Avro Canada CF-105 Arrow Mk 2  RL 206
An FS98 aircraft by Keith Clifford/Pegasus Aircraft Design

An all Canadian design, the CF-105 Arrow was the most advanced fighter
interceptor of the 1950's.  The Mk 2 the first Orenda Iroquois
engine equipped version.  The aircraft depicted here, RL 206, was to be the
first Mk 2 to fly. It never did because of the cancellation of the project in
February 1959.  It is shown in the colours it wore at that time. 
Aircraft features include visible spoilers, nav lights and afterburners, alternate 
sound and panel.

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This aircraft is freeware.  See the Pegasus.txt document for legal
conditions of its use.

INSTALLATION
If you are using WinZip just extract all of the files with the 
/Arrow10 file extensions into your FS98 Aircraft folder.  It's that simple.
A separate CF-105 instrument panel is contained in the CF105pnl.zip file.
Instructions on its installation are contained inside.

ACKNOWLEDGEMENTS
Thanks in large part go to Ron Fehr who asked for and flew the first flight.
Additional thanks go to Mike Khom for his comments on the flight model.
Special thanks to Harald Geier for allowing me to use his instruments in my panels.
As always, the support of my fellow Pegasus designers is very much appreciated.


Flying the Arrow

The CF-105 was a challenge to do for FS98 because there is no real delta wing flight model.  As such, the Arrow has no flaps.  Secondly, a compromise had to to be made with respect to the position and size of the wing and the horizontal stab.  Additionally, FS does not allow for the massive fuel consumption of a turbojet in afterburner.  Given these 
limitations, a reasonable flight model has been derived.  The FS Arrow
meets all of the requirements that the RCAF made with respect to 
performance.  These included the ability to perform a 2G turn at 50,000
feet at Mach 1.5 without loss of altitude.  Much use was made of Ian Donohoe's ADE program.  It is an indispensible tool for the FS98 designer.  

GENERAL NOTES

The Arrow is a large twin engine interceptor.  It is capable of Mach 2+
performance.  It's performance changes as the fuel load is consumed. The Arrow mission was one of high subsonic cruise to target with 15 to
30 minutes of supersonic performance in combat.  The aircraft used the
area rule design feature to reduce transonic drag.  An accomodation was 
made in the profile and induced drag figures to factor this into the 
flight model.  The Arrow Mk 1 obviously is a lesser performer than the 
Mk 2 or 2A due to the limited thrust of the J-75's.  This shows itself in vertical performance.  Both J-75 and Iroquois equipped versions have
rather smooth handling.  This was planned due to some general impressions by Jan Zurakowski, an Avro Canada test pilot.  At speeds in excess of Mach 1.5 the roll rates are very high.  Any pitch movement at supersonic speeds loads the aircraft up in excess of 5 to 6 G's dependant upon stick pressure.  IT DOES NOT HAVE FLAPS!!!!!!!!!!

STALLS

The aircraft stalls at 150 knots clean.  It pitches up.  The only remedy save giving the aircraft
back to the taxpayers is to apply full thrust and pitch the nose forward.  The AOA gauge will let
you know when you're flying again.  There are no flaps on the aircraft as it is a delta wing design.

AEROBATICS

With ample speed the roll rate is crisp and the aircraft will perform most basic aerobatic 
manouevers.  It is not an F-16 though.... 


CIRCUITS

Take Off
The Arrow has tremendous acceleration (Mk 2's in particular).  Ensure
that the aircraft is lined up on the centerline.  Smoothly advance the 
throttle and let the aircraft build up speed to 150 knots.  The trim 
should be neutral or slightly nose up.  At 150 knots positively pull the nose up 3 to 5 degrees and when a positive rate of climb is established clean up the gear.  You can be flying at Mach .4 by the time you reach the airfield boundary so clean up the gear quicly.  At 
this point either establish your climb to altitude or begin your climb to enter the downwind leg.  If a circuit is your goal reduce throttle to 65 percent.  A 180 degree turn to the downwind leg is not unusual and recommended if you wish to stay close to the field.  

Downwind Leg

Maintain 250 to 300 knots on the down wind.  Use trim to maintain altitude.  I find that 2500 to 3500 AGL is not uncommon in the 
downwind leg.  You should be about 2 to 3 miles downwind of the active runway before starting the 180 degree turn to final.

Final Approach
Normal landings should be done with 25% or less fuel on board.
Once lined up on the runway or locked onto the ILS maintain 170 to 180 knots.
Use spoilers to decrease your speed as required.  A full spoiler approach can be flown easily.  This adds the advantage that the engines
are already spooled up for a go around.  This is not necessary though.
If the aircraft is full of fuel then 205 to 220 knots is not unrealistic for
an approach speed. Use throttle and trim to maintain your approach speed.  As you near the threshold of the runway, reduce your rate of decent to about 300 fpm down.  The Arrow should plant itself firmly on
the ground.  Use reverse thrust to simulate the braking parachute on the real Arrow.  Taxiing should be done at speeds of 30 kts or less.  The Arrow will nicely do a 360 on the runway.  Go arounds are easy.  Just advance the throttles to maximum and proceed as you would during a take off. The excess thrust allows for easy exits from botched approaches.

Climb Performance.

The following figures are for the Mk 1 and 2A in different weight configuartions.  The aircraft were tested at half fuel anf full fuel loads.  

Mk 1 at 50% fuel

Time to climb to altitude at a 20 degree nose high altitude.

10,000 feet   1 min 22 sec
20,000 feet   2 min 24 sec
30,000 feet   3 min 37 sec
40,000 feet   7 min 44 sec

Mk 1 at 100% fuel

10,000 feet   1 min 58 sec
20,000 feet   3 min 4 sec
30,000 feet   4 min 44 sec
40,000 feet   9 min 5 sec

Mk 2A at 50 % fuel (no drop tank)

10,000 feet   1 min 2 sec
20,000 feet   1 min 35 sec
30,000 feet   2 min 12 sec
40,000 feet   2 min 50 sec

Mk 2A at 100 % fuel (with drop tank)

10,000 feet   1 min 13 sec
20,000 feet   1 min 55 sec
30,000 feet   2 min 35 sec
40,000 feet   3 min 38 sec

Altitude Limits.  You tell me........  Try getting up to Mach 2.5 at 50000 feet and
gently pull back on the stick.

AUTOPILOT

The aircraft uses an unorthodox practice to level off once it has 
completed a climb.  Recent experience with the F-101 and the Arrow 
show that the aircraft will oscillate about an altitude fix.  To prevent
this do the following.  Once the aircraft is close to the desired height
(200 to 400 feet) disengage the altitude hold function of the autopilot.
If you are using the Arrow panel this means using the Aircraft drop down
menu and selecting Autopilot.  Once the altitude feature is disengaged
close the Autopilot window.  Immediately reenter the Autopilot window,
select the altitude function and enter 0 in the altitude window and 
+0 in the vertical speed window.  It is vitally important that the 
vertical speed value be set to "positive zero" or +0 as mentioned above.
This practice is only required for climbs under autopilot.  Descents and 
all other autopilot actions work normally.  

HISTORICAL NOTES

Please refer to the CF105his.txt file.
     