Previous to that date, this aircraft had been in open storage at CFB Shearwater. Since its arrival here, at the museum, the Canuck has been under steady restoration. The summer of 1998 has seen the most notable change to the aircraft. During this time, the large majority of the surface corrosion was removed. This corrosion was mainly due to the open storage of the aircraft in our salty maritime environment.
CF-100 18747 was transported to CFB Shearwater, from CFB Mountainview, as part of 423 Squadron’s 50th anniversary and presentation of the Squadron’s Colours, in 1992. The numbers 747 were removed from the fuselage and replaced with 423 as part of the celebration (423 squadron had previously flown CF-100’s prior to flying the Sea King).
This aircraft has flown with both 3 Operational Training Unit (OTU), as well as, the Aeronautical Engineering and Test Establishment (AETE). The museum plans to restore 18747 as it would have appeared while with 3 OTU. This will see 18747 a polished silver with dayglow identification markings and RCAF registration.
18747 has very little time on its airframe. It was flown to CFB Mountainview and put into long term storage with only 1,275 hours on its clock. However, in that short time, 18747 had done some exciting flying. During its time with AETE, 747 was fitted with some cameras in its belly and a line scan unit under its nose. (The Museum would like to know what exactly these units were used for, if you can help us with this mystery, we would love to hear from you.)
It was with 3 OTU at RCAF Station Bagotville, that 747 scared one of its crew the most. On November 7, 1962, F/Os Dave Saunders and Norm Grondin were test flying 18747 at 15,000 feet. As part of the testing, negative g was applied to the aircraft and both crew’s ejection seats rolled up the rails. Somehow, during servicing the ground crew had failed to properly secure the seats to the floor. When the drogue guns fired on the ejection seats, the pilot’s drogue was severed. However, Grondin’s deployed successfully and he was ejected from the aircraft and forced to make a nylon letdown into the Quebec wilderness. Saunders managed to stay in the aircraft by holding onto the stick and removing the negative forces from the aircraft. He eventually made a smooth landing back at Bagotville. Both crew members were okay after the incident, however, one can only imagine the feeling of being inadvertently ejected from ones aircraft was a little bit scary, to say the least.
The CF-100 Canuck was also known by several nick names in Canadian service such as: The Clunck and the Lead Sled.
In Feb. 2001, 18747 was raised up three feet in the Museum in order to increase display space and public access within our facility. The wing tip extensions were reattached to the wings of the aircraft. Further polishing of the belly of the aircraft will be required at some point in the future.
CF-100s on Display in Atlantic Canada
- 18747 – The Atlantic Canada Aviation Museum (Halifax International Airport, Nova Scotia)
- 18488 – Centennial Park (Moncton, New Brunswick) This aircraft was originally built as a Mk 4b and then later converted to Mk 5 status.
CF-100 Mk 5 Specifications:
- Maximum Speed: 649 m.p.h. at 10,000ft.
- Service Ceiling: 54,000ft.
- Combat Radius: 650 miles
- Range: 2,000 miles
- Weight: Empty 23,052 lb.
- Maximum Takeoff Weight: 36,923 lb.
- Span: 58 feet
- Length: 54 feet 1 inch
- Height: 15 feet 6 inches
- Wing area: 591 square feet
- Weapons: 2 pods of 29 70-mm folding fin aircraft rockets (FFAR)