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48-616: The museum officially opened on 12 September 2009. The museum states its mission as: The Jet Aircraft Museum (JAM) will acquire, preserve, maintain, display and fly jet aircraft of the Canadian Forces from the DeHavilland Vampire to present day and future aircraft. The museum has indicated its intention "JAM will strive to maintain four or more of each type as flying aircraft with a flight of four reflecting authentic Canadian Forces paint schemes." The museum has listed

96-424: 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. 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. In response to

144-542: A pair of Rolls-Royce Avon RA 3 turbojet engines. Both pre-production and production series aircraft were powered by the domestically-developed Avro 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 Leader Janusz Żurakowski , the Avro company chief development test pilot, took

192-411: A two-seat fighter, to be crewed by a pilot and navigator, it would adopt two powerful engines along with a relatively advanced radar set and fire control system housed in its nose that would enable the aircraft to be operated in all-weather or night conditions. These requirements were formalized by a RCAF specification that was issued during 1946. According to RCAF Air Marshal Wilfred Curtis , there

240-457: Is attributable to several major procurement programmes that were conducted. During this period, the RCAF had a strong interest in acquiring its own fleet of jet-powered combat aircraft. Specifically, the service had identified a need for a new jet-powered interceptor /fighter aircraft that would be able to patrol the vast areas of Canada's north and operate in all weather conditions. Envisaged as

288-625: The Avro Canada CF-103 , an advanced derivative of the CF-100 that adopted a swept wing and was capable of transonic speeds, was in development, but was terminated. Further development of these concepts ultimately led to the Avro Canada CF-105 Arrow . During 1981, all of the remaining RCAF CF-100s were withdrawn from service, having been succeeded in the electronic warfare role by the CC-117 Falcon . Amid

336-502: The CF-100 Canuck , Canadair Sabre , F2H-3 Banshee , CF-101 Voodoo , CF-104 Starfighter , CF-5 Freedom Fighter and CT-114 Tutor as being targets for intended acquisition. The aircraft owned by the museum are: CF-100 Canuck The Avro Canada CF-100 Canuck (affectionately known as the "Clunk") is a Canadian twinjet interceptor / fighter designed and produced by aircraft manufacturer Avro Canada . It has

384-582: The Cold War , the CF-100 was typically deployed at both NATO bases in Europe and in North America as part of North American Aerospace Defense Command (NORAD). In addition to the type's use by frontline squadrons , it was also supplied to operational training units and frequently used for other secondary duties, including aerial reconnaissance and electronic warfare roles. During the early 1950s,

432-564: The Cold Weather Testing Station in Winnipeg . They were supplied with an original Whittle W.1 , and later, a captured Junkers Jumo 004 . Their research demonstrated that water ingestion reduced power by about 20%, not entirely unexpected, but at the same time doubled fuel use, which was a surprise. Further work on the problem led to a number of design elements that would be used on future Canadian jet designs. While

480-731: The North Atlantic Treaty Organization (NATO), four CF-100 squadrons were based in Europe with 1 Air Division ; for some time, the CF-100 was the only NATO fighter that was capable of operating in zero visibility and poor weather conditions. Around the start of the Korean War in the early 1950s, the United States Air Force (USAF) found itself in urgent need of a jet-propelled, all-weather, interdiction / surveillance aircraft . This urgency

528-698: The TR.4 , likely due to their exposure to the Jumo 004. Over the next year the team was built out as more engineers joined the effort, including Winnett Boyd , Joe Purvis, Burt Avery and Harry Keast from Power Jets. Detailed design was completed in early 1947, and the engine first ran on 17 March 1948. At the time the Chinook was being designed, Avro had little production capacity and no engine fabrication experience. They farmed out parts manufacture to 1,200 different companies, providing everything from gears and ball bearings, to

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576-607: The 53 aircraft that were delivered to the Belgian Air Force. Although originally designed for only 2,000 flight hours, it was found that the Canuck's airframe could serve for over 20,000 hours before needing to be withdrawn. 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 faster CF-101 Voodoo ,

624-620: The CF-100 Mk ;4 prototype up to Mach 1.10 in a dive from 14,000 m (45,000 ft), making the type the first straight-winged jet aircraft to achieve controlled supersonic flight. The CF-100 principally served with the Royal Canadian Air Force and Canadian Armed Forces ; it was also procured in small numbers by Belgium to equip the Belgian Air Component . Introduced during 1952 amid

672-661: The CF-100 for the Belgian Air Force . Additional efforts were made to sell the Canuck to several other nations, including the United States , but no other export customers for the type would be secured. Dow reasoned that the Canuck's poor overseas sales performance caused officials to have little confidence for exporting other aircraft, including the CF-105 Arrow. During the type's production life, 692 CF-100s of different variants were manufactured, including

720-423: The CF-100's development. At one stage Frost, along with Avro's Chief Aerodynamacist Jim Chamberlin , extensively reworked the original design of the fuselage. On 17 May 1949, in response to the programme's progress, an additional agreement was reached to produce ten pre-production fighters along with 30 Avro Orendas , an indigenously-developed turbojet engine. The CF-100 Mark 1 prototype, 18101 , emerged from

768-517: The CF-100. 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 pilot Jacqueline Cochran , the Orenda engine responded noticeably smoother than any of the British or American-built jet engines that she had previously flown. Initial teething issues with

816-644: The CWTS was being set up, the government also worked on the second part of the Banks Report, and on 1 July 1944 formally incorporated Turbo Research in Leaside, Toronto. Dilworth returned from CWTS to lead a series of design studies based on the Whittle-style centrifugal compressor design, known as TR.1, TR.2 and TR.3. However, these designs were abandoned in favor of a new axial compressor -based design,

864-401: The Canuck continued to serve with 414 Squadron of the Canadian Forces, based at CFB North Bay , Ontario ; during its later years, the type was tasked with aerial reconnaissance , training and electronic warfare missions. It was finally withdrawn from service during 1981. After the CF-100 was retired, a number of aircraft still remain across Canada (and elsewhere) as static displays. During

912-406: The Canuck was affectionately known as the "Clunk", the name has been attributed to the noise produced by the forward landing gear during retraction into its well after takeoff. Another common, less attractive, nickname was the "Lead Sled", a reference to its heavy controls and general lack of maneuverability, a nickname that was shared with a number of other 1950s aircraft. Others included CF-Zero,

960-533: The NIMBLE BAT ferry program, replacing multiple NATO RCAF squadrons equipped with Canadair 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 disruptive camouflage scheme: dark sea gray and green on top, light sea gray on

1008-682: The Zilch, and the Beast, all references to an aircraft many pilots considered less glamorous than RCAF day fighters like the Canadair Sabre . Operationally, many CF-100s functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers . Additionally, between 1956 and 1962, as part of

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1056-610: The basis of a theoretical twin-engine fighter aircraft , seemingly similar to the Messerschmitt Me 262 , the TR.4 design was in many ways an analog of the Jumo 004. The primary difference in design was the use of six separate flame cans instead of the singular annular combustor of the Jumo. Compared to the Jumo, the Chinook was smaller and lighter; it was about the same diameter, but 20 inches shorter and over 300 lb (140 kg) lighter. In spite of this it produced almost double

1104-592: The bottom. During his Avro Canada years, the Chief Development Pilot, S/L Żurakowski , continued to fly as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough Airshow where he displayed the CF-100 in a "falling-leaf." He was acclaimed again as the "Great Żura" by many aviation and industry observers who could not believe a large, all-weather fighter could be put through its paces so spectacularly. His performance has been credited with Belgium 's decision to purchase

1152-467: The climatic hangar. A seven-man RCAF team, headed by Flight Lieutenant B. D. Darling, which had previously conducted tests at Namao Air Base , Alberta , were part of the climatic detachment of Central Experimental and Proving Establishment ; testing commenced during the following month. In March 1956, a batch of four CF-100 Canucks were dispatched to Eglin AFB to conduct comparative armament trials, where

1200-492: The company to commence the associated design work. Out of this effort would emerge the XC-100 , a prototype all-weather fighter, which was 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 designer John Frost , who was appointed chief design engineer for military projects and thus responsible for

1248-465: The compressor and turbine blades. Many of the techniques for fabrication had never been needed in Canada before, and led to a small industrial revolution as they were developed for the project. Among the many advances brought to Canadian industry as part of the Chinook program, Light Alloys Ltd. invested in their first aluminum casting, while Shawinigan Chemicals did the same for stainless steels. Although

1296-559: The country could enter with relative ease and thereby reduce their dependence on foreign suppliers for aircraft engines . In early 1943 a new mission, including Dr. Ken Tupper and Paul Dilworth from the NRC and C.A. Banks of the DMS, left for England specifically to study the jet engine and report on ways that Canada could contribute to the jet effort. The resulting report, known today as the Banks Report, suggested two lines of research. One led from

1344-533: The distinction of being the only Canadian-designed fighter to enter mass production . Work commenced in October 1946 in response to a Royal Canadian Air Force (RCAF) specification calling for a new jet-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 its maiden flight , powered by

1392-515: The factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. On 19 January 1950, the CF-100 prototype flew its maiden flight with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton (on loan from Gloster, then also part of the Hawker Siddeley group) at the controls. The Mark 1 was powered by a pair of Rolls-Royce Avon RA 3 turbojet engines, each capable of generating

1440-495: The final years of the Second World War , officials in Canada had concluded both that the development of a self-sufficient indigenous military aviation industry would be of considerable national value and that the new field of jet propulsion held considerable promise. As early as July 1944, Canada had commenced work on its own turbojet engine programme, producing the experimental Avro Canada Chinook powerplant. During

1488-544: 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. The Mk 4B version was furnished with more powerful Orenda 11s. Five versions, or marks , were produced. The high-altitude Mk 5 was the final variant, production of which commenced during 1955. This model featured a 1.06 m (3 ft 6 in)-longer wingtip and enlarged tailplane, along with removal of

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1536-520: The late 1940s and early 1950s, events such as the Korean War and Soviet atomic bomb project had contributed to the rising international tensions of what would become known as the Cold War ; the Canadian Government decided to respond by greatly increasing defense expenditure. The Royal Canadian Air Force (RCAF) was a major recipient of the expanded budget, reaching 46.6% of overall defense expenditure during FY 1951–1952, some of which

1584-687: The late 1950s, an advanced supersonic interceptor, CF-105 Arrow along with the sophisticated Orenda Iroquois engine, was under development by Avro Canada as an intended successor to the CF-100. However, during 1959, work on the CF-105 was terminated following a controversial decision by the Canadian government. Data from General characteristics Performance Armament Avionics Related development Aircraft of comparable role, configuration, and era Related lists Avro Canada Chinook The Avro Canada TR.4 Chinook

1632-401: The locally developed Orenda powerplant instead, the first of which flying during June 1951. As a result of delays encountered in the development of the Orenda, its selection unavoidably impacted the CF-100 programme's timetable as well. Dissatisfied with the pace of development, Cabinet Minister C. D. Howe informed Avro to suspend work on all other projects and focus its efforts on completing

1680-443: The loss and issues encountered, Avro Canada dismissed several members of the design team and established a special working group to rectify a major structural design error identified. To address the latter, a straightforward modification was developed that could be easily retrofitted into the pre-production aircraft. While both prototypes had been powered by Avon engines, the subsequent pre-production and production series aircraft used

1728-508: The machine guns. The proposed Mk 6 was to have mounted Sparrow II missiles and been powered by afterburning Orenda 11IR engines; this was intended to be adopted as an "interim" fighter prior to the introduction of the more advanced Avro Canada CF-105 Arrow , which was then under development. An advanced derivative of the CF-100 was the CF-103 , which was equipped with a swept wing and projected to be capable of transonic speeds; this

1776-438: The ninth disk, which was steel as it would be exposed to the heat of the combustion stage. Behind the compressor were the six straight-through flame cans, exiting onto a single-stage steel turbine. The final exhaust gas temperature was 650 degrees Celsius. Air cooling for the turbine was provided by a series of six tubes running from the middle of the compressor to the turbine, lying between the flame cans, which exited in front of

1824-496: The pre-production aircraft were soon resolved. The first production version, designated Mk 3 , made its first flight during October 1952. The Mk 3 incorporated the APG-33 radar and was armed with eight .50 caliber Browning M3 machine guns. The Mk 3CT and Mk 3DT were again dual control versions supplied to operational training units. During mid-January 1955, a CF-100 arrived at Eglin AFB , Florida , for cold-weather tests in

1872-420: The realization that no one in the nascent industry really understood the effects of real-world weather on the operations of jet engines, especially in icing conditions. The report suggested forming a research centre specifically to study this problem. The report went on to suggest the formation of a private jet engine company. Almost immediately after they returned to Canada, Dilworth started work on what became

1920-472: The team had already turned to the design of the Chinook's successor, the Orenda, work on the engines continued in order to gain experience in construction and operation. Frank Whittle personally viewed the engine in 1948. Only six sets of engine parts were made, from these three complete engines and one compressor section were completed. By October 1949 the engines had run over 1,000 hours and had improved to over 3,000 lbf (1,360 kg) thrust. Designing on

1968-467: The thrust, largely due to the improved materials, especially in the turbine, which allowed for higher operating temperatures and raised the overall pressure ratio from the Jumo's 3.1 to the Chinook's 4.5. The Chinook's compressor consisted of nine axial stages. The first two were made of stainless steel to help with debris but the remaining seven stages were made of aluminum alloy. These were attached to hubs that were also primarily made of aluminum, except

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2016-506: The type was flown by several United States Air Force (USAF) crews. The operational suitability tests, dubbed Project Banana Belt , were carried out by the 3241st Test Group (Interceptor) of the APGC's Air Force Operational Test Center , in conjunction with a project team belonging to the RCAF. During September 1950, the RCAF placed an initial production order for 124 Mk 3 aircraft, the first of which entering service in 1953. This model

2064-399: The various advanced research projects and to see if Canada could play a role in them. One of the team's many topics in the resulting report was an introduction to the work on jet engines being carried out by Frank Whittle at Power Jets . The Department of Munitions and Supply (DMS) thought this was a wonderful opportunity to get in at the "ground floor" of a newly developing field, one that

2112-684: Was Canada's first turbojet engine, designed by Turbo Research and manufactured by A.V. Roe Canada Ltd. Named for the warm Chinook wind that blows in the Rocky Mountains , only three Chinooks were built and none were used operationally. After being scaled up from 2,600 lbf (12 kN) to 6,500 lbf (29 kN), it would become the Orenda . In late 1942 the National Research Council of Canada (NRC) sent Dr. J.J. Greene and Malcolm Kuhring to England to report on

2160-404: 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 larger APG-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

2208-467: Was built in mock-up form during 1951, but was considered obsolete even before the CF-100's demonstrated ability to exceed the speed of sound in a dive. On 18 December 1952, Squadron Leader Janusz Żurakowski , the Avro company chief development test pilot, took the CF-100 Mk 4 prototype to Mach 1.0 in a dive from 9,100 m (30,000 ft), becoming the first straight-winged jet aircraft to achieve controlled supersonic flight. Amongst RCAF pilots,

2256-422: Was no existing aircraft that could satisfy the specification, nor was there any suitable aircraft already in development elsewhere, thus it was deemed necessary for Canada to develop such a fighter itself. 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 manufacturer Avro Canada enabled

2304-656: Was so great that the USAF was willing to consider two foreign designs: the CF-100 and the English Electric Canberra . Following an evaluation, the CF-100 was rejected due to its insufficient range and payload capabilities; the rival English Electric design was selected and developed into the Martin B-57 Canberra . At its peak, the CF-100 served with nine RCAF squadrons in the mid-1950s. Four of these squadrons were deployed to Europe under

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