The Royal Canadian Air Force, needed an all weather fighter to defend the vast dominion and after talking with the American and British air staffs decided to write its own specification, issued in October 1946. It called for a fighter having a crew of two, advanced radar, all weather and night equipment, heavy gun armament, the ability, to operate from advanced air¬bases with austere ground equipment and runways only 4,000ft long. Plus a combination of speed, rate of climb and range never before attained in any combat aircraft.

Avro Canada CF-100 Article

Design of the two-seat all-weather long-range fighter was initiated in October 1946, the Avro Canada team under E. H. Atkin, chief engineer, settled for a long slim fuselage, low unswept wing of quite high aspect ratio, and twin engines on the sides of the fuselage above the wing.
The Avro scheme made the engines higher off the ground, but still easy to service and not difficult to change. The steerable nose gear and main legs all had twin wheels. The first of two prototype CF-100 Mk Is (No 18101, FB-D) was flown on 19 January 1950, both of these aircraft being powered by Rolls-Royce Avon RA 3 turbojets, each of 2948kg thrust. Although not designed for speeds over Mach 0.85, it was taken supersonic during a dive by test pilot Janus Żurakowski in December 1952.

It was 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 in a pressurised cockpit. All control surfaces were fully powered. Large airbrakes were fitted above and below the wing ahead of the flaps. Pilot and navigator sat in tandem Martin Baker seats.

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 / 6,000 lb 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 124 production aircraft designated CF-100 Mk 3 in September 1950, 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 6,000 lb thrust (of similar output to the Orenda 2s), carried eight 12.7mm Colt-Browning machine-guns in a ventral pack, which could be winched in or out of the fighter as a unit, and were equipped with nose-mounted AN/APC -33 radar. The Mk 3 entered service with No 445 Squadron at North Bay, Ontario, in 1953. A total of 70 of this version was built before production switched to the definitive CF-100 Mk 4, and once the Mk 4 became available in 1954, most of the remaining Mk 3’s were either used at the Operational Training Units or converted to dual control trainers. 50 were converted to CF-100 Mks 3CT and 3DT trainers.

In 1951, in partnership with Hughes Aircraft, Avro Canada completely replanned the CF 100 with the new armament. The tenth CF 100 Mk 2 was chosen as the aircraft to develop the new system, making its maiden flight as the prototype Mk 4 on October 11, 1952, the same day as the first production Mk 3. The nose was longer and fatter, and instead of the APG 33 gunsight radar of the Mk 3 there was a radome for the MG 2 (E4) fire-control radar. The standard Mk 4 retained the gun pack but added wing tip pods each housing either 29 or 30 Mighty Mouse rockets, the same FFAR (folding fin aircraft rocket) of 2.75in calibre as standard on the, USAF interceptors. The Mk 4 had collision course fire control, the new interception method in which the radar and autopilot interlinked to steer the aircraft automatically to launch the rockets in a salvo to pass through a “box” of sky at the same time as the hostile aircraft. It freed interceptors from the need to attack from behind, and in a side on interception gave a much better reflective target for the radar.

The last 54 aircraft were cut from the Mk 3 order, holding production of this model to 70, while orders for the Mk 4 were repeated until they reached the total of 510. It was the RCAFs standard all weather fighter in 1953 59 and continued to serve, into the 1960s after modification to Mk 5 standard. Early Mk 4s were styled Mk.4A and fitted with the Orenda 9 rated at 6,500 lb, and visually distinguished by the free spinning two-blade windmill on the inlet bullet from which alcohol anti icing fluid could be sprayed. The Mk 4B was fitted with the Orenda II of 7,275 lb thrust, and most 4Bs were also fitted with all-rocket armament, the gunpack being replaced by a retractable box containing a further 48 FFARs launched in salvo by hydraulically extending the box briefly into the airstream. A further modification in most 4As and all 4Bs was that the large canopy was blown from a single sheet of Plexiglas.

The first production Mk 4 flew on October 24, 1953. The Mk.4 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.

Unofficially known as the Canuck, the CF-100 Mk 4A was the first CF-l00 to be fitted with AN/APC-40 radar and was powered by the 2948-kg (6,500-lb) thrust Orenda 9 turbojet engine, which was replaced by the slightly more powerful Orenda 11 on the CF-100 Mk 4B model. Armament in both cases took the form of eight 12.7-mm (0.5-in) machine-guns backed-up by 104 70-mm (2.75-in) rockets carried in the distinctive wing-tip pods.
Production of CF-100 Mks 4A and 4B totalled 134 and 144 respectively, being followed by the CF-100 Mk 5 production version.

The CF-100 Mk 5, which featured an extended wing span and updated equipment, was lighter for it lack-ed the machine-guns of earlier variants, relying solely on rockets for interception. Aimed entirely at increasing high altitude manoeuvrability, the Mk 5, the first of which flew on October 12, 1955, had just over 3.5ft added on the end of each wing, the new sections having constant chord. Tailplane area was also slightly increased, and among less basic changes was the introduction of a larger wingtip pod housing 52 FFARs, making (with the centreline pack) a maximum of 152. No Mk 5s were built new, the 100 aircraft for inventory being converted while the final 4Bs were still on the assembly line, 53 of which were supplied to Belgium, based at Beauvechain, these being the only CF-100s to be exported.

The first production example flew on 12 October 1955.

In addition, a substantial number of CF-100 Mk 4s were up-dated to the later configuration for service with squadrons of the then Royal Canadian Air Force in both Canada and Europe. The CF-100’s operational career as an interceptor came to an end in the early 1960s, but a few aircraft were further modified to act as electronic aggressors in evaluating the performance of Canada’s defences. Known as CF-100 Mk 5C and CF-100 Mk 5D aircraft, these were finally retired by No. 414 Squadron in late 1981.

On November 4, 1956, No 445 Squadron brought its Mk 4Bs to Europe to add all¬-weather defence to AAME (Allied Air Forces Central Europe), and until 1962 four RCAF squadrons of 4Bs and 5s operated from the Gros Tenquin/ Marville, / Zweibrücken / Baden Söllin¬gen complex as the all weather com¬ponent of the 1st Air Division. So reliable were the Canadian fighters¬ ¬that the Belgian Air Force purchased 53 ex RCAF Mk 5s and took delivery from December 1957. By this time all CF 100s in front line service had green/grey camouflage, the Belgians merely changing the national markings. Though the added wing sections caused structural problems at high indicated airspeeds the Mk 5 remained an adequate all weather platform well into the 1960s.

The Avro CF-100 “Canuck” was the RCAF’s second operational jet fighter replacing the de Havilland Vampire. They patrolled the skies over North America and Western Europe from 1953-1981. The aircraft last served with No. 414 “Black Knight” squadron (electronic warfare unit) at North Bay, as a Mark 5D ECM (electronic counter measures aircraft).

A total of 692 aircraft were produced in the different variants, and the CF-100 was world’s first straight-wing combat aircraft to exceed Mach 1 (in a dive, 18 December 1952). Many innovations in radar and quick-change weapons were developed on the CF-100, and some of its design features were incorporated in the Avro Arrow.

Gallery

A. V. Roe Canada CF-100 Mk.1
All-weather fighter
Engines: 2 x 6,500 lb. thrust Avro Orenda 9 turbojets.
Wingspan: 58 ft 5 in
Length: 54 ft. 4 in
Loaded weight: 34,000 lb.
Max. speed: over 650 m.p.h.
Max. range: 2,000 miles.
Armament: 132x.2.75 in. rockets. In retractable pack under fuselage and wing-tip containers.
Crew: 2

CF-100 Mk 3D dual trainer
Engines: Two Orenda 8, 6000 lb thrust axial flow gas turbine
Maximum speed: Mach .85
Empty weight: 23,000 lb (10 432 kg)
Maximum weight: 34,000 lb (15,436 kg)
Span: 57 ft 6 in (17.5 m) over tip tanks
Length: 52 ft 3 in (15.9 m)
Height: 14 ft 6 in (4.4 m)

CF-100 Mk 4
Engines: 2 x 2948kg thrust Orenda 9

CF-100 Mk 5
Engines: 2 x turbo-jet Orenda 11 or 14, 32.3kN, 3300-kg (7, 275-lb)
Max take-off weight: 16330 kg (36,000 lb)
Empty weight: 10478 kg / 23100 lb
Wingspan: 18.54 m (60 ft 10 in)
Length: 16.48 m / 54 ft 1 in
Height: 4.74 m / 16 ft 7 in
Wing area: 54.9 sq.m / 590.94 sq ft
Wheel track: 10 ft 2 in
Wheelbase: 18 ft 1 in
Maximum speed 1046 km/h (650 mph) at 3050 m (10,000 ft)
Initial climb rate 2591 m (8,500 ft) per minute
Service ceiling: 16460 m / 54000 ft
Range w/max.fuel: 3220 km / 2001 miles
Range w/max.payload: 2072 km / 1288 miles
Combat radius 1046 km (650 miles)
Armament: 29 x 70mm missiles in each of wing containers
Crew: 2

The original Avro 698 Vulcan B1 prototype was developed to Air Ministry Specification B.35/46, issued on 1 January 1947 for Britain to have nuclear bombing capability. The initial design was laid down in 1948 by Roy Chadwick, the technical director of Avro (A.V. Roe and Co. Ltd), and was preceded by the 707 series.

This design featured vertical tail surfaces at the extreme wingtips as opposed to a traditional tail section, offering up a great deal of surface area for improved payload, fuel load and maneuverability. The lack of a true tail section meant that, in some ways, the design was in fact a flying wing. The cockpit was positioned well forward on the fuselage, ahead of the wings and engines, and featured four engines in a staggered internal placement- two engines to a wing. The engines were to be fed by a single large rounded intake. The massive expanse of the wings would have also provided maximum space for internal armament in the form of bomb bays mounted outboard of the dual engine arrangements. Avro designated the new design Type 698 and received the British Air Ministry contract in December of 1947. Along with the Avro design, approval of the Valiant and Victor were also granted, essentially beginning the formation of the V-bomber triangle.

The initial Air Ministry contract called for several forms to be built including two prototypes. Along with this commitment included the construction and delivery of several flight demonstrators. The demonstrators, designated as Type 707, proved an important part of early development of the Vulcan. These development models eventually gave rise to the Type 698 prototype.

Avro Vulcan Article

Flying for the first time on 30 August 1952, the Avro 698 prototype, VX770, had 6,500 lb.s.t. RA3 Avons, subsequent power-plants included the 8,000 lb.s.t. Sapphire, the 10,000 lb.s.t. Olympus 101s and the 20,000 lb.s.t. Olympus 301s. All four engines could be started, flight instruments aligned and powered flying controls run-up within 20 seconds. It had main qears with a total of 16 tyres, and a five seat crew compartment. A single large weapon bay was provided. The first prototype was later lost in a fatal air show accident in September of 1958.

A second prototype powered by four 10,000lb Bristol Siddeley Olympus 101 – with a slightly longer fuselage to eliminate the need for shortening the nose-wheel leg during retraction – made its first flight on 3 September 1953. Both prototypes featured a delta wing with 52 degree sweepback. The second prototype was later fitted with a “kinked” wing design that showcased differing degrees of sweepback separated into different sections of the wing leading edge. The second was later fitted with wings having a redesigned leading edge with compound sweepback and it made its first flight in this form on 5 October 1955.

The fuselage itself was streamlined highly, with the cockpit mounted behind a nose cone assembly and just before the wing root intakes and fuselage extending well forward of the wing roots and some distance aft of the wing trailing edge. Fuel was split between either wing and a central fuselage location, all monitored in-flight by a fuel management system. The bomb bay was centrally held in the fuselage and could be fitted with additional fuel for increased range.

The undercarriage consisted of two main landing gears (retracting forward outboard of the engines) and a nose gear positioned behind and underneath the wingroot intakes. Each main gear was fitted with an eight-wheel bogie and retracted forwards while the nose gear and its two wheels retracted backwards. The empennage featured a single large dorsal fin extending from about the midway portion of the fuselage, with the base of the fin extending vertically out from about the extreme end point of the engines. The tail cone housed a drag chute to improve the aircraft’s landing distance.

The Avro Vulcan provided accommodation for five standard crew personnel consisting of the pilot and copilot, a systems operator, a navigator and a radar operator along with additional seating for two more. The pilot and copilot had a view out of the front of the cockpit through a five panel windscreen with framing as well as circular windows to the sides allowing for viewing to the left and right. Ejection seats were afforded to the pilot and co-pilot only – not the entire crew – they would have to bail out.

All production Vulcans were fitted with wings having the revised leading-edge configuration and the first production version was the Vulcan B.1, which entered RAF service in Febru¬ary 1957, powered by Olympus Mk 101 or Olympus Mk 102 engines of 4990 kg (11,000 lb) thrust each. All of these engines were converted later to Olympus Mk 104 standard, up¬rated in stages to 6078 kg (13,400 lb) thrust.

Twenty-five such machines were ordered in 1952 and the first Vulcan squadron became operational in 1957 (this delay in years was caused by yet another fatal accident). B.Mk 1’s were similar to the two prototypes. Early production models were finished the straight delta wings but these were later revised to the kinked wing design. The Mk.1s equipped Nos 83, 101 and 617 Sqn by early 1960. Nos 83 and 101 Sqns were re-equipped with Vulcan 2sband their Mk.1s were taken over by 44 and 61 Sqns.

Production models were fitted with an Olympus 101 series engine of 11,000lb thrust (each). This rating was progressively uprated until reaching the Olympus 104 series with 13,500lb thrust. A total of 45 Vulcan B.Mk 1 models were eventually delivered. Re-equipment of three Bomber Command squadrons of the RAF with this version was completed in 1960.

In the late 1950’s, the Vulcan B.Mk 1 had her countermeasures suite revised, becoming the Vulcan B.Mk 1A. Soviet defense technology advanced to the point that operation of the Vulcans in their originally intended mode was now in danger. As such, the aircraft was fitted with chaff dispensers, a tail warning radar (“Red Steer”), a radar warning receiver, and jammers. Twenty-eight B.Mk 1s were converted in this fashion with conversions taking place from 1959 into 1963. B.Mk1A’s and the future B.Mk 2 models were clearly discernable thanks to the addition of the ECM gear in the tail cone.

The Vulcan B.Mk 1 was followed by the Vulcan B.Mk 2 with development beginning in 1955. The system featured a revised and lengthened wing (increased from 99 feet to 111 feet), new Bristol Siddeley Olympus 201 series engines of 17,000lb thrust engines (later production models would feature the Olympus 301 at 22,000lb thrust), updated electrical system, in-flight refueling probe, a reinforced undercarriage (necessitated by the addition of the new engines), the countermeasures suite in the B.Mk 1A upgrade above and overall improvements to the aircrafts performance. First flight of the B.Mk 2 prototype occurred on August 19th, 1958 with deliveries beginning two years later and making up 89 total production examples. The increased performance offered by the Vulcan B2 made it ideal for modification to carry the Blue Steel nuclear stand-off bomb. This weapon allowed the aircraft to launch its attack from outside the immediate missile defences of a target and thereby extended the effectiveness of the Royal Air Force’s airborne deterrent.

This mark entered service in July 1960, and at first remained a high-altitude bomber. By 1961, Vulcan Mk.2s were in service with No.27, 83 and 10 Squadrons. By 1966 these had been withdrawn as the entire force had by that time switched to low level operations using conventional bombs, with a TFR (terrain following radar) on the nose.

Avro Vulcan B.2 Article

Eight B.Mk 2 models were converted to Maritime Radar Reconnaissance platforms (B.Mk 2MRR)) and 6 more were modified as in-flight refueling tankers (K.Mk 2)).

Four Vulcan SR.Mk. 2 reconnaissance aircraft served with No.27 Sqn, and the force was being run down when in April 1982 Argentine forces invaded the Falklands. Several aircraft were converted as tankers in a crash programme by British Aerospace, while others were urgently equipped with bombs, new navigation systems, flight refuelling probes, and underwing pylons for ALQ 101 ECM pods and Shrike anti radar missiles. They bombed Stanley airfield in round trips exceeding 12870km (8000 miles).
The 1964 edition did Jane’s revealed that the Vulcan B2 could cruise at Mach 0.94 at 55,000 feet. Range hi/lo was 2,300 and 1,725 miles respectively.
Vulcans served as engine test-beds for TSR-2 and Concorde.
Production was completed in 1964 and a total of 134 were built at Avro’s Woodford, Cheshire plant, along with the two Type 698 prototypes.
The Vulcan series of bombers saw limited use in combat aggression. Vulcan B.Mk 1 model bombers were sent as an intimidation factor during the Malayan Insurgency. Beyond that, they were used to showcase the types reach to the Soviet Union by conducting regular global flights to and fro. Operations with American forces and other NATO allies were a common occurrence. The only true combat actions including the Vulcan came in the 1982 Falklands War between invader Argentina and responder Britain. Vulcan B.Mk 2 bombers were used in small numbers during the conflict and succeeded in providing Britain with an intimidating force – though actual damage caused to enemy ground forces from Vulcans were minimal. Regardless, the presence of the Vulcan was no doubt on the minds of Argentine ground forces. After the war of 1982, the Vulcan’s career as a dedicated bomber was all but over. Several were converted as an interim measure to fulfill a tanker role gap while the Vickers VC10 airframes were being modified for the job. Six such Vulcan B.Mk 2 models were converted for the role and became the Vulcan K.Mk 2. These Vulcans lasted until 1984 as the VC10s came online.

The last Vulcan squadron was disbanded in March 1984.

On 18 October 2007 Vulcan B.2 XH558 flew from Bruntingthorpe in Leicestershire after a decade long restoration.

Gallery

698 Vulcan Prototype
Engines: 4 x Rolls-Royce RA3 Avon, 6,500 lb.s.t.

Avro Vulcan B Mk.I
Engine: 4 x Bristol Olympus 101, 48952 N / 4990 kg / 11,000 lb
Length: 97.113 ft / 29.6 m
Height: 26.083 ft / 7.95 m
Wingspan: 99.016 ft / 30.18 m
Wing area: 330 sq.m (3,554¬sq ft)
Max take off weight: 170032.0 lb / 77112.0 kg
Max. speed: 556 kts / 1030 km/h
Service ceiling: 55003 ft / 16765 m
Range: 2608 nm / 4830 km
Crew: 5
Armament: 9525 kg Bomb.

Vulcan B.2
Engines: 4 x Bristol Olympus, 17,000 lb.
Wing span: 99 ft 0 in (30.15 m).
Length: 97 ft 1 in (29.61 m).
Height: 26 ft 1 in (7.93 m).
Max level speed: M0.94.

Vulcan B.Mk 2
Engines: 4 x Bristol Siddeley Olympus 301 turbojet, 20,000lbs thrust
Length: 99.90ft (30.45m)
Width: 110.99ft (33.83m)
Height: 27.17ft (8.28m)
Maximum Speed: 646mph (1,040kmh; 562kts)
Maximum Range: 4,598miles (7,400km)
Service Ceiling: 55,003ft (16,765m)
Armament:
21,000 lbs internal
Accommodation: 5
Hardpoints: 0
Empty Weight: 106,000lbs (48,081kg)
Maximum Take-Off Weight: 249,122lbs (113,000kg)

Vulcan B.Mk.2A
Engines: 4 x 9072 kg (20,000 lb) thrust Bristol Siddeley Olympus 301 turbojets.
Max speed: 1043 krn/h (648 mph) at 12190 m (40,000 ft).
Service ceiling: 18290 m (60,000 ft).
Range w/max.fuel: 6400 km / 3977 miles
Empty wt: 45360 kg (100,000 lb).
MTOW: 113400 kg (250,000 lb).
Wing span: 33.83 m (111 ft 11 in).
Length (with probe): 32.16 m (105 ft 6 in).
Height: 8,28 m (27 ft 2 in).
Wing area: 368.27 sq.m (3,964,0 sq.ft).
Crew: 5
Armament: up to 21 454 kg (1,000 lb) bombs; no defensive weapons.