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Avro Canada C102 Jetliner

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Avro Canada
IndustryAerospace
Founded1945
Headquarters
Toronto
,
Canada
ProductsAvro Canada C102 Jetliner


Template:Use Canadian English

Template:Infobox aircraft

The Avro Canada C102 Jetliner was a Canadian experimental medium-range turbojet-powered jet airliner created and manufactured by Avro Canada. The designation "Jetliner" was derived as a contraction of "jet airliner," a phrase still commonly used to describe jet-powered passenger planes.

The Jetliner's development began following Rolls-Royce’s advancement of the Rolls-Royce Avon turbojet engine and the interest expressed by Trans-Canada Airlines (TCA) in operating a jet-driven airliner. By April 1946, specifications were set for a twin-engine aircraft capable of seating a minimum of 36 passengers with a range of approximately 1,200 miles (1,900 km). Avro Canada initiated the project under a fixed-price agreement that notably restricted sales exclusively to TCA for three years. After doubts about the contract’s viability surfaced, TCA withdrew from the program in 1947; however, political and engineering support from C. D. Howe soon emerged. Due to concerns over the Avon engine’s availability, the design shifted to incorporate four Rolls-Royce Derwent engines instead. Besides commercial applications, several military adaptations were proposed for the Jetliner, including roles as a crew trainer, for aerial reconnaissance, cargo transport, and paratrooper deployment.

The Jetliner took to the skies for its inaugural flight on 10 August 1949, making it airborne just thirteen days after the British de Havilland Comet, thereby becoming the world’s second purpose-built jet airliner. Both were preceded by the Nene Lancastrian and the Nene Viking, which were piston-engine airliners converted to jet propulsion. The aircraft was deemed appropriate for high-traffic routes along the eastern United States corridor and attracted significant attention, including from industrialist Howard Hughes, who proposed licensed manufacturing. Interest also came from at least six commercial airlines alongside inquiries by both the United States Air Force and United States Navy.[1] At one stage, plans scheduled its entry into service for October 1952. Nonetheless, delays in Avro Canada’s all-weather interceptor program—the CF-100 Canuck—led to a directive from C.D. Howe in 1951 ordering cessation of all work on the Jetliner project. Despite this mandate, test flights of the sole completed Jetliner prototype persisted until December 1956, after which it was dismantled and scrapped.

Background and early work

In 1945, Trans-Canada Airlines (TCA) initiated investigations into several aircraft projects under the leadership of Jim Bain, who was then the superintendent of engineering and maintenance. Collaborating with TCA, Avro of England—recently having acquired the Victory Aircraft "shadow factory" in Toronto—proposed a design featuring four Armstrong-Siddeley turboprop engines, later identified as the Armstrong Siddeley Mamba.[2] This engine configuration was contemporaneously employed in the British Armstrong Whitworth Apollo airliner. During the autumn of 1945, Bain visited multiple aircraft manufacturers and Rolls-Royce in England, where Ernest Hives, head of Rolls-Royce Aero Engine, persuaded him that the AJ65 axial-flow turbojet engine—subsequently named the Avon—was ideal for his envisioned aircraft. Upon returning to Canada, Bain firmly advocated for a twin-engine plane powered by these engines as the sole acceptable option for TCA.[3][2]

In the following months, Avro and TCA collaborated to finalize the specifications, which were formally approved on 9 April 1946. The requirements outlined a 36-seat airplane capable of cruising at 425 miles per hour (684 km/h), with a range of 1,200 miles (1,900 km), an average leg length between stops of 250 miles (400 km), and a maximum nonstop flight distance of 500 mi (800 km).[1] The discrepancy between maximum range and airport separation was intended to accommodate a 45-minute holding pattern plus diversion to an alternate airport located 120 miles (190 km) away under a 20 mph (32 km/h) headwind. The aircraft also needed compatibility with existing runways at least 4,000 ft (1,200 m) long. The payload was set at 12,700 lbs with seating for 50 passengers.[4][1]

The contract included several provisions that now appear highly unconventional. Despite TCA’s prior experience with Ministry of Transport contracts and Bain’s own recommendation favoring cost-plus contracts to mitigate cost overrun, TCA insisted on fixed pricing for both development and production phases—establishing a firm price of C$350,000 per aircraft. Moreover, Avro was restricted from marketing the aircraft to other airlines for three years; after this period, if any sale occurred below C$350,000, Avro was obliged to reimburse TCA for the difference. Throughout a one-year testing phase following delivery of the first unit, Avro bore all expenses—even when carrying paying passengers. Jack Dyment, chief engineer at TCA, remarked that having Avro cover testing costs would "allow us to acquire operational experience with jet aircraft without facing costly trial-and-error consequences."[5]

Design modifications

In 1947, Avro's president, Fred Smye, informed Herbert James Symington of TCA that fulfilling the fixed-price contract was no longer feasible. In reaction, Symington withdrew from the initiative. Subsequently, C. D. Howe intervened by providing $1.5 million to sustain the project, albeit with a reduced timeline.[6] Around this period, Rolls-Royce notified Avro that the civil certification for the Avon engine could not be assured in time for the Jetliner’s debut, which would consequently increase operational and maintenance expenses. Despite these setbacks, Avro proceeded with its jet development, opting to install four Rolls-Royce Derwent engines instead of the originally planned two Avons.[5][1] Chief Designer James C. Floyd was disheartened by these changes but acknowledged several benefits of switching to a four-engine configuration. A key advantage was that in the event of an engine failure, only 25% of thrust would be lost rather than 50%. Initially, asymmetric thrust necessitated a powered rudder to counteract yaw during an engine outage; however, with four engines, the resulting yaw was minimal enough to be managed easily using manual trim controls.[7] Additionally, although the four-engine setup delivered greater total thrust, it came with a 13 percent increase in fuel consumption.[1]

File:Rolls Royce Derwent Jet Engine.jpg
Rolls-Royce Derwent engine installed in the Avro Jetliner

While sharing some visual similarities with the jet-powered Avro Tudor models 8 and 9—the former having flown under jet power in 1948 and the latter evolving into the experimental Avro Ashton first flown in 1950—Floyd’s design was intended from inception as a commercial jet airliner.[8][1] Several components of the aircraft such as fuselage frames, engines, and landing gear were initially planned for manufacture in the United Kingdom; company representatives publicly declared that mass production would primarily rely on a Canadian-based supply network.[9] Throughout the late 1940s, fewer than 80 individuals comprised the design team.[9]

The revised design was unveiled in October 1948, while TCA responded earlier in February with their own modifications. They requested a cruising speed of 500 mph (800 km/h) and increased fuel capacity to support longer diversions. Meeting these new criteria was believed to require adopting a swept wing, which would have entailed a comprehensive redesign of the entire aircraft.[1] In April 1948, Gordon McGregor assumed TCA’s presidency and expressed reluctance to be the first airline operating a jet aircraft.[1] Despite TCA’s growing hesitance, Avro continued development and shifted focus toward international clients, particularly within the United States.[1] On 1 November 1948, Aviation Week featured an extensive article on the Jetliner;[9][7] by this stage, delivery was slated to commence in May 1952 with service entry planned for October,[10] positioning it six years ahead of the Boeing 707, which entered service only in October 1958,[10] and more than eleven years before its short-field rival, the Boeing 727. Its capability for short-field operations surpassed that of the Sud Aviation Caravelle while maintaining similar passenger capacity.[10]

Various configurations were proposed including models seating 30, 40, or 50 passengers as well as specialized versions accommodating 52 and 64 paratroopers; additionally envisioned were high-altitude medical laboratories, photo reconnaissance, cargo carriers, and crew trainers.[11] Both the United States Air Force and United States Navy were considered potential operators of militarized variants.[1] The USAF showed interest by inviting Avro’s engineers to Wright Field in Dayton, Ohio to evaluate its suitability for crew training roles. Due to its relatively high cruise speed and altitude capabilities comparable to contemporary strategic bombers, at one point funds were reportedly allocated by the USAF for acquiring twenty Jetliners intended for pilot and bombardier training.[1] There was even consideration that this aircraft could be modified into an aerial refuelling tanker.[1]

Flight testing

File:Avro Jetliner.jpg
Avro Canada Jetliner airborne, 11 March 1950

In early 1949, initial taxi trials began using the first prototype, CF-EJD (-X). During these high-speed taxi runs, multiple tire blowouts occurred, largely due to the absence of the planned anti-skid braking system. Moreover, these tests had to be conducted on a shorter runway than originally intended because the Department of Transport unexpectedly closed the longer runway for maintenance at the last moment. These circumstances contributed to delays in the aircraft's inaugural flight, which eventually took place on 10 August 1949—just 25 months after design work commenced and only 13 days following the maiden flight of the de Havilland Comet. On its second sortie, dated 16 August, a failure in the landing gear extension forced the Jetliner to execute a belly landing. Fortunately, the resulting damage was minimal, allowing flight operations to resume within three weeks. Apart from this incident, the remainder of the flight testing phase progressed without major issues.

During a November 1949 inspection of the prototype, the servo rudder was removed after being judged unnecessary; however, servo elevators were maintained to assist handling under extreme center-of-gravity conditions. Around this period, Delos W. Rentzel from the United States Aeronautics Administration publicly expressed enthusiasm regarding American market interest in accommodating the Jetliner.

On 18 April 1950, the Jetliner completed the world's first jet-powered airmail delivery over a distance of 365 miles, flying from Toronto's Malton Airport to New York City's Idlewild Airport in fifty-nine minutes and fifty-six seconds—approximately half the duration of conventional commercial flights. This achievement attracted considerable media attention, with officials and hundreds of spectators welcoming the crew upon arrival. Given how novel jet propulsion was at that time, the aircraft was stationed away from passenger terminals, with pans placed beneath its engines as a precaution against potential drips of fuel capable of spontaneous ignition. The following day, the Jetliner returned to Toronto via Montreal.

National Airlines, based in the United States, engaged in negotiations with Avro regarding a possible order for four Jetliners plus an option for six additional units. To meet National's specifications, plans for the second prototype included several modifications: an extended fuselage capable of seating up to 60 passengers, installation of double-slotted flaps, enhanced range capabilities, and adaptability for various engine models.

Termination, attempted revival, and ultimate decommissioning

In the early 1950s, Avro faced increasing demands from Canadian officials eager to enhance the country's military strength amid the nascent stages of the Cold War. At this time, Avro was engaged in developing the Avro Canada CF-100 Canuck, recognized as the first jet-powered all-weather fighter designed specifically for the Royal Canadian Air Force (RCAF). Around mid-1951, development of the CF-100 was indefinitely suspended following the loss of its second prototype, prompting concerns among senior government figures regarding Avro’s projects. To accelerate progress on the CF-100, Cabinet Minister C. D. Howe directed Avro to halt work on other initiatives—including the Jetliner—to concentrate resources solely on finalizing the CF-100. Although the Jetliner had attracted significant public interest, this enthusiasm did not immediately lead to confirmed orders. Given the uncertain commercial outlook, C.D. Howe mandated cancellation of the Jetliner program in December 1951. At that point, the second Jetliner prototype, nearly finished within the main assembly hangar, was dismantled.Template:Fix/category[citation needed]

Despite this setback, a few months later, the enigmatic aviator Howard Hughes discovered the design and secured a lease for the Jetliner prototype to conduct test flights in Culver City, California, where he flew it for several circuits. Hughes sought to acquire 30 Jetliners for use by TWA, but Avro was compelled to decline repeatedly due to limited production capacity and its heavy commitment to the CF-100 project. Consequently, Hughes explored American manufacturers to produce the aircraft; Convair showed particular interest and even conducted feasibility studies for establishing a dedicated production line. It has been suggested that C.D. Howe intervened to obstruct this potential deal, ensuring Avro remained focused on its Orenda turbojet and CF-100 fighter programs. Additionally, U.S. government priorities assigned Convair’s military contracts precedence over any further civil aviation projects.[12][1]

By 1953, there was an attempt to revive the Jetliner initiative after the CF-100 had entered mass production; however, this effort never came to fruition. In 1955, Trans-Canada Air Lines (TCA) placed an order for 51 Vickers Viscount turboprop aircraft from British manufacturer Vickers-Armstrong. These aircraft became North America’s first turbine-powered planes in scheduled service and remained operational until 1974.[13][14]

Subsequently, the Jetliner was repurposed for aerial photography during CF-100 testing phases—capturing events such as canopy ejection and rocket firings.[1] On 10 December 1956, authorities grounded the Jetliner permanently and prohibited any further flights. The aircraft was donated to the National Research Council, which lacked storage space and retained only its nose section for cockpit design reference. The remainder of the Jetliner was discreetly dismantled on 13 December 1956 and sold as scrap in Ontario.[1] Today, only the nose and cockpit sections survive and are preserved at the Canada Aviation and Space Museum in Ottawa, Ontario.[15]

Legacy

A stamp honoring the Jetliner’s development was released by Canada Post. In Mississauga, Ontario, Jetliner Road near Toronto Pearson International Airport pays tribute to the aircraft. Similarly, the street named "Avro Jetliner Private" at Ottawa Macdonald–Cartier International Airport serves as a commemoration of this pioneering airliner.

Specifications Avro C102 Jetliner

File:Avro Canada C102 Jetliner model.jpg
Model of the C102

Template:Aircraft specs

See also

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Citations

  1. ↑ 1.00 1.01 1.02 1.03 1.04 1.05 1.06 1.07 1.08 1.09 1.10 1.11 1.12 1.13 1.14 Cite error: Invalid <ref> tag; no text was provided for refs named woecanada
  2. ↑ 2.0 2.1 Cite error: Invalid <ref> tag; no text was provided for refs named ReferenceA
  3. ↑ McArthur 2003, Roger's speech.
  4. ↑ Campagna 2003, p. 26.
  5. ↑ 5.0 5.1 Cite error: Invalid <ref> tag; no text was provided for refs named Campagna pp. 27–28
  6. ↑ Campagna 2003, p. 28.
  7. ↑ 7.0 7.1 Campagna 2003, p. 29.
  8. ↑ Winchester 2005, p. 68.
  9. ↑ 9.0 9.1 9.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  10. ↑ 10.0 10.1 10.2 Floyd 1986, p. 143.
  11. ↑ Floyd 1986, pp. 268, Appendix 2.
  12. ↑ Floyd 1988, p. 118.
  13. ↑ Hill 2005, p. 41.
  14. ↑ Pigott 2005, p. 127.
  15. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

  • Palmiro Campagna – Requiem for a Giant, Dundurn Press, Toronto, Canada, 2003.
  • James Dow – The Arrow, James Lorimer & Company, 1997.
  • Jim Floyd – The Avro Canada C102 Jetliner, Boston Mills Press, Ontario, Canada, 1986.
  • Malcolm L. Hill – Vickers Viscount and Vanguard, Crowood, Ramsbury, Wiltshire, UK, 2005.
  • A.J. Jackson – Avro Aircraft since 1908, Putnam Aeronautical, 1965.
  • Scott McArthur – Testing the Avro Jetliner (speech transcript), Arrow Recovery Canada, 2003.
  • Larry Milberry – Aviation In Canada, McGraw-Hill Ryerson Ltd., Toronto, Canada, 1979.
  • Peter Pigott – On Canadian Wings: A Century of Flight, Dundurn, Toronto, Ontario, Canada, 2005.
  • Jim Winchester – Chapter: Avro Canada Jetliner in X-Planes and Prototypes, Amber Books Ltd., London, UK, 2005.
  • Flight magazine – "Canadian Contender", 5 January 1950.

External links

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