Canadian Warplanes 6: Avro CF-105 Arrow
Avro CF-105 Arrow
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
Avro CF-105 Arrow Mk. I (5), (Serial Nos. 25201-25205).
The Avro Canada CF-105 Arrow was a delta-winged interceptor aircraft designed and built by Avro Canada. The CF-105 held the promise of Mach 2 speeds at altitudes exceeding 50,000 feet (15,000 m) and was intended to serve as the RCAF's primary interceptor into the 1960s and beyond. The Arrow was the culmination of a series of design studies begun in 1953 that examined improved versions of the Avro Canada CF-100 Canuck. After considerable study, the RCAF selected a dramatically more powerful design, and serious development began in March 1955. The aircraft was intended to be built directly from the production line, skipping the traditional hand-built prototype phase. The first Arrow Mk. I, RL-201, was rolled out for public viewing on 4 October 1957, the same day as the launch of the Soviet Union's Sputnik I satellite.
(Avro Photo)
Arrow Mk. I, RL-201, was rolled out for public viewing on 4 October 1957
Flight testing began with RL-201 on 25 March 1958, and the design quickly demonstrated excellent handling and overall performance, reaching Mach 1.9 in level flight. Powered by the Pratt & Whitney J75, another three Mk. Is were completed, RL-202 through -204. The lighter and more powerful Orenda Iroquois engine was soon ready for testing, and the first Mk. II with the Iroquois, RL-206, was ready for taxi testing in preparation for flight and acceptance tests by RCAF pilots by early 1959.
On 20 February 1959, the development of the Arrow (and its Iroquois engines) was abruptly halted before a planned project review had taken place. Canada tried to sell the Arrow to the US and Britain, but no agreements were concluded. Two months later, the assembly line, tooling, plans and existing airframes and engines were ordered to be destroyed. The cancellation was the topic of considerable political controversy at the time, and the subsequent destruction of the aircraft in production remains a contentious topic. (Wikipedia)
(Library and Archives Canada Photo, MIKAN No. 5233060)
Avro CF-105 Arrow (Serial No. 25201) being unveiled, 4 October 1957.
One of the most famous aircraft in Canadian history, the CF-105 Arrow never made it into operational use with the Royal Canadian Air Force although it was flown by RCAF test pilots. The CF-105 Arrow was a supersonic all-weather two-seat interceptor designed and produced by Avro Aircraft Limited in Malton, Ontario. Avro had avoided the normal prototype stage and launched directly into manufacture of production aircraft. Five pre-production standard aircraft were outfitted with J-57 engines and flight test systems. The sixth aircraft was equipped with the full production Orenda Iroquois engines but this aircraft never flew before the program was cancelled. A total of 31 more aircraft were also in production when the entire effort was terminated by the federal government on 20 Feb 1959.
(Canadair Photo)
The only US Boeing B-47 Stratojet to be used by a foreign military was the RCAF (1956-1959). Designated the Canadair CL-52 B-47B 51-2059flew with registration X059 in Canada to test the Orenda Iroquois engine for the Avro Arrow. One of the Arrows is in the background. The airframe was heavily modified by Canadair so it was given a Canadair designation.
(Library and Archives Canada Photo, MIKAN No. 5233064)
Avro CF-105 Arrow (Serial No. 25201) being unveiled, 4 October 1957.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201) gear coming up after taking off at Malton airport. Roe Limited (RL) 201.
(Avro Photo via Daryl Pajot)
Avro CF-105 Arrow Mk. I (Serial No. 25201), coded RL. This Arrow is painted with high visibility day-glow red on the tail, outer wings and nose surfaces, although the colour appears as a bright white, possibly due to the sun's reflection.
(Avro Photo via Richard David Van Roi)
Avro CF-105 Arrow Mk. I (Serial No. 25201), coded RL.
(Avro Photo)
Avro CF-105 Arrow Mk. I (Serial No. 25201), belly shot.
(Avro Photo)
Avro CF-105 Arrow Mk. I (Serial No. 25201), rear shot.
(Avro Photo via Richard Girouard)
Avro CF-105 Arrow Mk. I (Serial No. 25201), on the runway at Malton, Ontario.
(Avro Photo)
Avro CF-105 Arrow Mk. I (Serial No. 25201).
(Library & Archives Canada Photo, MIKAN No. 359416)
Avro CF-105 Arrow (Serial No. 25201), on rollout, Downsview, Ontario. 4 Oct 1957.
(CF Photo Unit)
Avro CF-105 Arrow (Serial No. 25201), on rollout, 4 October 1957.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201) with Avro CF-100 Canuck.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25201) at Malton.
(Avro Photo via Art Lacroix)
Avro CF-105 Arrow (Serial No. 25201) under tow.
(Avro Photo)
Avro CF-105 Arrow Mk. I (Serial No. 25201), and (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow Mk. I (Serial No. 25201).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202) being prepared for its maiden flight with Jan Zurakowski at the controls on 25 Aug 1958.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202) taking off, with Avro CF-100 Canuck overhead.
(Avro Photo via Darryl Pajot)
Avro CF-105 Arrow (Serial No. 25202),during its initial test flight with Jan Zurakowski at the controls, 25 August 1958.
(Library and Archives Canada Photo, MIKAN No. 3567428).
Avro CF-105 Arrow (Serial No. 25202), RL202, 1958.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25202) colour, landing gear collapse.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25203)
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25203), taking off.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25203).
(Don Rogers Photo)
Avro CF-105 Arrow (Serial No. 25204).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25204).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25205).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25205).
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25205), take-off.
(Avro Photo)
Avro CF-105 Arrow (Serial No. 25205).
(DND Photo)
On 20 Feb 1959, the Government of Prime Minister John Diefenbaker in Ottawa ordered the termination of the Avro Arrow project. Avro Arrows (Serial Nos. RL201 and RL202) had been released to the RCAF, but kept at Avro Canada for further testing.
(Author Photo)
(AHunt Photo)
Avro CF-105 Arrow (Serial No. 25206), Canada Air & Space Museum, Ottawa, Ontario.
Replicas:
(EyeNo Photo)
Avro CF-105 Arrow (Serial No. 252003), full size replica with the Toronto Aerospace Museum, Toronto, Ontario.
(Avro Photo)
Avro Arrow Colour profiles.
Avro CF-105 Arrow Mk. I (5), (Serial Nos. 25201-25205), data bank:
The Arrow was a supersonic all-weather two-seat delta interceptor designed and built for the RCAF by Avro Aircraft Limited, Malton, Ontario. The Arrow was a result of a design study that began in 1953. The Arrow was considered to be both an advanced technical and aerodynamic achievement for the Canadian aviation industry; the CF-105 held the promise of Mach 2 speeds at altitudes exceeding 50,000 feet and was intended to serve as the RCAF’s primary interceptor in the 1960s and beyond.
The Arrow Mk. I was powered by two Pratt & Whitney J75 jet engines, the Arrow Mk. II was to be powered by two Iroquois jet engines designed and built by Orenda Engines Ltd., of Malton, Ontario. A speed of Mach 1.96 was recorded during test flights but a Mach 2+ potential was possible (1,307 mph, 2,104 km/h) at 50,000 ft (15,000 m. The first prototype took to the air on 25 March 1958. Five Arrow Mk. Is were built and test flown. Another 32 Arrows were in production when the program was cancelled on 20 February 1959. The controversy over this decision continues.
The RL-201 first flew on 25 March 1958 with Chief Development Test Pilot S/L Janusz Zurakowski at the controls. Four more J75-powered Mk 1s were delivered in the next 18 months. The test flights went surprisingly well; the aircraft demonstrated excellent handling throughout the flight envelope. Much of this was due to the natural qualities of the delta-wing, but an equal amount can be attributed to the Arrow ‘s stability augmentation system. The aircraft went supersonic on only its third flight and, on the seventh flight it broke 1,000 mph (1,600 km/h) at 50,000 feet (15,000 m) while climbing and still accelerating. A top speed of Mach 1.98 was eventually reached at three-quarters throttle, even with these lower-powered engines.
No major problems were encountered during the testing phase, though some minor issues found with the landing gear and flight control system. The former problem was partly due to the tandem main landing gear (two wheels and tires: one in front of and one behind the gear leg) being very narrow, in order to fit into the wings. The leg shortened in length and rotated as it was stowed. During one landing incident, the chain mechanism (used to shorten the gear) in the Mark 1 gear jammed, resulting in incomplete rotation. In a second incident with Arrow 202 on 11 November 1958, the flight control system commanded elevons full down at landing. The resulting reduction in weight on the gears reduced the effective tire friction, ultimately resulting in brake lockup and subsequent gear collapse. A photograph taken of the incident proved inadvertent flight control activation had caused the accident.
The stability augmentation system also required much fine-tuning. Although the CF-105 was not the first aircraft to use such a system (the Arrow used this system for all three axes, other aircraft did not) it was one of the first of its kind, and was consequently problematic. By February 1959, the five aircraft had completed the majority of the company test program and were progressing to the RCAF acceptance trials.
The Mk 2 version was to be fitted with the Iroquois engine. The Astra/Sparrow fire control system had been terminated by the government in September 1958 with all aircraft to employ the Hughes/Falcon combination. At the time of cancellation of the entire program, the first Arrow Mk 2, RL-206, was nearly complete. It was expected to break the world speed record but never had the chance.
Top speed would have been limited by atmospheric frictional heating, but according to project engineer James Floyd, “the aluminum alloy structure which we favoured was good for speeds greater than a Mach number of 2.”
Avro Canada had a wide range of Arrow derivatives under development at the time of project cancellation. Frequent mention is made of an Arrow that could have been capable of Mach 3, similar to the Mikoyan-Gurevich MiG-25 Foxbat. This was not the production version, but one of the design studies, and would have been a greatly modified version of the Arrow Mk 2, featuring revised engine inlets and extensive use of stainless steel or titanium to withstand airframe heating.
The cockpit and a few parts one Arrow have been preserved in the CA&SM, Ottawa, Ontario (Serial No. 206). The R-AM, Wetaskiwin, Alberta has the full-scale replica used in the CBC docu-drama about the aircraft’s history. The CASM, Toronto, Ontario, has full-scale replica on display. The ASMC, Calgary, Alberta, has an Arrow nose cone. Various small parts of Arrows are in the hands of private collectors. (Wikipedia)
(Thorium illustration)
Avro CF-105 Arrow Mk. I (Serial No. 25456), coded VQ, armed with eight AIM-4A Falcon Anti-aircraft missiles, No. 419 All Weather Fighter Squadron, RCAF, hypothetical colours, CFB Baden Soellingen, Germany, 1964.
Artwork by Thorium, projecting what might have been the colours of Avro CF-105s in service. Each illustration shows an Arrow armed with one of the possible missile configurations, either the AIM-4A Falcon, the cancelled Canadair Velvet Glove or the AIM-7 Sparrow II. One illustration depicts an Arrow armed with an early anti-ship air-to-sea missile, the Nord SS.12/AS.12. The Arrows are drawn with the weapons bay deployed in order to show their weaponry.
(Thorium illustration)
Avro CF-105 Arrow Mk. I (Serial No. 25837), coded E, armed with three AIM-7 Sparrow II missiles, No. 439 All Weather Fighter Squadron, RCAF, hypothetical colours, CFB Marville, France, 1968.
(Thorium illustration)
Avro CF-105 Arrow Mk. I (Serial No. 25523), armed with Canadair Blue Velvet missile, No. 414 All Weather Fighter Squadron, RCAF, hypothetical colours, CFB St. Hubert, Quebec, 1967.
(Thorium illustration)
Avro CF-105 Arrow Mk. I (Serial No. 25428), armed with four NORD SS.12/AS.12, No. 405 Patrol Squadron, RCAF, hypothetical colours, CFB Comox, British Columbia, 1967.
(Library and Archives Canada Photo, MIKAN No. 5233053)
Aerial view of five Avro CF-105 Arrows just before being destroyed, 8 May 1959.
(Library and Archives Canada Photo, MIKAN No. 5233052)
Aerial view of five Avro CF-105 Arrows just before being destroyed, 8 May 1959.
(Library and Archives Canada Photo, MIKAN No. 5233048)
Aerial view of five Avro CF-105 Arrows just before being destroyed, 8 May 1959.
(Library and Archives Canada Photo, MIKAN No. 5233050)
Aerial view of five Avro CF-105 Arrows just before being destroyed, 8 May 1959.
(DND Photo)
Squadron Leader Janusz Zurakowski
Janusz Zurakowski (12 Sep 1914 - 9 Feb 2004) was a renownedPolish fighter and test pilot, who, at various times, lived and worked inPoland, the United Kingdom and Canada. Janusz Zurakowski was born to Polish parents in 1914 in Ryzawka, whichhad been a city of the Russian Empire since 1864 when the Russians abolishedthe Congress Kingdom of Poland. In 1921,following the Polish-Soviet War, the Treaty of Riga established the frontierbetween Soviet Russia and the Second Polish Republic. The new border placed Ryzawka in Sovietterritory and the Zurakowski family left their home and escaped into the newlyestablished Polish Republic.
Zurakowskiwas educated in Lublin and while at high school, he learned to flygliders. In 1934, Zurakowski joined thePolish Air Force and entered the Polish Air Force Officers’ School. Afterlearning to fly powered aircraft in 1935, and graduating as a Sub-Lieutenant,he went on to serve as a fighter pilot posted to 161 Fighter Squadron in Lwow,and later, in 1939, as a flying instructor at Deblin. In Sep 1939, “Black September,” Zurakowskihad his combat debut in an outmoded PZL P.7 trainer against a flight of sevenGerman Dornier 17s attacking Deblin on 2 September. He managed to damage a Do.17 but was forcedto break off combat when his guns jammed.
Followingthe defeat of Poland on 17 Sep 1939, and apparently not having had enough oflong odds, he made his way to England via Rumania and France to fly in theBattle of Britain. Like many of hiscompatriots, he was smuggled out of the war zone with false documents and a newidentity as a forester. Thousands of the Polish Air Force pilots who had madetheir way to France fought courageously against overwhelming Luftwaffe forces in the Battle of France. Zurakowski was originally posted to a fighterunit in France before he was selected to train as a bomber pilot inEngland. Once he arrived in England, theRAF changed its mind and sent him and the first group of Poles to fighter squadronswhich were rapidly being deployed in anticipation of an attack on Britain in1940.
Zurakowskiwas first posted as a Pilot Officer to 152 Squadron before joining No 234 Squadron initially stationed at RAF St Eval, Cornwall,a town named after the patron saint of flight testing. The squadron was moved forward to RAF MiddleWallop on 13 Aug 1940. He flew theSpitfire Mk. 1 against the Luftwaffe shooting down a Messerschmitt Bf 110 over theIsle of Wight on 15 Aug 1940. TheGermans responded by shooting him down nine days later, whereupon he returnedthe favour shooting down two Bf 109Es on the 12th and 13thday after that. Near the conclusion ofthe Battle of Britain, he scored a “probable” over a Bf-110C on 29 Sep1940. Following the decimation of 234Squadron and its transfer to the north, Zurakowski asked for a transfer to No.609 Squadron RAF, aSpitfire unit still in the front lines. From there, he was reposted as a flight instructor to a succession of FlightTraining Units where he passed on his knowledge of combat flying to a new groupof fighter pilots.
In 1942,now Flying Officer Zurakowski flew again with his countrymen on Spitfire Mk.IIs in No 315 Squadron rising tothe post of Squadron Leader of No 316. He served as the Squadron and Deputy Wing leader of Polish No 1 FighterWing stationed at RAF Northolt, often escorting USAAF bombers on daylightbombing raids. Zurakowski scored aprobable over a Bf 109G on 17 May 1943while acting as the Wing Gunnery Officer. He was awarded the Virtuti Militari, the Polish equivalent of theVictoria Cross in 1943. Other awards included the Polish Cross of Valor, Krzyz Walecznych andBar (1941) and Second Bar (1943).
Afterthe war, Poland’s Soviet-imposed communist government exiled all of the Polishfighter pilots who had flown with the RAF as part of a ploy to downplay Polishpatriotism. As a result, S/L Zurakowski,among many other Polish war heroes, chose to stay in Britain. In 1944, he was posted to the Empire TestPilots’ School in the Second (and first full course), graduating on 5 Jan1945. Embarking upon his career inflight test with “C” Squadron of the Aeroplane and Armament ExperimentalEstablishment (A&AEE) at RAF Boscombe Down, he begantesting naval aircraft for the Air Ministry. Never having landed an aircraft on a carrier before, he practicedlanding on a deck painted on a runway at Naval Air Station East Haven. Following a brief training period, heproceeded to land the Supermarine Seafire, a navalized Spitfire, on the deck ofHMS Ravager without incident.
Whilestill at Boscombe Down, he also flew, among over 30 different types, the deHavilland Vampire, the de Havilland Hornet and the Gloster Meteor never lettingpass, “an opportunity to give the staff a display that included single engineaerobatics.” Acknowledged as one of thebest aerobatic pilots in the UK, he gave a spectacular display at theFarnborough Airshow in Jun 1946, with the Martin-Baker MB 5, a superlative piston-enginedfighter, designed too late to enter production.
In 1947,he was employed as an experimental pilot by the Gloster Aircraft Company. In the following years, he became one of theworld’s most famous experimental and aerobatics pilots (he developed a newaerobatics manoeuvre, the “Zurabatic Cartwheel” which held the audiencecaptivated as he suspended the Gloster Meteor G-7-1 prototype he was flying, in a verticalcartwheel at the 1951 Farnborough Airshow). Announcers shouted out, “Impossible!” Serving for a brief period as the chief test pilot, he tested the manyexperimental versions of the Gloster Meteor, Javelin and Gloster E.1/44fighters. During the Gloster years,“Zura” as he came to be known, set an international speed record:London-Copenhagen-London, 4-5 Apr 1950. He married Anna Danielski in Paris on 13May 1934 and they had two sons and a daughter, George (b. 1936), Mark(b. 1939) and Joleen (b. 1946) all were born in England.
In 1952,Janusz and his family left for Canada where he became a test pilot for A.V. RoeCanada, concentrating on experimental testing. He broke the sound barrier on 18 Dec 1952, diving the CF-100 fighter,the first straight-winged jet aircraft to achieve this feat. While testing an experimental rocket pack on23 Aug 1954, Zura survived an explosion that killed his observer, John Hiebert.
Duringthe Avro Canada years, Zura continued to fly as an aerobatic display pilot,with spectacular results, especially at the 1955 Farnborough Airshow where hedisplayed the CF-100 in a “falling-leaf.” He was acclaimed again as the “Great Zura” by many aviation and industryobservers. In 1958, he was chosen as thechief development test pilot of the new CF-105 Avro Arrow program. On 25 Mar 1958, with Janusz at the controls,Arrow RL 25201 took off from Malton for its first flight. The flight lasted 35 minutes and was problemfree. Jan continued in the flight testprogram. He flew Arrows RL 201, 202 and203, over a total of 21 flights, 23.75 hours, reaching speeds of Mach 1.89 andan altitude of 50,000 feet.
Afterflying Arrow 203 on 26 September 1958, Janusz decided to give up test flyingfor good, fulfilling a promise he had made to his wife to stop experimentalflying once he reached the age of 50.
Heretired from active test flying in Nov 1958 but continued with the AvroAircraft company as an engineer in the Flight Test Office. On 20 Feb 1959, the infamous “Black Friday,”Zurakowski, along with the approximately 15,000 employees of Avro and Orendaplants learned that the Diefenbaker government had precipitously cancelled theAvro Arrow program and its Orenda Iroquois engine. The five flying examples and the newlyconstructed RL-206 (slated for a run at World Air Speed and Altitude records)along with all the assorted factory jigs and tools were broken up. Only the nose of Arrow 206 and sections ofother Arrows now exist, on display at the Canada Aviation & Space Museum inOttawa.
Afterdeciding to leave the aviation world altogether, Zurakowski and his family movedto Barry’s Bay, Ontario to build Kartuzy Lodge, a small tourist lodge andresort which he and his family operated for over 40 years. During this period, he resorted to hisengineering background when he “tinkered” with a number of sailboat, catamaranand ice-boats, of his own design and construction. Two of his hydrofoil boats are still used by artuzy Lodge renters.
In recognition of his contributions to Canadian aviation, Zurakowski was inducted into Canada’s Aviation Hall of Fame in 1973. He was further honoured in 1996 by the Royal Canadian Mint’s release of a commemorative coin, the Avro Canada CF-100 Canuck which featured an insert of Janusz Zurakowski. In 1997, he was inducted into the Western Canada Aviation & Space Museum “Pioneers of Canadian Aviation” annals, as well as being profiled in thefollowing year in the documentary film, “Straight Arrow.” On 23 Jul 1999, CFB Cold Lake, Alberta, Aerospace Engineering Test Establishment named its new facility, the “Zurakowski Building,” and in Sep 2000, he became an Honorary Fellow of the Society ofExperimental Test pilots, joining the ranks of Charles Lindbergh, NeilArmstrong and Igor Sikorsky, among numerous other luminaries.
His adopted hometown built Zurakowski Park in 2003, recognizing his contributionsto the community, as well as the world. Following a lingering battle with leukemia, Zurakowski passed away atKartuzy Lodge on 9 February 2004.
Twodramatic statues, of Janusz Zurakowski and his beloved Avro Arrow, dominate thearrow-shaped Zurakowski Park at the crossroads of two main streets in Barry’sBay, Ontario. A future museum andcommemorative centre will be located at Zurakowski Park. The former Gloster Aircraft company airfieldat Hucclecote has become a residential division in Gloucester, UK and features ZuraAvenue.[1]
[1] Internet: http://en.wikipedia.org/wiki/Janusz_%C5%BBurakowski.
