Avro Canada CF-100 Canuck

Last updated

CF-100 Canuck
CF-100s 423 Sqn.jpg
No. 423 Squadron Mk 4B CF-100s, 1962. This squadron was based in Grostenquin, France.
General information
Type Interceptor aircraft
Manufacturer Avro Canada
Primary users Royal Canadian Air Force
Number built692 [1]
History
Introduction date1952
First flight19 January 1950
Retired1981
Developed into Avro Canada CF-103

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 the distinction of being the only Canadian-designed fighter to enter mass production.

Contents

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 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 the CF-100 Mk 4 prototype up to Mach 1.10 in a dive from 14,000 m (45,000 ft), [2] making the type the first straight-winged jet aircraft to achieve controlled supersonic flight.[ citation needed ]

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 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 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, the Avro Canada CF-103, an advanced derivative of the CF-100 with a swept wing and capable of transonic speeds, was cancelled during its development. Concepts explored by the CF-103 ultimately led to the CF-105 Arrow.

From 1961, RCAF CF-100s were withdrawn from the interceptor role, replaced by the McDonnell-Douglas CF-101 Voodoo, with some reallocated to support roles until 1981, when all remaining examples were withdrawn from service. They were replaced by the Canadair CT-133 Silver Star and the CC-117 Falcon respectively in training and electronic warfare roles.

Design and development

Background

Amid the final years of the Second 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 of jet propulsion held considerable promise. As early as July 1944, Canada commenced work on a turbojet engine programme, producing the experimental Avro Canada Chinook powerplant. [3] During the late 1940s and early 1950s, events such as the Korean War and Soviet atomic bomb project contributed to the rising international tensions of what would become known as the Cold War. The Canadian government responded by greatly increasing defense expenditure. [4] The Royal Canadian Air Force (RCAF) accounted for 46.6% of overall defense expenditure during FY 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 new jet-powered interceptor/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 advanced radar set and fire 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 RCAF air marshal Wilfred 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 CF-100 Prototype 18102.jpg
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. RCAF CF-100 Mk 5.jpg
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 as No. 440 Squadron RCAF Mk 4B serving in NATO and on display at the Alberta Aviation Museum. CF-100-Alberta Aviation Museum.jpg
CF-100 Mk 5D (18476) former CFB Namao and No. 414 Electronic Warfare (EW) Squadron #100476 painted as No. 440 Squadron RCAF Mk 4B serving in NATO and on display at the Alberta 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 manufacturer Avro 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 designer John 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 aerodynamacist Jim 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 30 Avro Orendas, an indigenously-developed turbojet engine. [8]

Flight testing

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 its maiden flight from Malton, Ontario 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. [9] [8] [10] The Mark 1 was powered by a pair of Rolls-Royce Avon RA 3 turbojet 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 Minister C. 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 pilot Jacqueline 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 .50 caliber Browning 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 at Eglin 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 at Namao Air Base, Alberta, were part of the climatic detachment of Central 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 several United States Air Force (USAF) crews. [14] 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. [15]

Production

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 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 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.[ citation needed ]

Five versions, or marks, 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 with Sparrow II missiles and afterburning Orenda 11IR engines. It was intended as an "interim" fighter until development of the advanced Avro Canada CF-105 Arrow concluded, [1] though the Arrow was also cancelled. 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; 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 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. [16] [1]

Operational history

CF-100 Mk 3 at the Canadian Museum of Flight in July 1988. AvroCF-100CanuckMk3.JPG
CF-100 Mk 3 at the Canadian Museum of Flight in July 1988.

Amongst RCAF pilots, the Canuck was affectionately known as the "Clunk". [17] The nickname has been attributed to noise produced by the forward landing 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 RCAF day fighters like the Canadair Sabre. [19]

Many CF-100s functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly by nuclear-armed bombers. Between 1956 and 1962, as part of 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 capable of operating in zero visibility and poor weather conditions. [20]

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 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 English Electric design was selected and developed into the Martin B-57 Canberra. [21] [22]

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 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 the bottom. [23]

During his Avro Canada years, the chief development pilot S/L Żurakowski continued to perform as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough 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 with Belgium's decision to purchase the CF-100 for its air force. [17] Efforts were made to sell the Canuck to 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 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 faster CF-101 Voodoo, 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.[ 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 sophisticated Orenda 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.

Variants

18241 - CF-100 Mk.4A on static display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio. Avro Canada CF-100 Canuck at the National Museum of the Air Force; front quarter view.jpg
18241 – CF-100 Mk.4A on static display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio.

Operators

CF-100 badge worn by Canadian Forces crews in the 1970s and 80s CF100Crest.JPG
CF-100 badge worn by Canadian Forces crews in the 1970s and 80s
Flag of Belgium (civil).svg  Belgium
Flag of Canada (Pantone).svg  Canada

Notable accidents and incidents

Aircraft on display

Avro Canada CF-100 Canuck Mk.3D on display at the Nanton Air Museum, Nanton, Alberta. Avro Canada CF-100 "Canuck".jpg
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, Ontario CF100.jpg
Canadian Forces CF-100 on display at Head Lake Park, Haliburton, Ontario
RCAF CF-100 at Lee Park, North Bay Rcafnb.jpg
RCAF CF-100 at Lee Park, North Bay
CF-100 National Air Force Museum of Canada, Trenton, Ontario CF100 - Trenton.jpg
CF-100 National Air Force Museum of Canada, Trenton, Ontario

Belgium

Canada

United Kingdom

United States

Specifications (CF-100 Mk 5)

Data from[ citation needed ]

General characteristics

Performance

Armament

Avionics

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Citations

  1. 1 2 3 4 Dow 1997, p. 72.
  2. ↑ Page 1981, p. 64.
  3. ↑ Dow 1997, pp. 62-63.
  4. ↑ Dow 1997, pp. 66-70.
  5. 1 2 3 4 Dow 1997, p. 70.
  6. ↑ Dow 1997, pp. 64-65.
  7. ↑ Dow 1997, p. 63-65.
  8. 1 2 3 4 5 Dow 1997, p. 69.
  9. ↑ Rossiter 2002, p. 63.
  10. ↑ "Avro Canada CF-100 Mk. 5/5D Canuck - Canadian Warplane Heritage Museum" . Retrieved 27 December 2024.
  11. ↑ Dow 1997, pp. 70-72.
  12. ↑ Dow 1997, p. 73.
  13. ↑ "Eglin Will Test New All-Weather RCAF Interceptor". The Okaloosa News-Journal, Crestview, Florida, Volume 41, Number 3, 20 January 1955, p. 6.
  14. ↑ "ADA-Arrow Pilots: Jan Zurakowski." Avroarrow.org. Retrieved: 31 October 2011.
  15. ↑ "Eglin Tests Latest Canadian Jet Model". The Okaloosa News-Journal, Crestview, Florida, Volume 42, Number 14, 5 April 1956, p. 20.
  16. ↑ Whitcomb 2008, p. 89.
  17. 1 2 3 Dow 1997, p. 74.
  18. ↑ "Designation Systems". users.skynet.be.
  19. ↑ "CF-100 Veterans Reunite." Archived July 7, 2011, at the Wayback Machine Comox Valley Echo, 18 September 1998. Retrieved: 7 February 2010.
  20. ↑ Baglow pp 101-113
  21. ↑ "English Electric Canberra B-57 Prototype." Archived July 5, 2012, at the Wayback Machine National Museum of the USAF. Retrieved: 7 February 2010.
  22. ↑ Baugher, Joe. " Martin B-57A." USAAC/USAAF/USAF Bomber Aircraft-Third Series, 13 August 2006. Retrieved: 7 February 2010.
  23. ↑ Baglow, pp 101-121
  24. ↑ Milberry 1984, p 320.
  25. ↑ Services Simple, Brief and Sad for Five Victims of Air Crash The Montreal Gazette, 15 August 1953 Retrieved: 11 March 2020
  26. ↑ "15 May 1956 CF-100 18367, Orléans, Ontario". Aviation Safety Network. Retrieved 19 December 2024.
  27. ↑ "Grostenquin, France - 423 Squadron History." c-and-e-museum.org, Retrieved: 30 July 2018.
  28. ↑ "25 August 1958 CF-100 18329 at RCAF Grostenquin". Aviation Safety Network. Retrieved 19 December 2024.
  29. ↑ “Canadian Warplane Heritage Museum, Canadian Aircraft Serials Personnel Information Resource (CASPIR)”. Retrieved: 06 January 2025.
  30. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18534 CAF, c/n C-100/5/434". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  31. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18104 RCAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  32. ↑ "Airframe Dossier - Avro Canada CF-100Mk 2 Canuck, s/n 18106 RCAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  33. ↑ "AVRO CANADA CF-100 CANUCK". The Hangar Flight Museum. The Hangar Flight Museum. Archived from the original on 27 July 2017. Retrieved 22 July 2017.
  34. ↑ "Avro Canada CF-100 Canuck". The Canadian Museum of Flight. Canadian Museum of Flight. Retrieved 22 July 2017.
  35. ↑ "CF 100". Bomber Command Museum of Canada. Nanton Lancaster Society. Archived from the original on 22 December 2016. Retrieved 21 July 2017.
  36. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18488 RCAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  37. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5M Canuck, s/n 18500 RCAF, c/n 526". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  38. ↑ "Airframe Dossier - Avro Canada CF-100Mk 4B Canuck, s/n 18506 RCAF, c/n 406". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  39. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18602 RCAF, c/n C-100/5/502". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  40. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 18619 RCAF, c/n C-100/5/519". Aerial Visuals. AerialVisuals.ca. Retrieved 21 July 2017.
  41. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5M Canuck, s/n 18626 RCAF, c/n 526". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  42. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 18731 CAF, c/n C-100/5/631". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  43. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 18746 CAF, c/n C-100/5/646". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  44. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18759 RCAF, c/n C-100/5/569". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  45. ↑ "Aviation". Reynolds Museum. Government of Alberta. Retrieved 1 December 2019.
  46. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18761 RCAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  47. ↑ "Canuck". National Air Force Museum of Canada. National Air Force Museum of Canada. Retrieved 21 July 2017.
  48. ↑ "Airframe Dossier - Avro Canada CF-100 Canuck, s/n 18784 RCAF, c/n C-100/5/684". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  49. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 100472 CAF, c/n C-100/4/372". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  50. ↑ "Avro Canada CF-100 Canuck (1952)". Alberta Aviation Museum. Archived from the original on 17 December 2016. Retrieved 21 July 2017.
  51. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 100476 CAF, c/n 376". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  52. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5D Canuck, s/n 100493 CAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  53. ↑ "2012 BORDEN AIRSHOW: THE STATIC DISPLAYS". Keep Calm and Remember. 1 April 2015. Retrieved 22 July 2017.
  54. ↑ "CF-100 Canuck". Atlantic Canada Aviation Museum. Atlantic Canada Aviation Museum. Retrieved 21 July 2017.
  55. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 100747 CAF, c/n 647". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  56. ↑ "AVRO CANADA CF-100 MK.5D (100757)". Canada Aviation and Space Museum. Ingenium. Archived from the original on 28 March 2016. Retrieved 21 July 2017.
  57. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 100760 CAF, c/n 660". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  58. ↑ "Avro Canada CF-100 Canuck Mk. 5D". Canadian Warplane Heritage Museum. Canadian Warplane Heritage Museum. Retrieved 21 July 2017.
  59. ↑ "Avro Canuck". Comox Air Force Museum. Archived from the original on 30 July 2012. Retrieved 21 July 2017.
  60. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 100790 CAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  61. ↑ "Avro Canada CF-100 Mk 4B". Imperial War Museums. IWM. Retrieved 21 July 2017.
  62. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 18393, c/r G-BCYK". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  63. ↑ "CF-100". Peterson Air & Space Museum Foundation. Archived from the original on 10 February 2013. Retrieved 21 July 2017.
  64. ↑ "Airframe Dossier - Avro CanadaCF-100, s/n 100779 CAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  65. ↑ "Avro CF-100 Mk.4A Canuck". National Museum of the US Air Force. 28 May 2015. Retrieved 21 July 2017.
  66. ↑ "Airframe Dossier - Avro Canada CF-100 Canuck, s/n 18241 RCAF". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  67. ↑ "Avro Canada (A.V. Roe Canada, Ltd.) CF-100 Canuck Mk. V (CAN)". Castle Air Museum. Archived from the original on 4 February 2013. Retrieved 21 July 2017.
  68. ↑ "Airframe Dossier - Avro Canada CF-100Mk 5 Canuck, s/n 100504 RCAF, c/n C-100/4/404". Aerial Visuals. AerialVisuals.ca. Retrieved 22 July 2017.
  69. ↑ Taylor and Alexander 1969, p. 51.

Bibliography

  • Baglow, Bob. Canucks Unlimited: Royal Canadian Air Force CF-100 Squadrons and Aircraft, 1952–1963. Ottawa, Ontario, Canada: Canuck Publications 1985. ISBN   0-9692246-0-5.
  • Dow, James. The Arrow. James Lorimer & Company, 1997. ISBN   1-5502855-4-8.
  • Henley, Don (March–April 1997). "Singular Customer: Belgium and the Avro Canada CF-100". Air Enthusiast . No. 68. pp. 60–63. ISSN   0143-5450.
  • Lyzun, Jim. CF-100 Canuck. Ottawa, Ontario, Canada: SMS Publishing, 1985. ISBN   0-920375-04-9.
  • Milberry, Larry. The Avro CF-100. Toronto, Ontario, Canada: CANAV Books, 1981. ISBN   0-9690703-0-6.
  • Milberry, Larry. Sixty Years, The RCAF and CF Air Command 1924–1984. CANAV Books, 1984. ISBN   0-07-549484-1.
  • Page, Ron. Canuck: CF-100 All Weather Fighter. Erin, Ontario, Canada: Boston Mills Press, 1981. ISBN   0-919822-39-8.
  • Taylor, John W. R. and Jean Alexander.Combat Aircraft of the World. New York: G.P. Putnam's Sons, 1969. ISBN   0-71810-564-8.
  • Whitcomb, Randall L. Cold War Tech War: The Politics of America's Air Defense. Burlington, Ontario, Canada: Apogee Books, 2008. ISBN   978-1-894959-77-3.
This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.