a reply to: Trillium
"Although no major problems were encountered during the initial testing phase, some minor issues with the landing gear and flight control system had
to be rectified. The former problem was partly due to the tandem main landing gear[Note 1] being very narrow, in order to fit into the wings; the leg
shortened in length and rotated as it was stowed. During one landing incident, the chain mechanism (used to shorten the gear) in the Mark 1 gear
jammed, resulting in incomplete rotation. In a second incident with Arrow 202 on 11 November 1958, the flight control system commanded elevons
full down at landing; the resulting reduction in weight on the gears reduced the effective tire friction, ultimately resulting in brake lockup and
subsequent gear collapse.[5"
"Canada unsuccessfully tried to sell the Arrow to the US and Britain. The aircraft industry in both countries was considered a national interest and
the purchase of foreign designs was rare.
Nevertheless, from 1955 onwards, the UK had shown considerable interest in the Arrow. Desiring a high-performance interceptor like the Arrow, the RAF
began the F.155 program in 1955, projecting a service entry date of 1962. As the program continued, it was clear the aircraft would not be ready by
that date, and attention turned to interim designs that could be in service by the late 1950s to cover this period. At first, consideration was given
to a "thin-wing" version of the Gloster Javelin that would provide moderate supersonic performance, along with the extremely high performance but
short range Saunders-Roe SR.177."
"Procurement of the Arrow from Canada, and setting up a production line in the UK, was studied, the unit price per aircraft built in the UK being
estimated at £220,000 each for a production run of 100 aircraft, as opposed to the estimate of £150,000 per aircraft for the thin wing Javelin.
The CF-105 would serve as a stopgap until the UK's F.155 project came to fruition, but with the F.155 due in 1963 and the Arrow not likely to reach
the RAF before 1962, there was little point in proceeding."
"The infamous 1957 Defence White Paper, described as "the biggest change in military policy ever made in normal times", led to the cancellation of
almost all British manned fighter aircraft then in development, and completely curtailed any likelihood of a purchase. In January 1959, the UK's
final answer was no; Britain countered with an offer to sell Canada the English Electric Lightning."
"In the US, the 1954 interceptor was well underway, and would ultimately introduce the Convair F-106 Delta Dart, an aircraft with many similarities to
the Arrow. More advanced designs were also being considered, notably the Mach 3 Republic XF-103, and by the time the Arrow was flying, the much more
advanced North American XF-108. Both of these programs were cancelled during the mock-up stage, as it was believed the need for a manned interceptor
of very high-performance simply did not exist as the Soviets were clearly moving their strategic force to ICBMs. This argument added weight to the
justification of cancelling the Arrow. In 1958, Avro Aircraft Limited president and general manager Fred Smye elicited a promise from the USAF
to "supply, free, the fire control system and missiles and if they would allow the free use of their flight test centre at... Edwards AFB.""
The Arrow's cancellation was announced on 20 February 1959. The day became known as "Black Friday" in the Canadian aviation industry. Diefenbaker
claimed the decision was based on "a thorough examination" of threats and defensive measures, and the cost of defensive systems. More
specifically, the cost would have needed to be amortized over hundreds of manufactured models. At the time the trend was "away from conventional
bombers" that the Avro Arrow could intercept and "towards atmospheric weapons like intercontinental ballistic missiles", according to Global News.
As a result, the foreign demand for the Avro Arrow had declined substantially. Canada's alternative to the Arrow was to purchase some American
McDonnell F-101 Voodoo interceptors and Bomarc B missiles.
The decision immediately put 14,528 Avro employees, as well as nearly 15,000 other employees in the Avro supply chain of outside suppliers, out of
work. Declassified records show Avro management was caught unprepared by the suddenness of the announcement by the government; while executives
were aware that the program was in jeopardy, they expected it to continue until the March review. It was widely believed during this lead-up to the
review, the first Arrow Mk II, RL-206, would be prepared for an attempt at both world speed and altitude records."
Within two months of the project cancellation, all aircraft, engines, production tooling and technical data were ordered scrapped. Officially, the
reason given for the destruction order from cabinet and the chiefs of staff was to destroy classified and "secret" materials used in the Arrow and
Iroquois programs. The action has been attributed to Royal Canadian Mounted Police fears that a Soviet "mole" had infiltrated Avro, later
confirmed to some degree in the Mitrokhin Archives."
Following the cancellation of the Avro Arrow project, CF-105 chief aerodynamicist Jim Chamberlin led a team of 25 engineers to NASA's Space Task Group
to become lead engineers, program managers, and heads of engineering in NASA's manned space programs—projects Mercury, Gemini and Apollo. The
Space Task Group team eventually grew to 32 Avro engineers and technicians, and became emblematic of what many Canadians viewed as a "brain drain" to
the United States.[97"
Among the former Arrow team engineers to go south were Tecwyn Roberts (NASA's first flight dynamics officer on Project Mercury and later director of
networks at the Goddard Space Flight Center) John Hodge (flight director and manager on the cancelled Space Station Freedom project), Dennis Fielder
(director of the Space Station Task Force, later the Space Station), Owen Maynard (chief of the LM engineering office in the Apollo Program Office)
and Rod Rose (technical assistant for the Space Shuttle program). Many other engineers, including Jim Floyd, found work in either the UK or
the United States....."
It seems the engineers of the arrow lost their jobs and the US hired them. Why is The US to blame?
edit on 3-5-2019 by Onlyyouknow because: (no reason given)