By Palmiro Campagna
No Canadian corporation has fuelled as a lot hypothesis approximately its dying as A.V. Roe Canada constrained. whilst its identify was once erased off the company map in 1962, A.V. Roe's such a lot formidable undertakings - the Jetliner, the Iroquois Engine, and the Arrow - have been lowered to scrap. In Requiem for an enormous: A.V. Roe Canada and the Avro Arrow, Palmiro Campagna offers us with new info to assist dispel the myths surrounding the corporate. With an array of lately declassified records, Campagna investigates the megastar initiatives of A.V. Roe Canada. was once the C-102 Jetliner technically mistaken? used to be the Avrocar a failure? used to be the price of the Arrow software spiralling uncontrolled as historians have maintained? those questions and so on are positioned to relaxation in Requiem for an enormous.
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Extra info for Requiem for a Giant: A.V. Roe Canada and the Avro Arrow
Rees, though, was concerned that the only hard data he had seen were the pilots’ opinions on the handling qualities of the aircraft. He wanted quantifiable data and he wanted DOT pilots to perform spot checks and provide an objective, independent assessment. Des Murphy was selected as the DOT pilot to do just that. He flew the airplane from March to mid-April 1950. V. Roe be given permission to carry passengers on demonstration flights. Still, given that structural tests had not been completed and that early tests had supposedly indicated certain areas might be under strength, Rees required 2,325 pounds of ballast to be carried in each outer wing tank before granting permission.
Prototype tooling began in January 1948, and the government issued a contract for ten pre-production models in May 1949. The first prototype flew in January 1950, and a production order was finally obtained in September 1950. The total time to reach that point was forty months. Comparable British fighters took between thirty-eight and thirty-nine months to first flight. At least one American fighter took thirty-four months. The conclusion reached was that the CF-100 schedule was comparable to aircraft developments in other countries.
Was all this stipulation necessary given the successes of the Jetliner flights, including the crash landing that clearly demonstrated the integrity of the aircraft structure and safety for the passengers? The memo went on to say that in the United States and Britain, the 35 Requiem for a Giant indication was that the Civil Aeronautics Authority (United States) and the Air Registration Board (Britain) permitted such flights without “Type Approval” or certification. ”16 In fact, judging from the tone of this letter, the Certificate of Airworthiness was simply designed to absolve DOT of any responsibility should there be a severe accident.