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About The Avro Arrow: For The Record
Product Description Declassified government records shed additional light on the cancellation and subsequent destruction of the Avro Arrow. The controversial cancellation of the Avro Arrow ― an extraordinary achievement of Canadian military aviation ― continues to fire debate today. When the program was scrapped in 1959, all completed aircraft and those awaiting assembly were destroyed, along with tooling and technical information. Was abandoning the program the right decision? Did Canada lose more than it gained? Brimming with information to fill in gaps in the Arrow’s troubled history, and with an update on the latest search for the scale models launched deliberately into Lake Ontario as part of the test program, The Avro Arrow tackles the outstanding questions head on. About the Author Palmiro Campagna is the author of Storms of Controversy: The Secret Avro Arrow Files Revealed, Requiem for A Giant: A.V. Roe Canada and the Avro Arrow, and The UFO Files: The Canadian Connection Exposed. He lives in Ottawa. Excerpt. © Reprinted by permission. All rights reserved. Chapter 1: A Future Lost During the Second World War, Britain looked to Canada for assistance in providing Lancaster bombers. The National Steel Car plant in Malton, Ontario, was chosen to manufacture those bombers, as it was already building aircraft parts. In November 1942, the federal government acquired the company, changing its name to Victory Aircraft Limited. The firm soon became renowned for building superior Lancasters. In 1943, Sir Roy Dobson, managing director of A.V. Roe, a division of Hawker Siddeley, located in Manchester, U.K., visited the company and was very impressed. After the war, Sir Roy returned to Canada, and, working with Fred T. Smye, the director of aircraft production at Victory, and other Victory officials, established discussions with C.D. Howe, the Canadian minister of munitions and supply to acquire Victory on a rental-purchase plan, providing the management of Hawker Siddeley agreed. On December 1, 1945, the deal was finalized, and A.V. Roe Canada was established. Fred Smye was appointed assistant general manager and would become the administrative force behind A.V. Roe Canada’s projects. The creation of the company meant that Canada at last had the capacity to design and build its own aircraft, both for the commercial market and for the Royal Canadian Air Force (RCAF), freeing it from the necessity of relying on foreign sources. In 1946, Turbo-Research Limited, another Crown Corporation, this one involved in engine research, was acquired by A.V. Roe to design and build engines. On December 2, 1954, A.V. Roe was split into the newly named Avro division, responsible for aircraft design and production, and Orenda, responsible for engine design and production. After much discussion with officials from Trans-Canada Airlines and C.D. Howe, A.V. Roe was given the go-ahead to embark on the C102 Jetliner design, a commercial, regional, passenger jet aircraft, a type of aircraft that didn’t exist at the time. Likewise, after separate discussions with the RCAF and Howe, the CF-100, a military subsonic fighter, was given the green light. Both were begun in 1946. The Jetliner would fly in 1949 but would not be produced. At that time, it was said that the company had to focus on the CF-100 for the Korean War effort. The CF-100 though would not become operational until 1953, after that war was over. In January 1952, the RCAF realized that the CF-100 would need to be replaced as it could soon be rendered obsolete as a defence tool for Canada by advances in Soviet aircraft design. Following deliberations between Canada, the United States, and Great Britain, and the examination of numerous studies of existing aircraft, a decision was made to design and develop a supersonic jet interceptor ― the Avro Arrow. The plan was to design a plane able to prevent any attack from Soviet aircraft entering North American airspace from over th
