Alan, My name is Don Hollm. My father, Ralph Hollm, worked for the department of Transport in Ottawa and we were living in an old white farmhouse at the end of the Uplands Airport runway from 1953 to 1955. They had expropriated the land but due to a recession they let DOT employees rent the houses for $10/month. My father and my twin brother were outside and I was inside with my mother who was peeling apples. I heard a huge bang and ran outside and vaguely remember parts falling from the sky. My father grabbed us, carried us inside and told my mother to hol us while he goes to try t help. We wanted to go but he wouldnt let us. He came back crying saying there was nothing he could do.I dont remember that date but apples would have been in the fall.
I thought I was three but couldnt find any uplands crashes in 1953, so it is possible it was 1954.
We moved from that house to 140 Beginia Ave in Ottawa by Billings Bridge so we could start school and I remember my father saying the day we moved or the day after a plane crashed across the railway tracks from out house. I started school at five years old which should have been Sept 1955, so we would have moved in late 1954 or early 1955.
I dont know the exact type of info you were looking for but at 72 yrs old my memory just holds pieces so I am telling you everything I can remember and hooe sime of it helps. You may also have facts that can jar more if my memory or I can ask my twin.
My memory is that the weather was nice. I thought it was clear and almost summer like.
This also makes me cry inside how you had to grow up without your dad, only knowing he was a hero.
Don Hollm
Don Hollm, e-mail, 08.08.2022 04:06
Alan, My name is Don Hollm. My father, Ralph Hollm, worked for the department of Transport in Ottawa and we were living in an old white farmhouse at the end of the Uplands Airport runway from 1953 to 1955. They had expropriated the land but due to a recession they let DOT employees rent the houses for $10/month. My father and my twin brother were outside and I was inside with my mother who was peeling apples. I heard a huge bang and ran outside and vaguely remember parts falling from the sky. My father grabbed us, carried us inside and told my mother to hol us while he goes to try t help. We wanted to go but he wouldnt let us. He came back crying saying there was nothing he could do.I dont remember that date but apples would have been in the fall.
I thought I was three but couldnt find any uplands crashes in 1953, so it is possible it was 1954.
We moved from that house to 140 Beginia Ave in Ottawa by Billings Bridge so we could start school and I remember my father saying the day we moved or the day after a plane crashed across the railway tracks from out house. I started school at five years old which should have been Sept 1955, so we would have moved in late 1954 or early 1955.
I dont know the exact type of info you were looking for but at 72 yrs old my memory just holds pieces so I am telling you everything I can remember and hooe sime of it helps. You may also have facts that can jar more if my memory or I can ask my twin.
My memory is that the weather was nice. I thought it was clear and almost summer like.
This also makes me cry inside how you had to grow up without your dad, only knowing he was a hero.
Don Hollm
Pete DeSmedt, e-mail, 29.01.2022 03:33
Stew. Bald Eagles named in respect of Big Ed Smith our CO. !!
Pete DeSmedt, e-mail, 29.01.2022 03:12
Hi stu. We served together at 3 otu. As a nav I also flew with bald eagles Paul diamond was pilot my early years were at st Hubert with 423 and 416 from 1956 to 59. After conversion to pilot I flew cf 104 at Baden and cold lake. I remember you very well! A nice surprise to hear from you take care. Pete
Darryl Pajot, e-mail, 15.10.2021 04:36
Hi Frank. I am in the process of writing a book on RCAF flight gear for historians and collectors alike. At this time, I do not have much information about the EWU. Do you happen to have any photos of yourself wearing your flight gear with this unit that I might be able to use?...with your permission, of course. Cheers, Darryl
Robert Healey, e-mail, 27.05.2021 00:22
i HAVE MADE CONTACT WITH THE OWNER OF A CF100Mk2 and he appears to be ok will selling it. I know he wants $ 50,000.00 and i am not to clear on the aircraft. it is on its gear and appears to be all there except for engines I am looking to some people who may be intrested but I am no expert on the aircraft so do not know what the actuall condition is
Tony Salotti, e-mail, 21.07.2017 04:30
There is a Facebook page that started July 15 17 called "Avro CF-100 Resurrection " .We started looking for a CF-100 that we can restore to flying status . This is going to take a lot of time and effort so if anyone can help us on finding a suitable candidate that is in good enough shape to fly again that would be greatly appreciated .
Thanks in advance Tony Salotti Innisfil Ontario
Alan Curtis, e-mail, 20.03.2017 17:35
My father was killed flying CF100 no-18117 out from Uplands 15th Oct 1954.He was based at Trenton .Anyone have any details of the crash?
Ian "Nip " Cumming, e-mail, 22.05.2016 08:24
just found this site ...I flew the Canuck with my nav Gordie Mitchell ( deceased ) at 413 Sqn in Bagotville '58-'60 .We won the Steinhart Trophy those 2 years.Great bunch of guys . Good a/c for the role we had...nice steady instrument platform but cold as hell in the cockpit in winter. Flying the F-86 Sabre with 439 sqn at #1 wing in France was a nice change.
Paul Scott, e-mail, 18.12.2015 22:31
I'd rate this, as ungainly and with ordinary performance as the Gloster Meteor and Javelin
Chris Thompson, e-mail, 17.04.2015 22:23
In 1956 while staring out the classroom window which faced what is now called the 148 hwy at Aylmer Que I spotted an airplane with black smoke billowing from behind. I yelled something like hey that planes going to crash and ran to the window with several other boys. The jet that I later found out was a CF 100 went by the scool with the black debris and roar asplit second after followed by a pop as our stern teacher forced us back to our desks and left the room. We wanted to run out and see what had happened but were kept'd the long half hour until the end of class. By this time hundreds of people were running up the highway to cut across Shaw's pasture up to the Feriss family farm where the aircraft went down. At 6 years old I knew there would be big trouble if I followed. So at 12 or 13 years of age while hunting for partridge and rabbits I came across a cutout in a cedar grove with a crater and nothing growing inside. an eerie numb feeling hit me as I stood realizing it was the crash site of the CF 100. I've recently found out that the name of the hero who stayed with his plane to save the lives of countless children, faculty and other citizens that day is Morley Charles Anderson. I will be looking to find his resting place to pay my respects and give my thanks. My thanks to the administrator of this site to allow me to share this experience from my life. Chris
Phil MacKenzie, e-mail, 01.03.2015 22:30
Spent the last week-end in Winnipeg - hangar flying with my uncle. Richard Keith flew CF-100's for 3OTU and 445 Squadron. Heard the story of the "Black Witch", and many others. He has published a book on his adventures - a copy of which is in one of the legions in Winnipeg. Also heard - from a different source, that years ago, a civilian started buying parts and pieces of decommissioned CF-100's. Ultimately, he pieced a CF-100 together, got it flying, and started taking it to airshows. I don't know if it was certified or not, but apparently it crashed at an airshow in the states. At the conclusion of the resulting enquiry - the Canadian military went round to as many CF-100's as they could find, and took a cutting torch to the wing spars - thereby ensuring that they wouldn't fly again.
Jerry, e-mail, 29.01.2015 04:11
For Peggy Walsh.The tail # 100788. It happened Oct.17/1973.I was 15 yrs. old and was staying overnight with my band mates at one of the band members house when we were awaken by a loud noise in the middle of the night.The house wa less than a 1/2 mile from 4 mile lake where the plane crashed.We went out early in the morning to see what had happened and when we walked up the road towards the lake we seen the military people along the shore with bags collecting debris.What I remember the most is seeing all the streams of tinfoil which I found out later was to fool radar.I remember the names of the crew Hunt&Campbell.I had friends with those surnames at the time.Hope this helps.
Don Wall, e-mail, 04.11.2014 20:01
I am with a publication called FYI, doing a story on the 60th anniversary of the first successful flight of the CF 100 and I am looking to connect with veterans who have flown it, including some of the gents who have written here. Anyone caring to talk, contact me at dwall@metroland.com.
Jim Ayres, e-mail, 14.09.2014 05:40
Spent 33 years as an AET 511 and totally enjoyed working on the CF100. The Orenda was a very good engine but we lost a few due to supercooling.Enjoyed the ground runs @ 97.5.Got to sand blast the squadron co's car during a ground run at Bagotville as the tarmac was sanded during winter.
Pamela Walsh, e-mail, 14.09.2014 03:54
My father, Jim Ayres (WO Ret'd), worked many years with the CF 100 as an Aero Engine Tech stationed at CFB North Bay. Unfortunately he was part of the recovery crew for the CF 100 crash at 4 Mile Lake in the 70's. He is having flash backs now at the age of 76 and having a difficult time remembering the first name of the pilot (Lt Hunt), navigator (Capt Campbell), the tail number and the exact date of the crash. If anyone can help my father put these pieces together it would be greatly appreciated. His email address is sampamken@fibreop.ca. Thank you Pam Walsh
Mike Lambert, e-mail, 17.05.2014 04:16
I have a lot of memories of the CF-100. I grew up an RCAF- "brat". In the late 50's my mother's best friend's husband, Kevin McNulty, was lost when the CF-100 he was ferrying from Canada to Europe went down over Quebec. They never found him. In high school at St Pat's in Ottawa in 1959 we were treated to a recruiting presentation by an RCAF CF-100 pilot who showed us films of the aircraft and the cockpit. I have never wanted something as much in my life as to be CF-100 aircrew, but my eyesight let me down. I spent my last two years of high school in 1961-63 at the RCAF school in Zweibrucken, Germany. I was treated to a daily feast of aircraft (the grade 13 classroom was about 200 yards from the 3(F) Wing flight line)but alas it would never be for me. I still remember seeing the CF-100's in their camouflage livery departing in pairs, wondering where they were going and if they'd ever come back (it was the height of the Cold War and tensions were high). My love of flying has never waned - I have been a private pilot since college. I have been a flight simulator enthusiast since the days of the Tandy computer, and over the last couple of years have learned how to construct "virtual" aircraft for the flight simulator. Guess what my first major project was? Yes, I have finally had the joy of flying a CF-100 (of my own making), scrambling from the Zulu hanger at the south end of runway 32 at RCAF Stn Uplands and making a long nighttime intercept to keep the "true North strong and free".
Don Hobbs, 04.03.2014 05:16
Attended the Air show in London Ontario as a kid in 1958. Watched the crew members prepare for taxing and takeoff and then left the passenger terminal to view the fly past . As the 3 or 4 ,CF-100's flew over the airport , one began to disintegrate and crashed .One of the crew members ejected but the seat came down on the chute .Both the pilot and navigator perished.One of the crew members was a Mr. Sparrow but I don't recall the name of the second crew member . It was a horrific s experience especially for an 11 year old kid. I don't know if any surviving CF-100s are airworthy or could be restored to operational status but it would be great to see one flying again.
rogerlux, e-mail, 04.01.2013 08:51
Indeed the "Canuck" was a very interesting a/c.- I would like to know if it ever used the Orenda 17 with PC, any comments on that?
John Coleman, e-mail, 24.09.2012 17:14
There's a Clunk/Lead Sled/Kerosene Canso in the hangar at Canadian Warplane Heritage Museum in Hamilton [a black Mark 5] and if you're nice we'll let you sit in it. It's on loan to us from the National Aerospace Museum in Ottawa, one of our major sponsors.
Darel Jackman, e-mail, 11.06.2012 00:22
I worked as an Armament systems tech from 1957 to 1965 our famous clunks at. Comox 57 to 59 and 4 Wing 59 to 63 when. 419 was disbanded. Retun to Bagotville where I converted to CF101 until my 10 year ended in Dec 65. I worked for CN Tel. For 5 years and finished my Tel time as a Microwave tech. And then moved to BC Tel for 30 years. I am retired in Kamloops B C. Since 2003. I really enjoyed my RCAF ten years.
Stewart Pollock, e-mail, 26.03.2012 22:11
I was on class 13 at North Bay OTU. Our welcome to North Bay was the night the crew landed short, broke off the main landing gear and plowed into the line of parked aircraft then burst into flames. Transferred to Bagotville 432 Sqdrn at end of training. Transferred to Cold Lake in 1957 as flight instructor. Flew with a fomation there called Bald Eagles. We had a lot of fun. Ended up with over 1000 Hrs on the CF. I hate the word "CLUNK". I am disappointed that the CF did not get as much recognition or publicity as the F-86 or Voodoo. We flew in some amazingly bad weather, day or night. We had a "blue instrument rating" so set our own limits. Ended my career on 767 to Europe. Still have a small Grumman and building an RV-10. Any of my old comrads still alive and kicken' it would be great to hear from you
Al Kucinskas, e-mail, 04.02.2012 01:07
I flew the CF-100 out of Ottawa in 1056-58 and was lucky enough to get on 2 Ferry trips to Europe. Once we ferried the Clunks to the Wings in Europe, the other one was to Belgium after they had bought some of our Airplanes. It was not a fighter a/c but the best a/c in the world for the role it was designed for....Loved the old girl...
Frank Russell, e-mail, 12.01.2012 08:42
Did a tour on Mk5s with my Nav, Roy Wolf on 428 Sqn at Uplands with many of the finest people.Also with the EWU at St huberts with the "BONEYARDS" -----
Dave Stern, e-mail, 18.07.2011 10:15
Greetings; great inside information here and very nice site. I'm US member of AAHS and preparing an article on the Canuck from American perspective. Mr. AJ Patterson would be great to gain data on CF-100 intercepts of our B-36s radar bombing Canadian cities, and intercepts of other SAC-TAC planes...B-57s?? Ok. I need at least one-two photos of Canucks formating on our bombers. Credit will be given. Also, photo or two of Orenda engine change in the Canuck. Anybody interested in what will be a respectful and quality write? Good fortunes and have a good day. D Stern Renton, WA
Dave Stern, e-mail, 18.07.2011 10:15
Greetings; great inside information here and very nice site. I'm US member of AAHS and preparing an article on the Canuck from American perspective. Mr. AJ Patterson would be great to gain data on CF-100 intercepts of our B-36s radar bombing Canadian cities, and intercepts of other SAC-TAC planes...B-57s?? Ok. I need at least one-two photos of Canucks formating on our bombers. Credit will be given. Also, photo or two of Orenda engine change in the Canuck. Anybody interested in what will be a respectful and quality write? Good fortunes and have a good day. D Stern Renton, WA
Gary Giles, e-mail, 12.06.2011 00:26
My father S/L (Joe) Giles flew the CF-100 as a Pilot while stationed at CFB Comox, 409 Squadron, subsequent to that stationed at CVHQ in Ottawa, he kept his hours up at CFB Rockliff
Gary Giles Victoria, BC
Ted Ross, e-mail, 21.05.2011 19:33
I first met the CF100 at RCAF Station North Bay, Ont. Tail Numbers 08,09 &10 were assigned to #3 OTU. When 445 AW(F)Sqn was formed on April 1, 1953 I was the first AETech posted to the new Sqn. Ollie Karkkainen was the first AFTech. We stayed with 445 until Oct/Nov 1959 at Marville France. The first Mk 3 on 445 was 030 and we borrowed 028 from #3OTU. I have nothing but fond memories of those days with 445. The Orenda Engines were reliable and I got to recognize every sound they made. I could write a book, but not now. Ted Ross, Miramichi, N.B.
Ken Penny, e-mail, 19.05.2011 08:53
As a backseater ended up with 2263 hours straped to a Martin-Baker ejection seat. With 432(Mk 4b & Mk5), 423 (Mk 4b)squadrons and finaly with EWU & 414 EW Squadron (Mk 5D). For a Nav the EW had to be the ultimate tour. Never once had to use the Martin-Baker. The 'Clunk' proved most reliable. Great EW platform.
CHRISTIAN, e-mail, 16.03.2011 02:59
I TRY TO FIND INFORMATION ABOUT A CRASH OF 2 CF 100 IN 1960 DECEMBER IN QUEBEC PROV THANK YOU
Gordon Wilson, e-mail, 14.03.2011 14:26
I flew the CF-100 with 414 Squadron from 1972 to 1974 in Ottawa and North Bay. I have written a book, to be published in June, called "NORAD and the Soviet Bomber Threat". See "WWW.SPARKSINTHENIGHTSKY.COM". Publisher changed title for marketing and internet reasons! YOGI 20
Dick Longman, e-mail, 14.03.2011 03:58
Correction to previous post. The CF-100 was a MK V. I was a Armament Systems Tech and had to have Decompression testing at RCaf base Moncton to fly backseat. On return to St Hubert, i flew back seat several flights to test intercept radar to figure out reported problems that were no detectable on the ground. I did a couple of AI's on AC flight's (but we broke off a few miles away).
Dick Longman, e-mail, 14.03.2011 03:36
I was in the back seat of a CF-100 doing a pressure test on the intercept radar transmitter box. We made it up to 48,000 feet (9 miles), we were mushing along with nose up about 15 to 20 degree to maintain altitude (we were pushing the limit of the the Mk IV) doing about ~500 knots. My flight was with Pilot F/O Hostyn in RCAF 425 Sqn CF-100 Mk IV #18589 on 25 July 1956. It was quite risky as the CF-100 was known to lose pressurization time to time. Anyway F/O Hostyn told me that "If you hear a loud bang force your oxygen mask against your face and blow like hell to save your eardrums." Fortunately the seals held.
Mike Lambert, e-mail, 28.01.2011 04:44
I was an RCAF brat whose ambition in 1961, when I went ROTP, was to fly the back seat of the Clunk, but my eyes weren't good enough for aircrew so I ended up flying a computer in the "hole" at North Bay and later at AFHQ.
Recently, reading the history of the aircraft, I was wondering why it was never fitted with the Sidewinder. Does anybody know?
Fred Monteith, e-mail, 26.01.2011 22:59
I flew in the back seat of the CF-100 on 414 EW Squadron from July 69 until August 74 when I retired. It was one of the best jobs I had during my Air Force career. We flew as the NORAD target force and covered North America and more. I totaled 1141 hours on the Clumk in five years including one flight of 4 hours and fifty minutes. In that time I never experienced an engine failure. It's interesting that my first tour was on the AVRO Lancaster and my last on the AVRO Canuck.
Roy Payne, e-mail, 20.01.2011 19:18
The CF-100 (Clunk) was a significant player in my Air Force career. Started as an airframe tech in North Bay 1955,3 OTU with the Mk 3 duals then the Mk 4a and Mk 5 with 433 Sqn. On to 2(F) Wing, Grostenquin, France and the Mk 4 with 423 Sqn. Return to Borden and used CF-100s as training aids. Eventually posted to CFTSD at Orenda Engines as a Quality Assurance Rep then back to North Bay as an Engineering Officer with 414 Electronic Warfare Squadron. After a 22 year association with the CF-100 I was posted to NDHQ in 1977. Many stories in my memory bank, not all good but all interesting.
O. Greer, e-mail, 19.01.2011 18:55
There is an intact example on a cement pedestal in Haliburton On. Canada.
Stephen Lowry, e-mail, 23.12.2010 03:47
Hi John Calvesbert - and thank you for asking, but no, dad flew CF-100s solely with 445 Squadron at Marville (except for a very brief stint with 445 when they were stationed at Uplands, Ottawa).
Perhaps you recognize his name from one of the following: He had previously flown Sabres with 430 Squadron in North Bay before being flying 50 combat missions in Korea with the USAFs 25th Fighter Interceptor Squadron at K-13 (Suwon)and was subsequently awarded the USAF Air Medal.
When CF-100 squadrons disbanded on December 31,1962 he became Marville's Deputy Chief Operations Officer.
Posted back to Canada in 1964 he took various nuclear weapons courses (one interestingly enough at Lowry Air Force Base, Colorado)and became a safety inspection team leader(the 2 Bomarc sites, CF-104s in Europe and CF-101 bases in Canada)for the Department of Nuclear Warfare until he retired in 1974.
John Calvesbert, e-mail, 20.12.2010 21:56
Stephen Lowry. Did your dad fly with the moose, (419 Sqdn), in Germany in the early sixties. The mane is familiar. John Calvesbert. Calvesbert@sympatico.ca
M.D.Saunders, e-mail, 18.12.2010 21:57
The EWM Duxford England keeps one that was evaluated by the RAF. One also in Bruxelles.
Don Daley 423 4B, e-mail, 18.12.2010 05:38
Did over 1000 hrs and it brought me home every time. great machine.
Greg Stevens, e-mail, 07.12.2010 08:38
A wonderful and never-to-be-forgotten experience. As a young just married pilot at North Bay with a young just married Obs, Don Frederick and I flew hundreds of hours together in a great machine, 1958-1961. Best wishes from Halfback 10
Al (Benny) Goodman, e-mail, 07.12.2010 06:55
Graduated Course #3 CF100 School in North Bay 2nd March 1953.Remained with #3AW(F)OTU as Chief Ground Instructor (Electronics) & rewrote the handbook, was sqdn crash officer as well. Left to civy life in Oct. 54. All weather Nav/Rad. Greatest thrill, back seat with Tony Gunter-Smith.
Mac McKay, e-mail, 23.09.2010 18:24
Sam Burton was a Navigator on CF 100's, a Blue Noser from Digby NS, met him in Florida a couple years ago Had some tall tales regarding the lead sled..hell of an airplane, and a lot of fond memories.
AJPatterson 409Sqn 1958, 25.03.2010 11:07
This post is more about operating with the "lead sled". To show a bit of our operation when pilots still had freedom to choose. A really fun aircraft, had 996 hr. which is about 500 missions in 3 years. So stable it would almost trim hands off for a GCA. In 1958 6600# thrust was still awesome power for a frontline fighter. Once I struggled to near coffin corner @ 50,000' with a low fuel 4B, rolled it over, popped the fences and let it fall through. Radar control asked for a repeat when I called over penetration @ 50,000' Black Hawk Sqn worked a lot with the USAF and USN. Nothing like your Alt. reading minus 200 as you manoeuver & penetrate a USN convoy over the Pacific. Red & green flares showed simulated hits and misses of their guns. We took on anything from the Rocky Mtn. valleys to B57 at 46,000' from the Aleutians. Usually our runs were against B36, B47, B52. Imagine flying through a cell of 4 B52. Only once did the CO suggest a silk landing @ base due no nose gear. I declined the offer and put it down with only very minor damage to the radom. The engines were dependable but your first compressor stall was an unforgetable experience, as everything shook or howled. A really great toy for a 20 year old pilot in 1958. Fantastic memories. If JB Hagen is "Barney" from 409 Sqn and United Airlines, I say Hi.
KR McKenzie, e-mail, 11.03.2010 04:38
Any of you guys who flew the CF-100 know Harv Clark? He was at one time the oldest fighter pilot in the RCAF.
Stephen Lowry, e-mail, 22.02.2010 03:53
Mr. Foster:
Just saw your posting on the Avro Canada site.
Perhaps you knew of my dad, S/L Bob Lowry.
I have his log book and some photographs which may be of interest to you.
Steve Lowry Ottawa
p pattison, e-mail, 05.02.2010 23:42
The gunpack was a nightmare.The extraction pin would jam and hours could pass before repaired. I was an airframe tech.so it was a nightmare hydraulicly as well. no good memories for me.
Butch Foster, e-mail, 23.01.2010 01:57
flew Mk4bs At Marville 445Sqn 58 to 61,ThenEWU 61to65. We received a Mk5 out of storage and test flew it to 55000ft. Thesame a/c After tiptanks to 57500ft, Stupid of me But it Proofedthe effectiveness of the the tiptanks. Also, With Bud Jenks a Mk4c For 5hrs&5min fromT/o toT/D &shutdown with 700# a side nonstop, Its agood thing I was toyoung and stupid to be scared!
Dave Stern author, e-mail, 17.09.2009 05:24
Greeitngs. Quality site and "Clunk" sstory. I once sat in cockpit of CF-100 research visit to Thule AB 1962-1963 winter of, and got my photo taken by maint. troop. It will be included in a quality and friendly story of the Canuck for AAHS Journal...American Av. historical Society. Anybody with unusual or rare Canuck pics wish to share for credit/and or trade for same from my large av photo collection, please do contact me. Thanks and good fortunes.
Jock Williams, e-mail, 07.04.2009 17:13
I flew the CF100 (Mk 5, electronics warfare version) for about 600 hrs in the late 1960s. It was a superb aircraft! As an example it cruised at Mach .82 using only about 85%rpm on both engines. Obviously this meant we had a bunch of excess power for manoeuvering. It was a wonderful aircraft to fly on instruments and quite manoeuverable for such a large airframe. One slight problem (I jest) is that in supercooled water droplets the engines could develop "tip rub" and grind to a halt. I once force landed in Fort Wayne Indiana with an engine that failed for this reason -and on runup prior to takeoff after the engine change the remaining engine failed. This meant that I had been within about 20 seconds of a second engine failure and a nylon letdown! Fortunately engine technology improved -but the Orenda -when it was working) developed an impressive amount of thrust without afterburner. As a test pilot I got to do aerobatics with it -and it was really good. Also -we had the opportunity as young pilots to fly with some of the best navigators in the world. I would give a lot for one more hour in a "Clunk"!
Jock Williams (ex 414 Sqn)
L Rudnicki, e-mail, 03.04.2009 02:39
Main wing spar was weak under engines, big trouble at high G. Rear seat ejection couldn't be reached once canopy was blown. A few remain in Canada sitting on a stick.(tricky landing)
JB Hagen, e-mail, 22.05.2008 02:08
The line drawing is of the Mk. 4 CF-100, with rocket pods and an 8, 50 mm. gun pack. The Mk. 5 CF-100 had 3 foot wing extensions, along with extended horizontal stabilizer, all for better high altitude handling. The Mk. 5 did not have the gun pack, just 58 2.75" rockets.
