The snowbirds are the most visible component
of the Royal Canadian Air Force. Painted in
their iconic red and white pattern, they tour
North America putting on stunning aerial displays.
The workhorse behind the snowbirds for over
30 years is the humble the Canadair CT-114
Tutor, a high performance jet trainer with
a long history with the RCAF.
The Tutor was the first in house design for
Canadair. Based in Montreal, Canadair had
until then made a name for themselves building
and upgrading foreign designs. These included
the CL-30 Shooting Star trainer, the CL-13
Sabre fighter, and the C-4 North Star transport.
In the early 1950s Canada was operating jet
aircraft like the Sabre and the Canuck but
new aircraft were being developed at an enormous
rate. Higher performance aircraft with expanded
flight profiles like the upcoming American
Starfighter demonstrated the need for an expanded
training program for pilots. Canadair initiated
a two seat jet trainer program with the intention
of replacing the existing propeller driven
fleet and to keep pace with advancements.
It was hoped that the design would be completed
ahead of the anticipated contracts from the
RCAF and other allied air forces for a new
jet powered lead-in trainer. There were other
designs being developed concurrently by countries
including the United States and the United
Kingdom. Aircraft like the popular Cessna
T-37 Tweet and the BAC Jet Provost had their
first flights in 1954, around the same time
the Tutor was being designed. Despite this
late start Canadair was confident that they
could compete in the allied market for jet
trainers.
In February of 1951, designer karl Irbitis,
who would later go one to design the innovative
CL-84 vertical take off and landing swing-wing
aircraft, proposed the first version was simply
called the Jet Trainer. It was to be produced
in several versions to reflect the operational
requirements.
In the primary trainer role the Tutor was
supposed to have a wide flight envelope in
order to replace both the Harvard and CT-133
Silver Star trainers already being used.
The initial design series was oriented towards
perfecting the spin initiation and recovery
performance to align it with the training
requirements.
The CL-41-1 was proposed in January of 1954.
It had most of the features present in the
final production design but had a low set
tail wing. Wind tunnel tests found this configuration
to be too sensitive to student inputs when
entering and exiting a spin and so the design
was revised.
The CL-41-2 had a T-tail and went through
many iterations between 1954 and 1956 to determine
its optimal position along the tail rudder.
Using models in a wind tunnel, the wing was
raised incrementally from its low set position
to the familiar T-tail configuration to determine
the best placement.
In Jan of 1956, the CL-41-3 was proposed.
It had a tandem seat configuration similar
to that of the Harvard and CT-133. It was
not pursued beyond paper studies due to the
fact that the RCAF had indicated that they
wanted a side by side trainer.
The CL-41-4 was a further modified version
of the CL-41-2 model. It included a larger
tail rudder, increased cord for the vertical
fin and refinements surrounding the placement
of the tail wing. This model was tested extensively
and showed the desired flight characteristics.
By mid-1956 wooden mockups were built and
the design was more or less finalised and
Canadair began soliciting governments to fund
a flying prototype.
Funding for the construction of two prototypes
was secured in Sept 1956. The government of
Canada decided to jointly fund the project
alongside Canadair and the project began to
pick up momentum.
The CL-41A, was designed to be well suited
to the lead-in trainer role. It first flew
on January 13th 1960. Performance of the new
jet was respectable and compared favorably
to its contemporaries.
The tutor consisted of two main all-metal
semi-monocoque structural units connected
by four bolts. The forward section included
the nose, cockpit and center fuselage, while
the rear section included the engine and tail
surfaces. The wings were mated to the center
fuselage. A pair of speed brakes were located
halfway down the tail section. This configuration
enabled easy engine replacement and maintenance.
45 panels around the aircraft provided ground
crews with easy access for any maintenance
needs.
The first prototype was equipped with a Pratt
& Whitney built JT12A-1 engine. Later this
would be replaced by the Orenda-built General
Electric J85-CAN-49 two stage turbine producing
1,180kg of thrust. This propelled the 3,357kg
aircraft to a top speed of 888 km/h up to
a maximum altitude of 13,100m. The Tutor had
a wingspan of 11.13m, a length of 9.75m, and
stood 2.82m at the tail.
The side-by-side cockpit was large and spacious
with a wraparound rear hinged canopy. It seated
the student on the left and the instructor
on the right. This configuration allowed students
to directly observe the examples given by
the instructor as well as allowing the instructor
to directly evaluate the progress of the student.
The crew sat on a pair of Weber ROCAT ejection
seats which allowed a zero-altitude, zero-speed
ejection.
The tutor featured a wide wheel base for good
directional stability on the ground and a
robust undercarriage to resist rough landings.
It also incorporated an internal skid framework
to help protect the crew in the event of a
belly landing. 1137 L worth of fuel tanks
were located around the center of gravity
in the main fuselage to maintain consistent
flight characteristics regardless of fuel
load. It had a range of 1097 km on internal
tanks but this could be extended through the
use of two 455L external wingtip tank.
Due to the requirement that it be able to
operate from older and less prepared runways,
the first two Tutor prototype were fitted
with retractable air intake screens to protect
the engine from ingesting foreign object debris.
These screens would cover the intakes during
landings, taxing, and take offs, and then
retract behind a boundary layer deflector
when in flight to minimize drag. These were
later scraped on the production version but
were brought back with the exported G model.
Weapon mounts were included but were not used
initially. These consisted of two under-fuselage
mount along with four under-wing pylon mounts
on each wing. It was intended that combinations
of fuel tanks, guns, bombs, or rockets could
be carried and deployed in the training role.
Later these too would make a come back with
the G model.
Throughout the design crew safety, crew communication,
ease of maintenance were top priorities. However
performance was not forgotten. The airframe
was designed to take between -3 and +7Gs,
this combined with a good rate of climb made
the Tutor a solid aerobatic platform. This
fact was not lost on the RCAF who mounted
smoke generators to the exhaust and went on
to use the Toot for most of its display teams.
Canadair, and later the RCAF, would perform
extensive structural test on the airframes
to ensure that they would be able to handle
this aerobatic strain safely.
Flight testing of the first prototype continued
while a second was produced.
The second prototype was built to be a stripped
down cheaper version of the A model. Canadair
intended to make their trainer as appealing
as possible to as many foreign countries as
possible. The lower cost B model was meant
to make it more accessible to less well financed
air forces. Modifications included replacing
the engine with an Armstrong Siddeley Viper
and combining and minimizing the cockpit instruments.
The idea was abandoned and the company renewed
its focus on the potentially lucrative contracts
of providing radar training to the many upcoming
F-104 pilots.
By 1959, Canadair had begun the slight modification
and construction of around 340 F-104 Starfighters.
It was this contract that led designers at
Canadair to consider the creation of a new
lead-in trainer for the high performance jets.
The single seat Starfighter and was expected
to have low airframe hours requiring an efficient
way to transition pilots onto the new type.
The company wanted to fill the need for radar
and all-weather navigation training and so
began incorporating additional systems into
the 41s design.
The B model was upgraded to the CL-41R standard
through extensive airframe modifications and
the inclusion of a R24A North American Search
and Ranging Radar, or NASARR, and its associated
equipment. The redesigned Toot was lengthened
by adding a totally new nose section, and
had two side blisters along the tail boom
to hold the additional equipment required
to support the radar set. These blisters also
provided a counter-balance for the heavy radar.
The engine was upgraded to a Pratt & Whitney
JT12A-2. The engine, along with all the extra
radar equipment, brought the gross weight
up to 3,765kgs, this was heavier than expected
and had an impact on performance. The engine
was later upgraded again to an Orenda built
J85-J4. The performance of the R model was
similar to the A but with a slightly reduced
top speed and altitude.
This model was cancelled due to lack of interest
at home and abroad. The role of F-104 radar
training for the RCAF was left to three Dakota
transports. These were modified to include
the NASARR systems and a Starfighter-style
nose cone. The CL-41R airframe was then used
for vibration and fatigue testing. It now
resides in storage at the Reynolds-Alberta
Museum, in Wetaskiwin, Alberta.
The RCAF was pleased with the Tutor’s performance
and they placed an order for 190 aircraft
in April 1962. The first production model
CL-41A was rolled out of the factory in Montreal
on October 29th 1963. The only initial change
from the production version was the exclusion
of the FOB screens. By 1964, 4 were being
produced per month, later a Toot would roll
off the production line every 5 days. Several
production techniques were used that would
later help build the world fastest hydrofoil,
the HMCS Bras d'Or, such as mounting the airframes
in a jig that reduced workload by easily rotating
to any orientation. A modification was proposed
during production to correct some of the aerodynamics
of the Tutor and improve its spin recovery
characteristics. Narrow spin strakes were
mounted on either side of the nose to guide
airflow at various angles of attack. Almost
all the CL-41s were upgraded to include these
strakes, the notable exceptions being early
production airframes and those used as part
of the RCAF’s Golden Centennaires.
The CL-41A Tutor, renamed the CT-114 Tutor
by the RCAF, entered service on December 16th
1963. Several of the first airframes were
attributed to various units for testing and
maintenance training. The first operational
Tutors were assigned to Training Command at
RCAF Gimli in Manitoba and began training
pilots in 1963. The first class of pilots
graduated in late 1964 and began transitioning
to other types. The training program was expanded
as more airframes became available.
Instructor training was concentrated in Manitoba
at the RCAF Portage la Prairie #1 Flying Instructor
School. There instructors would familiarise
themselves with the aircraft and refine their
teaching skills.
Primary flight training for student pilots
would be concentrated with the #2 Flight Training
Squadron, later renamed the #2 Canadian Forces
Flying Training School, at RCAF Moose Jaw,
in Saskatchewan. The vast majority of Tutors
would be based there. The 2 FTS would train
all fast jet pilots in Canada as well as a
large number of pilots from other countries
as part of Canada’s contribution to NATO
and other allies. Pilots came from all over
the world including Tanzania, Malaysia, Italy,
Denmark, Norway, and the Netherlands.
The public got to see the new plane in late
1964 at an air show in Toronto. The Tutor
was displayed at various other national and
international air shows before an air demonstration
team could be assembled.
The first display team was the Golden Centennaires,
formed in 1966 as part of the centennial celebrations.
It consisted of 10 modified Tutors painted
in a distinctive gold, dark blue and red scheme.
They performed from April 28th to November
18th 1967 and was disbanded in January of
1968.
In May of 1968 the Red Knight display team
was re-equipped with the Tutor following a
crash of one of their T-33s. Two airframes
were painted red with a white stripe down
the fuselage and were used for demonstrations
starting in the summer of 1968. Unfortunately
a fatal crash in July of 1969 forced an end
to the program.
Starting in 1976, instructors from the Flying
Instructors School based in CFB Moose Jaw
began demonstration flights with 4 or 5 unpainted
aircraft. They were known as the “Vikings
Formation Display Team” and performed at
various airshows throughout north america.
The group was moved along with the #2 FIS
from CFB Moose Jaw to CFB Portage la Prairie
and then disbanded in 1984.
The most famous Canadian display team is without
question the Snowbirds. They were formed in
1969 when they began doing flypasts at Saskatchewan
Roughrider football games. These proved to
be very popular and so they began touring
airshows in 1970. In 1971 they were named
the Snowbirds and then in 1975 they officially
became the 431 Air Demonstration Squadron,
but the old name stuck in the minds of the
public. As did the distinctive paint scheme
which was introduced between 1974 and 1976.
The team operates 11 planes but only uses
9 of them during performances. Snowbird pilots
are selected from other squadrons and train
together intensively before taking their show
on the road. Mistakes and malfunctions can
have fatal consequences when planes are this
close or closing at such high speeds. Tragically
8 pilots and crew have been killed flying
as part of the 431, 4 of which were in front
of the public. There have also been several
non-fatal crashes. Even with these tragedies
the Snowbirds continue to fly and pilots continue
to volunteer to participate in such a fantastic
tradition of aerial mastery.
Canadair had been actively promoting the Tutor
to foreign air forces since the late 50s but
with little success. The expected orders for
the plane from allied air forces were filled
by competitors like the Jet Provost and T-37
Tweet. In 1964 the company began to promote
a combat version for use in weapons training
and light attack roles. The Tutor had been
design from the outset to be capable of carrying
external stores on 6 pylons, two under the
fuselage and two under each wing. A CL-41A
was brought back to the Canadair factory and
was remade into the CL-41G prototype by adding
a reflector gunsight for the pilot, a 16mm
gun camera, and strengthened rough field landing
gear. Foreign object intake screens were planned
but not included on the prototype.
The CL-41G began weapons trials in New Brunswick
and RCAF Chatham. Further testing was then
carried out in California and Florida where
the Toot was shown to be able to deliver a
large diversity of weapons with great accuracy.
The weapons tested include bombs, 2.75 inch
and 5 inch rockets, 7.62 mm gun pods, napalm,
cluster bombs, and fire bombs.
The plane was shown to representatives from
the US, mexico, Ecuador, Columbia, Australia
and New Zealand, but they showed little interest
as many similar platforms were on offer. However
Canadair did find some success in an unlikely
place. The Malaysian air force was interested
in a combat version for use as a counter-insurgency
and interdiction aircraft as well as as a
trainer. Canadair modified the 41A according
to Malaysian specifications and created the
CL-41G Tebuan, which is Malay for Wasp.
20 copies were produced between 1966 and 1967
with deliveries starting in July of 1967.
The Tebuan saw combat against counter-state
militias in the jungles near the border with
Thailand. None were lost in combat but several
later crashed on various training missions
as the plane aged. The last of the Tebuan’s
were retired from Malaysian service in 1986.
A civil version was also considered. This
would have been used either as civilian pilot
training or modified with an expanded cockpit
to hold four passengers. It was intended that
this model be used for high speed executive
transport but the concept was not pursued
due to lack of interest and possible competition
in this category from the Cessna T-37A Tweet,
renamed the Cessna Model 407.
Like the civil version, the following versions
were never pursued past the pencil and paper
stage but showed the great potential of the
little Tutor.
The CL-41J was a proposed VTOL version that
incorporated three small jet engines behind
the canopy. A large door covered the engines
when the plane was in forward flight.
The CL-41K was meant to be low level reconnaissance
version. It mounted 3 Vinten cameras in the
nose along side a terrain following radar.
The CL-41N series was intended to be a US
carrier trainer and sported reinforced landing
gear and a strengthened rear fuselage to support
an arresting hook.
The CL-41T would have been a complete redesign
for ground attack and troop support missions.
It had two engines, terrain following radar,
and 8 external hardpoints for weapons and
fuel tanks.
By the 1980s Canadian Tutor’s were beginning
to show their age. In 1980 the glass windshields
of the Tutors were replaced with those made
from polycarbonate. This was done to increase
the Tutor’s resiliency with respect to bird
strikes. While this somewhat modernised the
Toot, further modifications were required.
Communication equipment and other additional
systems were needed for its training mission.
In addition to this the aircrafts avionics
were aging and could no longer be supported.
An upgrade program was put in place in 1985
to extend the life of the hard working jet
past the turn of the century.
VHF communication equipment was installed
to bring the Tutor up to compliance with commercial
aircraft flying into civilian airports. The
Tutor also received a UHF transceiver, dual
channel intercoms, solid state power inverters,
and a new blade-style antenna behind the cockpit
canopy.
Even with these upgrades the systems onboard
the Tutors was starting to age. After 37 years
of service the Tutor was largely retired from
service with the RCAF in 2000. The notable
exceptions being those still flying with the
Snowbirds.
The airframes were retired to RCAF Mountain
View, in Ontario where they joined a mothballed
air force. This abundance of lower hour airframes
is one of the reasons the Snowbirds have been
able to continue flying for so long.
They were replaced by CT-156 Harvard II and
the CT-155 Hawk as the RCAF’s primary jet
trainers.
Canadair moved on from the success of their
CL-41 and produce other successful in house
designs like the swing-wing CL-84 Dynavert,
and the CL-89 and CL-289 surveillance drones.
It would also continue to modify and produce
many aircraft for the Canadian armed forces
such as the supersonic CF-5, which would provide
both light attack and advanced training roles.
The humble Tutor, or Toot as it was affectionately
called, trained every fast aircraft pilot
in the RCAF from the mid-1960 through past
the turn of the century. But it wasn’t just
Canadians who benefited from its outstanding
training qualities, the Tutor trained hundreds
of pilots from other NATO and friendly countries.
During its service the Tutor was involved
with 67 accidents resulting in the destruction
of 65 airframes and the deaths of 22 pilots
and students. Today only the snowbirds continue
to fly the jet and as the airframes age and
fewer remain available, they too will eventually
retire one of Canada’s most iconic jets.
