The finalized C-105 design was given the delta-wing shape with high-mounted, heavily-swept wings and a single, large-area vertical tail fin. The fuselage utilized a tubular forward section with extended nose cone and a slab-sided central portion. The cockpit incorporated two positions in tandem with heavy framing along the forward canopy and minimal windows at the rear position. The twin engine arrangement utilized two rectangular intakes seated to either side of the exterior cockpit wall and nearly ran the length of the entire design. A conventional tricycle landing gear arrangement was used though the main legs - with their twin-wheeled design - required some engineering expertise to fit into the thin wing assemblies. These retracted inwards towards the fuselage centerline. The main leg sat under the cockpit flood and retracted forwards into the design. The crew of two consisted of the pilot and a radar operator. The radar was housed in the nosecone. Overall, the CF-105 proved an exquisite design and a feat of Canadian aviation engineering, incorporating many modern methods and the latest in technology. Due to the expected high speeds of the aircraft, thusly generating heat, titanium surfaces would be used as well as magnesium.
In March of 1955, the RCAF commissioned for five C-105 aircraft under the formal designation of CF-105 "Arrow" to begin with the "Arrow Mk.1" variant representing a developmental form. The Mk.2 would become the initial operational-quality forms with their true engines (the Orenda "Iroquois" TR.13) and Fire Control System (FCS) included. Some 35 Mk.2 aircraft were expected.
Movement on the CF-105 proved a contrast to the years of design, testing and development witnessed in the preceding CF-100 program. The first Arrow to roll off the assembly lines became prototype "RL-201" in October of 1957 though this Mk.1 airframe was fitted with the lower-powered Pratt & Whitney J75 engine when other developmental powerplants fell through and the Iroquois was still being formalized. The formal unveiling of the CF-105 was also intended as a huge public affair but the successful launch of the Soviet satellite "Sputnik" removed most of the attention away from the Canadian effort. Delays then greeted several of the proposed internal systems which only added to the ballooning cost of the CF-105 program. First flight was achieved on March 25th, 1958 and proved the design, on the whole, aerodynamically sound. Successive tests then followed to which the Mk.1 officially broke the sound barrier in its third flight. It had reached a maximum speed of Mach 1.98 while flying at 50,000 feet. Four additional Mk.1 models followed. Over the months of testing, a major issue arose with the complex main landing gear leg arrangement. The design relied upon the two main, inline wheels to fit into the rather thin wing assembly and this necessitated that the gear rotate before settling fully into the thin delta wing design - complicating design and construction. After addressing several key issues, the five CF-105s were moved out of the AV Roe internal company test program and forwarded to official Canadian military trials set to begin in 1959.
Despite it promising results, the expensive CF-105 program began to draw fire from the new Progressive Conservative government coming into power (following the outgoing Liberals) despite it delivering thousands of jobs to Canadian industry. The new government formally moved on a deal with the United States to share the capabilities of NORAD across North America, serving as a dedicated air-defense network against Soviet attack. Ballistic missiles were now en vogue and the Soviet's achievement in space began to minimize the threat from conventional bomber aircraft at this point, in turn minimizing the usefulness of an expensive interceptor program such as the CF-105. At its core, the CF-105 was designed to intercept conventional bombers through quick response times and applicable weaponry and not counter incoming nuclear ballistic missiles launched an ocean away.
In August of 1958, an official request to cancel the CF-105 was put forth, essentially signaling the beginning the end of the CF-105 dream. Its formal cancellation then occurred on February 20th, 1959, terminating thousands of jobs dependent on the program. Canada would once again become reliant on its American neighbor for its aircraft stable and moved on procuring dozens of McDonnell F-101 aircraft in 1961 to fill the void (as the CF-101) . The type was fielded across three RCAF interceptor squadrons though, interestingly enough, it was initially rejected by the RCAF years prior.
As it stood, only five Arrow prototypes were ever completed (as well as one incomplete Mk.2, the "RL-206") and it is estimated that its cancellation touched some 50,000 total jobs - approximately 80% of Avro Canada - and permanently damaged the Canadian aerospace industry for decades. Data collected during its development was used in other future delta wing designs so not all was lost. However, all airframes were ordered scrapped and little physical evidence of the Arrow exists today (a nose section of one prototype exists at the Canada Aviation and Space Museum in Ottawa, Ontario, Canada). During development, officials did attempt to sell their Arrow product to top foreign Western powers but this initiative fell to naught, further damaging the program's long-term reach. Hawker Siddeley eventually ended the Avro Canada brand in 1962.
As completed (Mk.1), the Arrow was given a length of 77 feet, 9 inches with a wingspan measuring 50 feet and a height of 21 feet, 2 inches. The airframe managed an empty weight of 49,000lb with a maximum take-off weight nearing 68,600lb. The installed Pratt & Whitney J75-)-3 turbojet offered up to 12,500lb of dry thrust each and 23,500lb of thrust each with afterburner engaged. Performance specifications included a maximum tested speed of Mach 1.98 though it was always understood that the aircraft would have operated at speeds beyond Mach 2.0. Cruising would have been done around the 600 mile per hour range. Internal fuel volume allowed for a combat radius of 410 miles. Armament would have revolved around up to 4 x AIR-2 Genie unguided nuclear-tipped rockets or as many as 8 x AIM-4 Falcon or 3 x AIM-7 Sparrow II guided missiles (both missile projects eventually seeing cancellation as well). Tracking and engagement would have been managed through the Hughes MX-1179 Fire Control System (FCS).
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