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| In July 1945, Avro Aircraft Ltd was formed in Canada as part of the Hawker Siddeley Group, following acquisition of the Crown-owned Victory Aircraft Ltd at Malton, Ontario. One of the most significant products of this company was a two-seat all-weather long-range fighter, designated Avro Canada CF-100, intended for service with the Royal Canadian Air Force, Design of this aircraft was initiated in October 1946, and the first of two prototype CF-100 Mk Is was flown on 19 January 1950, both of these aircraft being powered by Rolls-Royce Avon RA 3 turbojets, each of 2948kg thrust. Its configuration was that of a low-wing cantilever monoplane of all metal construction, the tail unit incorporating a tailplane and elevators mounted mid-way up the fin. The retractable tricycle landing gear had twin wheels on each unit, and accommodation for two, in tandem, was provided in a pressurised cockpit. Successful testing of the prototypes led to an order for 10 unarmed pre-production CF-100 Mk 2s, these being the first examples to be powered by 2722kg thrust Orenda 2 turbojets, built by the engine division of Avro Canada. When the first of these CF-100 Mk 2s made its maiden flight, on 20 June 1951, it was the first aircraft that had been completely designed and built in Canada. One of this pre-production batch was equipped as a dual-control trainer, becoming designated CF-100 Mk 2T, and another example from this batch was the first to enter service with the RCAF, on 17 October 1951. Orders followed for production aircraft designated CF-100 Mk 3, named Canuck by the RCAF, and the first of these entered service soon after a first flight in early September 1952. They differed by having Orenda 8 turbojets (of similar output to the Orenda 2s), carried eight 12.7mm Colt-Browning machine-guns in a ventral pack, and were equipped with nose-mounted APG-33 radar. A total of 70 of this version was built, and of these 50 were converted subsequently to serve as CF-100 Mks 3CT and 3DT trainers.
Production of the above version was followed by the CF-100 Mk 4, of which a prototype had been flown on 11 October 1952. This differed by embodying structural redesign, the installation of 2948kg thrust Orenda 9 engines, a radar update introducing the APG-40, and a major weapon change. This involved the addition of wing-tip pods, each of which contained 29.70cm unguided rockets, plus 48 similar weapons in a ventral pack that could be interchanged with one containing eight machine-guns. This version was redesignated CF-100 Mk 4A after the introduction of a generally similar CF-100 Mk 4B that differed primarily by having more powerful Orenda 11 turbojets, each of 3300kg thrust. Production of CF-100 Mks 4A and 4B totalled 134 and 144 respectively, being followed by introduction of the major production version, the CF-100 Mk 5. This was powered by Orenda 11 engines, or Orenda 14s of equivalent output, and to improve high-altitude performance wing span was increased by 1.83m and a larger tailplane was provided. The Mk 5 prototype was flown in September 1954, followed by the first production example on 12 October 1955. In this version, of which 329 were built, weapons were carried only in the wing-tip missile pods. Of the total, 53 were supplied to the Belgian air force for service with its 1st All-Weather Interceptor Wing, based at Beauvechain. In addition to the true production Mk5s, 50 Mk4Bs were converted subsequently to Mk 5 standard. The last CF-100s were withdrawn from Canadian service only in the second half of 1981.
 | A three-view drawing (1663 x 1060) |
| MODEL | CF-100 Mk 5 |
| CREW | 2 |
| ENGINE | 2 x turbo-jet Orenda 11 or 14, 32.3kN |
| WEIGHTS |
| Take-off weight | 16783 kg | 37000 lb |
| Empty weight | 10478 kg | 23100 lb |
| DIMENSIONS |
| Wingspan | 17.68 m | 58 ft 0 in |
| Length | 16.48 m | 54 ft 1 in |
| Height | 4.74 m | 16 ft 7 in |
| Wing area | 54.9 m2 | 590.94 sq ft |
| PERFORMANCE |
| Max. speed | 1046 km/h | 650 mph |
| Ceiling | 16460 m | 54000 ft |
| Range w/max.fuel | 3220 km | 2001 miles |
| Range w/max payload | 2072 km | 1288 miles |
| ARMAMENT | 29 x 70mm missiles in each of wing containers |
| Dave Stern, e-mail, 18.07.2011 10:15 Greetings; great inside information here and very nice site. I'm US member of AAHS and preparing an article on the Canuck from American perspective. Mr. AJ Patterson would be great to gain data on CF-100 intercepts of our B-36s radar bombing Canadian cities, and intercepts of other SAC-TAC planes...B-57s?? Ok. I need at least one-two photos of Canucks formating on our bombers. Credit will be given. Also, photo or two of Orenda engine change in the Canuck. Anybody interested in what will be a respectful and quality write? Good fortunes and have a good day.
D Stern
Renton, WA reply | | Dave Stern, e-mail, 18.07.2011 10:15 Greetings; great inside information here and very nice site. I'm US member of AAHS and preparing an article on the Canuck from American perspective. Mr. AJ Patterson would be great to gain data on CF-100 intercepts of our B-36s radar bombing Canadian cities, and intercepts of other SAC-TAC planes...B-57s?? Ok. I need at least one-two photos of Canucks formating on our bombers. Credit will be given. Also, photo or two of Orenda engine change in the Canuck. Anybody interested in what will be a respectful and quality write? Good fortunes and have a good day.
D Stern
Renton, WA reply | | Gary Giles, e-mail, 12.06.2011 00:26 My father S /L (Joe) Giles flew the CF-100 as a Pilot while stationed at CFB Comox, 409 Squadron, subsequent to that stationed at CVHQ in Ottawa, he kept his hours up at CFB Rockliff
Gary Giles
Victoria, BC reply | | Ted Ross, e-mail, 21.05.2011 19:33 I first met the CF100 at RCAF Station North Bay, Ont. Tail Numbers 08,09 &10 were assigned to #3 OTU. When 445 AW(F)Sqn was formed on April 1, 1953 I was the first AETech posted to the new Sqn. Ollie Karkkainen was the first AFTech. We stayed with 445 until Oct /Nov 1959 at Marville France. The first Mk 3 on 445 was 030 and we borrowed 028 from #3OTU. I have nothing but fond memories of those days with 445. The Orenda Engines were reliable and I got to recognize every sound they made. I could write a book, but not now.
Ted Ross, Miramichi, N.B. reply | |
| | Ken Penny, e-mail, 19.05.2011 08:53 As a backseater ended up with 2263 hours straped to a Martin-Baker ejection seat. With 432(Mk 4b & Mk5), 423 (Mk 4b)squadrons and finaly with EWU & 414 EW Squadron (Mk 5D). For a Nav the EW had to be the ultimate tour. Never once had to use the Martin-Baker. The 'Clunk' proved most reliable. Great EW platform. reply | | CHRISTIAN, e-mail, 16.03.2011 02:59 I TRY TO FIND INFORMATION ABOUT A CRASH OF 2 CF 100 IN 1960 DECEMBER IN QUEBEC PROV THANK YOU reply | | Gordon Wilson, e-mail, 14.03.2011 14:26 I flew the CF-100 with 414 Squadron from 1972 to 1974 in Ottawa and North Bay. I have written a book, to be published in June, called "NORAD and the Soviet Bomber Threat". See "WWW.SPARKSINTHENIGHTSKY.COM". Publisher changed title for marketing and internet reasons! YOGI 20 reply | | Dick Longman, e-mail, 14.03.2011 03:58 Correction to previous post. The CF-100 was a MK V. I was a Armament Systems Tech and had to have Decompression testing at RCaf base Moncton to fly backseat. On return to St Hubert, i flew back seat several flights to test intercept radar to figure out reported problems that were no detectable on the ground. I did a couple of AI's on AC flight's (but we broke off a few miles away). reply |
| Dick Longman, e-mail, 14.03.2011 03:36 I was in the back seat of a CF-100 doing a pressure test on the intercept radar transmitter box. We made it up to 48,000 feet (9 miles), we were mushing along with nose up about 15 to 20 degree to maintain altitude (we were pushing the limit of the the Mk IV) doing about ~500 knots. My flight was with Pilot F /O Hostyn in RCAF 425 Sqn CF-100 Mk IV #18589 on 25 July 1956. It was quite risky as the CF-100 was known to lose pressurization time to time. Anyway F /O Hostyn told me that "If you hear a loud bang force your oxygen mask against your face and blow like hell to save your eardrums." Fortunately the seals held. reply | | Mike Lambert, e-mail, 28.01.2011 04:44 I was an RCAF brat whose ambition in 1961, when I went ROTP, was to fly the back seat of the Clunk, but my eyes weren't good enough for aircrew so I ended up flying a computer in the "hole" at North Bay and later at AFHQ.
Recently, reading the history of the aircraft, I was wondering why it was never fitted with the Sidewinder. Does anybody know? reply | | Fred Monteith, e-mail, 26.01.2011 22:59 I flew in the back seat of the CF-100 on 414 EW Squadron from July 69 until August 74 when I retired. It was one of the best jobs I had during my Air Force career. We flew as the NORAD target force and covered North America and more. I totaled 1141 hours on the Clumk in five years including one flight of 4 hours and fifty minutes. In that time I never experienced an engine failure. It's interesting that my first tour was on the AVRO Lancaster and my last on the AVRO Canuck. reply | | Roy Payne, e-mail, 20.01.2011 19:18 The CF-100 (Clunk) was a significant player in my Air Force career. Started as an airframe tech in North Bay 1955,3 OTU with the Mk 3 duals then the Mk 4a and Mk 5 with 433 Sqn. On to 2(F) Wing, Grostenquin, France and the Mk 4 with 423 Sqn. Return to Borden and used CF-100s as training aids. Eventually posted to CFTSD at Orenda Engines as a Quality Assurance Rep then back to North Bay as an Engineering Officer with 414 Electronic Warfare Squadron. After a 22 year association with the CF-100 I was posted to NDHQ in 1977. Many stories in my memory bank, not all good but all interesting. reply | | O. Greer, e-mail, 19.01.2011 18:55 There is an intact example on a cement pedestal in Haliburton On. Canada. reply | | Stephen Lowry, e-mail, 23.12.2010 03:47 Hi John Calvesbert - and thank you for asking, but no, dad flew CF-100s solely with 445 Squadron at Marville (except for a very brief stint with 445 when they were stationed at Uplands, Ottawa).
Perhaps you recognize his name from one of the following:
He had previously flown Sabres with 430 Squadron in North Bay before being flying 50 combat missions in Korea with the USAFs 25th Fighter Interceptor Squadron at K-13 (Suwon)and was subsequently awarded the USAF Air Medal.
When CF-100 squadrons disbanded on December 31,1962 he became Marville's Deputy Chief Operations Officer.
Posted back to Canada in 1964 he took various nuclear weapons courses (one interestingly enough at Lowry Air Force Base, Colorado)and became a safety inspection team leader(the 2 Bomarc sites, CF-104s in Europe and CF-101 bases in Canada)for the Department of Nuclear Warfare until he retired in 1974. reply | |
| | John Calvesbert, e-mail, 20.12.2010 21:56 Stephen Lowry. Did your dad fly with the moose, (419 Sqdn),
in Germany in the early sixties. The mane is familiar.
John Calvesbert.
Calvesbert@sympatico.ca reply | | M.D.Saunders, e-mail, 18.12.2010 21:57 The EWM Duxford England keeps one that was evaluated by the RAF. One also in Bruxelles. reply | | Don Daley 423 4B, e-mail, 18.12.2010 05:38 Did over 1000 hrs and it brought me home every time.
great machine. reply | | Greg Stevens, e-mail, 07.12.2010 08:38 A wonderful and never-to-be-forgotten experience. As a young just married pilot at North Bay with a young just married Obs, Don Frederick and I flew hundreds of hours together in a great machine, 1958-1961. Best wishes from Halfback 10 reply | | Al (Benny) Goodman, e-mail, 07.12.2010 06:55 Graduated Course #3 CF100 School in North Bay 2nd March 1953.Remained with #3AW(F)OTU as Chief Ground Instructor (Electronics) & rewrote the handbook, was sqdn crash officer as well. Left to civy life in Oct. 54. All weather Nav /Rad. Greatest thrill, back seat with Tony Gunter-Smith. reply | | Mac McKay, e-mail, 23.09.2010 18:24 Sam Burton was a Navigator on CF 100's, a Blue Noser from Digby NS, met him in Florida a couple years ago Had some tall tales regarding the lead sled..hell of an airplane, and a lot of fond memories. reply |
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