve long range in a smaller airframe through the use of more efficient engines. Rather than focusing on acceleration and climb rate,

567-626: A number of cities and towns in the Maritimes, Quebec and Ontario, and to the Toronto CNE to promote the RCAF. 2 Flying Officers were lost; F/O Robert Verne "Hank" Snow and Robert "Mongoose" Moncrieff. There were other incidences of engine failures requiring emergency procedures. On 7 March 1953 both squadrons deployed to Europe on the month long Leagfrog III and the base was quiet through the rest of that year. No. 431 (Fighter) Squadron re-formed at RCAF Station Bagotville on 18 January 1954 using

648-694: A pair of proposals for interceptor aircraft, the first such designation in the US. One proposal was for a single-engine fighter, the other for a twin-engine. Both were required to reach an altitude of 20,000 feet (6,100 m) in six minutes as a defense against bomber attack. Kelsey said later that he used the interceptor designation to sidestep a hard USAAC policy restricting fighters to 500 pounds (230 kg) of armament. He wished for at least 1,000 pounds (450 kg) of armament so that American fighters could dominate their battles against all opponents, fighters included. The two aircraft resulting from these proposals were

729-464: A radar station at RCAF Station Mont Apica which was closed. 433 Squadron disbanded in 2006 with its aircraft and personnel absorbed by 425 Squadron as a dual language Francophone/Anglophone unit. The squadron was reactivated on 9 June 2015. On October 2, 2020, the Government of Canada awarded EllisDon-EBC Inc. Joint Venture of Ottawa with the $ 12.1 million construction of new facilities to house

810-510: A range of only a few miles, which meant that an interceptor would have insufficient time to climb to altitude before the bombers reached their targets. Standing combat air patrols were possible but only at great cost. The conclusion at the time was that " the bomber will always get through ". The invention of radar made possible early, long-range detection of aircraft on the order of 100 miles (160 km), both day and night and in all weather. A typical bomber might take twenty minutes to cross

891-521: A reformed 414 Squadron would operate the Voodoo years later). Each Voodoo base was laid out to allow aircraft to be kept at immediate readiness at all times. A Quick Reaction Alert (QRA) facility was positioned at the end of the main runway to allow alert aircraft to launch as quickly as possible. Two aircraft and their crews were always on "five minute" alert — they were to be in the air, en route to intercept unknown aircraft, within five minutes of receiving

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972-619: A step and roughly doubled operational altitudes. Although radars also improved in performance, the gap between offense and defense was dramatically reduced. Large attacks could so confuse the defense's ability to communicate with pilots that the classic method of manual ground controlled interception was increasingly seen as inadequate. In the United States, this led to the introduction of the Semi-Automatic Ground Environment to computerize this task, while in

1053-453: A very high fuel consumption. This led fighter prototypes emphasizing acceleration and operational ceiling, with a sacrifice on the loiter time, essentially limiting them to point defense role. Such were the mixed jet/rocket power Republic XF-91 or Saunders Roe SR.53 . The Soviet and Western trials with zero-length launch were also related. None of these found practical use. Designs that depended solely on jet engines achieved more success with

1134-569: Is a Canadian Forces base 4.5 nautical miles (8.3 km; 5.2 mi) west of Bagotville in the city of Saguenay . Located in the centre of Quebec , less than 200 km (120 mi) north of Quebec City , CFB Bagotville is operated as an air force base by the Royal Canadian Air Force (RCAF) and is one of two bases in the country using the CF-18 Hornet fighter/interceptor, the other being CFB Cold Lake . Its primary RCAF lodger units are 2 Wing and 3 Wing. CFB Bagotville's airfield

1215-610: Is also used by civilian aircraft, with civilian operations at the base referring to the facility as Saguenay-Bagotville Airport ( French : Aéroport Saguenay-Bagotville ). The airport is classified as an airport of entry by Nav Canada and is staffed by the Canada Border Services Agency (CBSA). CBSA officers can handle civilian aircraft with no more than 30 passengers between 0800-1630 on weekdays. As of 2018 , approximately 1,700 military and civilian people work at CFB Bagotville. A quick reaction facility

1296-632: Is based in Ottawa and is composed of military electronic warfare officers who fulfill the combat support role, flying on civilian contracted aircraft. The Dassault/Dornier Alpha Jets that form part of Top Aces fleet are based here as part of the CF jet training program Contracted Airborne Training Services. CFB Bagotville hosts the Bagotville Air Cadet Summer Training Centre. Air Cadets from across Canada attend

1377-626: Is being built to support the new Lockheed Martin F-35 Lightning II fighters. At the height of the Second World War , the RCAF selected a relatively level farming area at the head of navigable waters in the Saguenay River to be the site of several aerodromes during 1941. This area was considered useful for RCAF purposes, given the amount of cleared land in the region, its relative geographic isolation and proximity to

1458-446: Is that interceptors often look very impressive on paper, typically outrunning, outclimbing and outgunning slower fighter designs. However, pure interceptors fare poorly in fighter-to-fighter combat against the same "less capable" designs due to limited maneuverability especially at low altitudes and speeds. In the spectrum of various interceptors, one design approach especially shows sacrifices necessary to achieve decisive benefit in

1539-650: The AIR-2A Genie rockets were the property of the United States and would only be released to Canada for actual use with the joint agreement of Canada and the United States through NORAD. The stringent training requirements meant that it took until June 1965 for the Genies to become operational in Canada. The Genies were kept in the custody of the USAF, with detachments of the 425th Munitions Support Squadron located at each of

1620-684: The Cold War and the Korean War saw RCAF Station Bagotville reactivated on 1 July 1951 as a training base for air defence squadrons deploying in support of NATO 's defence of western Europe from the Warsaw Pact . Two squadrons, 413 and 414 , initially operated at Bagotville using De Havilland Vampire and F-86 Sabre aircraft ( * logs from 413 during this period detail no Vampires, only Sabres, Harvard, T33 and Expeditor). During this time squadrons were deployed on Operation Appletree visiting

1701-645: The Convair F-106 Delta Dart , Sukhoi Su-15 , and English Electric Lightning . Through the 1960s and 1970s, the rapid improvements in design led to most air-superiority and multirole fighters , such as the Grumman F-14 Tomcat and McDonnell Douglas F-15 Eagle , having the performance to take on the point defense interception role, and the strategic threat moved from bombers to intercontinental ballistic missiles (ICBMs). Dedicated interceptor designs became increasingly rare, with

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1782-696: The Diefenbaker government about Canada adopting nuclear weapons systems, which had been agreed to in principle in 1958. The financial arrangements were settled by Canada taking on the staffing and funding of 11 Pinetree Line radar stations within Canada that had formerly been operated and funded by the USAF. An agreement signed in June 1961 covered the transfer of the aircraft, meant to equip five front-line squadrons (replacing nine CF-100 squadrons) and an Operational Training Unit (OTU). The issue of nuclear weapons in Canada had not been resolved in June 1961, thus

1863-601: The F-104 Starfighter (initial A version) and the English Electric Lightning . The role of crewed point defense designs was reassigned to uncrewed interceptors— surface-to-air missiles (SAMs)—which first reached an adequate level in 1954–1957. SAM advancements ended the concept of massed high-altitude bomber operations, in favor of penetrators (and later cruise missiles ) flying a combination of techniques colloquially known as "flying below

1944-627: The F-86D and F-89 Scorpion . In the late 1940s ADC started a project to build a much more advanced interceptor under the 1954 interceptor effort, which eventually delivered the F-106 Delta Dart after a lengthy development process. Further replacements were studied, notably the NR-349 proposal during the 1960s, but came to nothing as the USSR strengthened their strategic force with ICBMs. Hence,

2025-554: The Messerschmitt Me 163 Komet , which was the only rocket-powered, crewed military aircraft to see combat. To a lesser degree, the Mikoyan-Gurevich MiG-15 , which had heavy armament specifically intended for anti-bomber missions, was also a specialized day interceptor. Night fighters and bomber destroyers are interceptors of the heavy type, although initially they were rarely referred to as such. In

2106-803: The United States . After the cancellation of the CF-105 Arrow program in February 1959, George Pearkes , the Canadian Minister of National Defence , officially maintained that the existing Avro CF-100 interceptors and the Bomarc missiles that had been ordered in September 1958 would be adequate for Canada's air defence needs. Unofficially, it was recognized that there was still a bomber threat, and talks had been underway prior to

2187-443: The 1 OTU was retasked with regional air defence duties. Toward the end of the war, RCAF Station Bagotville began to decline in activity as the requirement for BCATP training decreased. On 28 October 1944 the 1 OTU ceased operations, followed by the 12 Radar Detachment. In 29 pilot training courses given by 1 OTU at RCAF Station Bagotville (and St-Honoré), 940 pilots graduated and 41 were killed during training. In November 1944 1 OTU

2268-514: The 1 Operational Training Unit (1 OTU) which trained pilots from commonwealth nations under the British Commonwealth Air Training Plan (BCATP), as well as the 130 Panthère Squadron, which was an operational RCAF air defence unit intended to protect the massive Alcan aluminum smelter in nearby Arvida (one of the largest industrial facilities in Canada at the time), and associated hydro-electric facilities in

2349-424: The 56 survivors of the original CF-101 fleet back to the USAF for 66 replacements under Operation Peace Wings. These replacement aircraft were actually manufactured earlier than the original fleet, but the "new" airframes had a lower number of hours and had received updates that the original Canadian Voodoos had not (such as an IR tracking system ). Bristol Aerospace of Winnipeg, Manitoba performed modifications on

2430-464: The Avro Arrow's termination on the RCAF acquisition of an "off-the-shelf" interceptor from the United States. The USAF indicated its readiness to supply 56 F-101B interceptors and 10 F-101F trainers (by employing Convair F-102 Delta Daggers in less demanding NORAD sectors) for Canada. The deal was delayed by over a year by negotiations over offsets and acquisition costs, as well as debate within

2511-678: The CF-101s were armed only with their secondary AIM-4D Falcon missiles. In April 1963, the issue led to the collapse of the Diefenbaker government. The succeeding Pearson government signed an agreement with the United States concerning nuclear arms for Canada on 16 August 1963. The agreement did not actually state that Canada was acquiring nuclear weapons ; the Canadian government usually refused to confirm or deny that there were any nuclear arms in Canada. The agreement specifically stated that

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2592-418: The Canadian bases. On 24 July 1961, the first two Voodoos were transferred to Canada in a ceremony at RCAF Uplands in Ottawa , marking the beginning of Operation Queen's Row. 425 Squadron officially began operations at RCAF Namao , Alberta , on 15 October 1961, initially acting as the conversion training squadron for 410, 416, 409, and 414 Squadrons. No. 425 then became an operational unit itself, turning

2673-476: The F-106 ended up serving as the primary USAF interceptor into the 1980s. As the F-106 was retired, intercept missions were assigned to the contemporary F-15 and F-16 fighters, among their other roles. The F-16, however, was originally designed for air superiority while evolving into a versatile multirole fighter. The F-15, with its Mach 2.5 maximum speed enabling it to intercept the fastest enemy aircraft (namely

2754-750: The McDonnell Douglas F-4 Phantom as its primary interceptor from the mid-1970s, with the air defence variant (ADV) of the Panavia Tornado being introduced in the 1980s. The Tornado was eventually replaced with a multirole design, the Eurofighter Typhoon . The Shenyang J-8 is a high-speed, high-altitude Chinese-built single-seat interceptor. Initially designed in the early 1960s to counter US-built B-58 Hustler bombers, F-105 Thunderchief fighter-bombers and Lockheed U-2 reconnaissance planes, it still retains

2835-669: The MiG-25 Foxbat), is also not a pure interceptor as it has exceptional agility for dogfighting based upon the lessons learned from Vietnam; the F-15E Strike Eagle variant adds air interdiction while retaining the interception and air-to-air combat of other F-15s. Presently, the F-22 is the USA's latest combat aircraft that serves in part as an interceptor due to its Mach 2+ speed as well as supercruise capabilities, however it

2916-604: The Royal Canadian Airforce's Future Fighter. The Future Fighter, to be housed at CFB Cold Lake and CFB Bagotville, will require facility upgrades before the first delivery of the fighter in 2025. A $ 131 million contract was awarded to construct a 15,000 m facility to house the 2 Air Expeditionary Wing. The construction began in 2023. As of 2023 CFB Bagotville has the following squadrons and units: Bagotville also supports 414 Electronic Warfare Support Squadron . Re-formed on 20 January 2009 this squadron

2997-599: The Sabre. The squadron was formed on a temporary basis until there were enough new CF-100s available to fulfill RCAF squadron needs and was deactivated on 1 October 1954. Also in 1954 432 and 440 squadrons were transferred to RCAF Station Bagotville flying the CF-100 Canuck all-weather fighter. In 1957 440 squadron deployed to RCAF Station Zweibrücken in West Germany and on 1 May 1957 413 squadron returned to

3078-798: The Saguenay region. During 1942 Quebec 's coastal regions along the lower Saint Lawrence River and Gulf of Saint Lawrence were witnessing the Battle of the St. Lawrence as German U-boats were sinking Canadian shipping throughout the area. RCAF Station Bagotville was established, along with RCAF Station Mont-Joli to counter the U-boat menace to Canada's war effort and placate local fears. Early training aircraft operating from RCAF Station Bagotville included Curtiss Kittyhawk , Westland Lysander , North American Harvard and Hawker Hurricane . 130 Squadron, which

3159-673: The Soviet (now Russian) inventory is the MiG-31 "Foxhound". Improving on some of the flaws on the proceeding MiG-25, the MiG-31 has better low altitude and low speed performance, in addition to carrying an internal cannon. Russia, despite merging the PVO into the VVS, continues to maintain its dedicated MiG-31 interceptor fleet. In 1937, USAAC lieutenants Gordon P. Saville and Benjamin S. Kelsey devised

3240-462: The UK it led to enormously powerful radars to improve detection time. The introduction of the first useful surface to air missiles in the 1950s obviated the need for fast reaction time interceptors as the missile could launch almost instantly. Air forces increasingly turned to much larger interceptor designs, with enough fuel for longer endurance, leaving the point-defense role to the missiles. This led to

3321-663: The United States. In 1967, a CF-101 flew (in company with a CF-104 and The Red Knight T-33 ) in the Golden Centennaires display team to mark the nation's Centennial. In 1984, each squadron painted a special "show" aircraft to commemorate the type's impending retirement. Through the 1970s, the increasing obsolescence of the CF-101 and the CF-104 led to the New Fighter Aircraft program . Launched in 1977,

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3402-490: The Voodoo to the Hornet. With the stand down, the last nuclear weapons in Canada were returned to the US. Two Voodoos remained in service after the stand-down: the unique EF-101B "Electric Voodoo" electronic jamming aircraft and a single CF-101F trainer with 414 Squadron at North Bay, Ontario. The EF-101B was a conversion of a regular F-101B, incorporating the electronic jamming suite from an EB-57E Canberra . Only one aircraft

3483-736: The Voodoo; its aircraft were modified to carry the AIR-2 Genie - a nuclear-tipped air-to-air missile, with nuclear warheads being stored at Bagotville until the weapon's decommissioning in the early 1980s. On 1 February 1968 the RCAF merged with the Royal Canadian Navy and Canadian Army to form the Canadian Armed Forces ; RCAF Station Bagotville changed its name to Canadian Forces Base Bagotville . Later that year 410 squadron formed at CFB Bagotville to provide training. In September 1969 433 "Porc-Épic" squadron

3564-544: The abandonment of a number of short-range designs like the Avro Arrow and Convair F-102 in favor of much larger and longer-ranged designs like the North American F-108 and MiG-25 . In the 1950s and 1960’s during the Cold War , a strong interceptor force was crucial for the opposing superpowers as it was the best means to defend against an unexpected nuclear attack by strategic bombers . Hence, for

3645-470: The ability to 'sprint' at Mach 2+ speeds, and later versions can carry medium-range PL-12/SD-10 MRAAM missiles for interception purposes. The PLAAF/PLANAF currently still operates approximately 300 or so J-8s of various configurations. Several other countries also introduced interceptor designs, although in the 1950s–1960s several planned interceptors never came to fruition, with the expectation that missiles would replace bombers. The Argentine FMA I.Ae. 37

3726-458: The aircraft themselves. They were first to introduce all-weather avionics , assuring successful operations during night, rain, snow, or fog. Countries that were strategically dependent on surface fleet, most notably US and UK, maintained also fleet defense fighters , such as the F-14 Tomcat . During the Cold War , an entire military service, not just an arm of the pre-existing air force,

3807-582: The base flying the Canuck. That year also saw the CT-133 Silver Star arrive at the base as a training aircraft. In 1961, 413 and 432 squadrons disbanded and 416 Squadron was formed at Bagotville flying the CF-101 Voodoo . 416 squadron was moved to RCAF Station Chatham the following year in 1962. In summer of 1962 the 425 Alouette squadron transferred to RCAF Station Bagotville flying

3888-697: The bombing raids. Rocket-boosted variants of both of Germany's jet fighters; the Me 262 in its "C" subtype series, all nicknamed "home protector" ( Heimatschützer , in four differing formats) and the planned He 162 E subtype, using one of the same BMW 003R turbojet/rocket "mixed-power" engine as the Me 262C-2b Heimatschützer II , but were never produced in quantity. In the initial stage of Cold War , bombers were expected to attack flying higher and faster, even at transonic speeds. Initial transonic and supersonic fighters had modest internal fuel tanks in their slim fuselages, but

3969-448: The conversion role over to No. 3 All Weather OTU at RCAF Bagotville , Quebec . By the end of 1962, the squadrons were operating out of RCAF Comox , British Columbia , ( 409 Squadron ), RCAF North Bay , Ontario, ( 414 Squadron ), RCAF Uplands, Ottawa, Ontario, ( 410 Squadron ), RCAF Bagotville, Quebec, (425 Squadron), and RCAF Chatham , New Brunswick , ( 416 Squadron ). Defence cuts in 1964 eliminated Nos. 410 and 414 Squadrons (although

4050-483: The deepwater port of Port-Alfred, as well as access to the adjacent railway network. Construction began that summer and continued through the winter and following spring on RCAF Station St-Honoré near Chicoutimi and RCAF Station Bagotville in La Baie. The base at St-Honoré opened in June 1942, followed by Bagotville on 17 July 1942; St-Honoré being operated as a sub-base to Bagotville. RCAF Station Bagotville hosted

4131-631: The defending fighters. The Me 163 required an airbase, however, which were soon under constant attack. Following the Emergency Fighter Program , the Germans developed even odder designs, such as the Bachem Ba 349 Natter , which launched vertically and thus eliminated the need for an airbase. In general all these initial German designs proved difficult to operate, often becoming death traps for their pilots, and had little effect on

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4212-458: The design emphasis is on range and missile carrying capacity, which together translate into combat endurance, look-down/shoot-down radars good enough to detect and track fast moving interdictors against ground clutter , and the capability to provide guidance to air-to-air missiles (AAM) against these targets. High speed and acceleration was put into long-range and medium-range AAMs, and agility into short range dog fighting AAMs, rather than into

4293-464: The detection zone of early radar systems, time enough for interceptor fighters to start up, climb to altitude and engage the bombers. Ground controlled interception required constant contact between the interceptor and the ground until the bombers became visible to the pilots and nationwide networks like the Dowding system were built in the late 1930s to coordinate these efforts. During World War II

4374-540: The early Cold War era the combination of jet -powered bombers and nuclear weapons created air force demand for highly capable interceptors; it is in regards to this period that the term is perhaps most recognized and used. Cold War-era interceptors became increasingly distinct from their air superiority counterparts, with the former often sacrificing range, endurance, and maneuverability for speed, rate of climb , and armament dedicated to attacking large strategic bombers . Examples of classic interceptors of this era include

4455-405: The effectiveness of interceptor aircraft meant that bombers often needed to be escorted by long range fighter aircraft. Many aircraft were able to be fitted with Aircraft interception radar , further facilitating the interception of enemy aircraft. The introduction of jet power increased flight speeds from around 300 miles per hour (500 km/h) to around 600 miles per hour (1,000 km/h) in

4536-493: The event of a war between the Soviet Union and NATO. With the advent of low flying cruise-missiles and high-altitude AA-missiles the flight profile was changed, but regained the interceptor profile with the final version J 35J. CFB Bagotville Canadian Forces Base Bagotville ( IATA : YBG , ICAO : CYBG ), commonly referred to as CFB Bagotville , and also known as Bagotville Airport or Saguenay-Bagotville Airport,

4617-407: The external fuel lines were detached. However, keeping QRA aircraft at this state of readiness was physically and mentally draining to the pilots and was expensive in terms of fuel. As an alternative, longer-range designs with extended loiter times were considered. These area defense interceptors or area defense fighters were in general larger designs intended to stay on lengthy patrol and protect

4698-415: The incoming fleet such as transferring some specifically Canadian equipment, including engines, from the old aircraft to the new. Most of the old Canadian Voodoos were scrapped in the US, but 22 were converted to RF-101B photo- reconnaissance versions and flew with the Nevada Air National Guard until 1975. During its service, the CF-101 was a popular performer at airshows and other events in Canada and

4779-479: The interceptor role until it received upgrades in the 1990s for ground attack. Both the fighter and the Phoenix missile were retired in 2006. The British Royal Air Force operated a supersonic day fighter, the English Electric Lightning , alongside the Gloster Javelin in the subsonic night/all-weather role . Efforts to replace the Javelin with a supersonic design under Operational Requirement F.155 came to naught. The UK operated its own, highly adapted version of

4860-475: The interceptor role. Day interceptors have been used in a defensive role since World War I , and are perhaps best known from major actions like the Battle of Britain , when the Supermarine Spitfire and Hawker Hurricane were part of a successful defensive strategy. However, dramatic improvements in both ground-based and airborne radar gave greater flexibility to existing fighters and few later designs were conceived as dedicated day interceptors. Exceptions include

4941-479: The only widely used examples designed after the 1960s being the Panavia Tornado ADV , Mikoyan MiG-25 , Mikoyan MiG-31 , and the Shenyang J-8 . The first interceptor squadrons were formed during World War I to defend London against attacks by Zeppelins and later against fixed-wing long-range bombers . Early units generally used aircraft withdrawn from front-line service, notably the Sopwith Pup . They were told about their target's location before take-off from

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5022-475: The order. In one instance, 416 Squadron got two alert aircraft in the air only 57 seconds after receiving the alert. Voodoos were regularly dispatched to intercept unidentified NORAD radar contacts, usually off course airliners , although 416 and 425 occasionally intercepted Soviet Tu-95 Bear bombers flying along the Atlantic coast to Cuba . Fortunately, no situation arose in which a CF-101 pilot fired his weapons in anger. Between 1970 and 1972, Canada traded

5103-436: The overall mission time, there were few ways to reduce this. During the Cold War in times of heightened tensions, quick reaction alert (QRA) aircraft were kept piloted, fully fueled and armed, with the engines running at idle on the runway ready to take off. The aircraft being kept topped up with fuel via hoses from underground fuel tanks. If a possible intruder was identified, the aircraft would be ready to take off as soon as

5184-746: The parade square at the Recruit School. After CFB Cornwallis closed in 1995, 006 was moved to the Cornwallis Military Museum; in October 2013, due to corrosion and security concerns, 006 was donated to the Jet Aircraft Museum in London, Ontario, where it is presently undergoing refurbishment. Over 30 Canadian and ex-Canadian CF-101s are preserved in museums and as memorials in Canada and the United States. Data from The Great Book of Fighters General characteristics Performance Armament Avionics Related development Aircraft of comparable role, configuration, and era Related lists Interceptor aircraft For daytime operations, conventional light fighters have normally filled

5265-609: The program sought a replacement for the CF-5 , CF-104 Starfighter , and CF-101 Voodoo. The Grumman F-14 Tomcat , F-15 Eagle , F-16 Falcon , McDonnell Douglas F/A-18 Hornet , Panavia Tornado , Dassault Mirage F1 , and the Mirage 2000 were evaluated as potential replacements. Cost considerations reduced the choice to the F-16 and F-18; the F-18 was ultimately selected in April 1980. The Voodoo OTU converted to CF-18 Hornets in June 1982; 409 and 425 Squadrons also stood down in June 1984. In 1985, 416 Squadron moved from CFB Chatham, New Brunswick to CFB Cold Lake, Alberta and converted from

5346-515: The radar". By flying terrain masking low-altitude nap-of-the-earth flight profiles the effective range, and therefore reaction time, of ground-based radar was limited to at best the radar horizon . In the case of ground radar systems this can be countered by placing radar systems on mountain tops to extend the radar horizon, or through placing high performance radars in interceptors or in AWACS aircraft used to direct point defense interceptors. As capabilities continued to improve – especially through

5427-404: The role merged with that of the heavy air superiority fighter . The interceptor mission is, by its nature, a difficult one. Consider the desire to protect a single target from attack by long-range bombers. The bombers have the advantage of being able to select the parameters of the mission – attack vector, speed and altitude. This results in an enormous area from which the attack can originate. In

5508-436: The single-engine Bell P-39 Airacobra and the twin-engine Lockheed P-38 Lightning . Both aircraft were successful during World War II in standard fighter roles, not specifically assigned to point defense against bombers. From 1946 to 1980 the United States maintained a dedicated Aerospace Defense Command , consisting primarily of dedicated interceptors. Many post-war designs were of limited performance, including designs like

5589-415: The summer training centre to qualify in a variety of courses ranging from the one-week General Training Course, to the six-week Survival Instructor Course. The base is also home to the Musée de la Défense aérienne . A number of Canadian and foreign military aircraft are on static display outside of the main museum building. Since 1953 the base has hosted an air show on a biannual schedule. The event

5670-486: The time it takes for the bombers to cross the distance from first detection to being on their targets, the interceptor must be able to start, take off, climb to altitude, maneuver for attack and then attack the bomber. A dedicated interceptor aircraft sacrifices the capabilities of the air superiority fighter and multirole fighter (i.e., countering enemy fighter aircraft in air combat manoeuvring ), by tuning its performance for either fast climbs or high speeds. The result

5751-420: The widespread introduction of the jet engine and the adoption of high speed, low level flight profiles, the time available between detection and interception dropped. Most advanced point defence interceptors combined with long-range radars were struggling to keep the reaction time down enough to be effective. Fixed times, like the time needed for the pilot to climb into the cockpit, became an increasing portion of

5832-466: Was nuclear AIR-2A Genie unguided air-to-air rockets, and there was significant political controversy in Canada about their adoption. Although they never fired a weapon in wartime, the CF-101 served as Canada's primary means of air defence from Quick Reaction Alert facilities at Canadian airbases . The CF-101s were retired in the 1980s and replaced with McDonnell Douglas CF-18 Hornet fighters. Many examples are preserved in museums and parks in Canada and

5913-412: Was a prototype jet fighter developed during the 1950s. It never flew and was cancelled in 1960. The Canadian subsonic Avro Canada CF-100 Canuck served in numbers through 1950s. Its supersonic replacement, the CF-105 Arrow ("Avro Arrow"), was controversially cancelled in 1959. The Swedish Saab 35 Draken was specifically designed for intercepting aircraft passing Swedish airspace at high altitudes in

5994-403: Was converted before the program was cancelled and this sole example was leased to Canada. The EF-101B was returned to the United States on 7 April 1987, while CF-101F 101006 made the world's last Voodoo flight on 9 April 1987, as it made a delivery flight from CFB North Bay to CFB Greenwood via CFB Bagotville and CFB Chatham for eventual display at CFB Cornwallis , Nova Scotia , where it decorated

6075-480: Was deployed at the base to provide regional air defence to key industrial facilities, used the motto "Défendez le Saguenay", which was later adopted by the entire base. On 1 August 1942 the 12 Radar Detachment was deployed to provide air traffic control. On 24 October 1943 129 Squadron took over from 130 Squadron as the regional air defence unit; two months later in December 129 Squadron was redeployed from Saguenay and

6156-544: Was designated for deployment of interceptors. The aircraft of the Soviet Air Defence Forces (PVO-S) differed from those of the Soviet Air Forces (VVS) in that they were by no means small or crudely simple, but huge and refined with large, sophisticated radars; they could not take off from grass, only concrete runways; they could not be disassembled and shipped back to a maintenance center in

6237-601: Was designed primarily as a stealth air superiority fighter. In the 1950s, the United States Navy led an unsuccessful F6D Missileer project. Later it launched the development of a large F-111B fleet air defense fighter, but this project was cancelled too. Finally, the role was assigned to the F-14 Tomcat , carrying AIM-54 Phoenix missiles. Like the USAF's F-15, the USN's F-14 was also designed primarily as an air superiority (fighter-to-fighter combat) and F-14s served

6318-538: Was disbanded and the closure of RCAF Station Bagotville and its secondary facilities at RCAF Station St-Honoré was announced; they were closed and mothballed on 5 January 1945. In approximately 1942 the aerodrome was listed as RCAF Aerodrome - Saguenay, Province of Quebec at 48°20′N 71°00′W  /  48.333°N 71.000°W  / 48.333; -71.000 with a variation of 23 degrees E and elevation of 510 ft (160 m). Three runways were listed as follows: The escalating tensions brought about by

6399-522: Was for interceptors as the Commonwealth and American air forces pounded German targets night and day. As the bombing effort grew, notably in early 1944, the Luftwaffe introduced a rocket-powered design, the Messerschmitt Me 163 Komet , in the very-short-range interceptor role. The engine allowed about 7 minutes of powered flight, but offered such tremendous performance that they could fly right by

6480-502: Was reformed from elements of the existing Base Flight Bagotville , flying the CT-133 Silver Star and CH-118 Huey . The CT-133 fleet was retired in 2001 and in 1996 439 squadron's four CH-118s were replaced by three CH-146 Griffons . In July 1996, the base helped locals during the Saguenay flood . On 1 March 1999, 12 Radar Squadron was formed at CFB Bagotville to provide tactical control of fighter/interceptor aircraft; it replaced

6561-813: Was transferred to Bagotville flying the CF-116 Freedom Fighter . In 1982 410 squadron moved to CFB Cold Lake and was replaced by 434 "Bluenose" squadron . On 1 July 1984 425 squadron changed from the CF-101 Voodoo to the CF-188 Hornet . On 9 July 1985 434 squadron moved to CFB Chatham . In 1986 433 squadron ceased operations to restructure and reactivated in January 1988 equipped with the CF-188 Hornet. On 1 April 1993 CFB Bagotville became home to 3 Wing, which administers all Air Command units on base. The same day 439 "Tiger" squadron

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