The Canadair CT-114 Tutor (company model CL-41) was the Royal Canadian Air Force (RCAF), and later Canadian Forces, standard jet trainer between the early 1960s and 2000. It was designed and produced by Canadian aircraft manufacturer Canadair.
Development commenced as a private venture by the company. On 13 January 1960, the prototype performed its maiden flight; a year and a half later, the Canadian Government placed a major order for the type. The RCAF would be the dominant user of the type, but a limited number were exported as well. Specifically, the CL-41G model, which was supplied to the Royal Malaysian Air Force (RMAF), served as a ground-attack aircraft up until its withdrawal.
The Tutor served as the Canadian Forces primary jet trainer from the 1960s up until 2000, at which point it was finally retired from this role, having been replaced by a combination of the newer British-built CT-155 Hawk and American-built CT-156 Harvard II. While the majority of Tutors have been retired, a small handful of aircraft are currently still being used by the RCAF's Snowbirds aerobatics team.
The beginnings of the CL-41 Tutor can be found in a decision by Canadian aircraft manufacturer Canadair to develop its own indigenous trainer aircraft as a private venture. The design itself was the product of the company's in-house Preliminary Design department. By August 1957, the basic configuration of the design had been completed, which was of a turbojet-powered, low-wing aircraft, complete with a tricycle undercarriage and a side-by-side cockpit arrangement. From the onset of development, the aircraft was intended to be a purpose-built trainer for providing elementary jet flight training, as well as additional training up to an advanced level.
The CT-114 Tutor is a single-engine turbojet-powered trainer aircraft. It was purpose-designed for the training role, and possesses numerous favourable qualities, including a high level of reliability and favourable operating economics. It is capable of a wide performance range, possessing a top speed at altitude of 795 kmh (429 kt) and a diving speed of 885 kmh (478 kt) against a relatively low stalling speed of 71kt. The Tutor is furnished with manual flight controls, which incorporate spring tabs. It is intentionally aerodynamically stable in flight, a factor which traditionally has aided in the training of fresh pilots unfamiliar with the demands of flight.
The Tutor features a side-by-side cockpit. During standard operations, the observing instructor was seated on the right-hand side and the flying student pilot on the left; normally, only the left-hand side normally featured full flight controls. However, following experiences with the Snowbirds display team, a number of aircraft were reconfigured with extra controls so that they would be flyable from either position. The cabin, which is fitted with a rear-hinged canopy over both crew members, can be pressurized to a differential of 3 psi (20 kPa), the equivalent to an altitude of about 2,000 m, for pilot comfort.
For aerial display purposes, the Tutor was readily capable of being fitted with a smoke generator, including a pair of under-fuselage pods to house the pressurized diesel fuel used; the use of red dye in the smoke was discontinued fairly quickly as it was found to be highly corrosive. Various other modifications would also be made to display aircraft; these could be routinely installed and uninstalled as airframes would regularly be exchanged between display and training flights.
Aerobatics: During 1967, a batch of ten Tutors were modified for use as a formation aerobatic aircraft by the RCAF (and later the unified Canadian Forces) display team, the Golden Centennaires to celebrate Canada's centennial year. At the end of the 1967 season, the display team was disbanded, thus its aircraft returned to routine training duties. In 1971, a new formation team was formed at 2CFFTS (Two Canadian Forces Flying Training School) at CFB Moose Jaw, once again adopted the type. The following year, the name "Snowbirds" was chosen for the team; during 1978, the team received squadron status as 431 Air Demonstration Squadron.
Since its formation, the Snowbirds display team has regularly performed at air shows and special events, including the annual flypast on Canada Day over the capital city, Ottawa. According to journalist Guy Norris, a defining trait of their aerobatics is the physically-demanding formation flights performed, as well locally-developed manoeuvres such as the "Big Goose'. Unlike most display teams, the Snowbirds do not have a support aircraft; all spares and useful material could be carried by the aircraft themselves in storage areas located in the nose or the wing root.
Those Tutors used by the Snowbirds feature several modifications distinguishing them from standard examples; these include a smoke generating system, an highly-recognisable paint scheme unique to the display team, and a highly-tuned engine for greater responsiveness during low-level flying. Reportedly, display pilots would deliberately fly their aircraft using an above-average level of nose-down trim so that pushing the stick down would become unnecessary. The Snowbirds' aircraft would regularly be cycled with standard training aircraft, allowing the team to operate airframes with comparatively low accumulated flight hours. Wikipedia
Wikipedia Canadair CT-114 Tutor
CT-114 Tutor Kestrel Publications
Known Squadron Assignments: ;2
Originally delivered to 2 CFFTS in Moose Jaw. Transferred to 6 RD Det Mountain View as of 30 Jul 1965. Back to 1 FTS in Gimli, MB as of 29 Mar 1966. Transferred to 2 CFFTS, CFB Moose Jaw, SK as of 29 Jun 1969. Cat "A" crash there on 3 April 1978. An instructor and student were on an authorized advanced instrument training mission. Weather was suitable and the first 50 minutes of the mission was apparently uneventful. The a/c was established at 1,500 ft above ground on an instrument approach when an emergency was declared. The radio transmission was made with a degree of urgency. Less than one minute later CFB Moose Jaw tower personnel observed a fireball and smoke approximately seven miles out on the final approach course. A witness observed the a/c for 20 to 25 seconds flying low (100 to 150 ft AGL) wings level and slow and then observed the nose and wing drop and the a/c crash. Both instructor and student were killed in the crash. While strictly conjecture, it seems reasonable to conclude that the reason the emergency was declared was engine related because of the loss of height and the fact that the a/c was seen flying under control at low altitude. Also, all other a/c systems were found to be serviceable. As the engine, at time of impact, was determined to be developing at least 90 percent power it would also seem reasonable to conclude that whatever caused the initial engine problem had been corrected just before the a/c stalled and crashed. The engine could have been damaged by FOD possibly due to ice ingestion, which would cause the engine to either flame out or compressor stall. It seems probable that the engine wind up time was larger than expected by the pilot. With indications that his relight was successful, the decision to eject was delayed and a stall occurred before the pilots could react. The instructor may also have been preoccupied by his attempts to correct the engine problem. The failure of the instructor to recognize that the situation was not recoverable may have stemmed from his previous successful recovery of an a/c with engine problems. The probable cause was listed as possible Ice ingestion, which then caused an engine failure. Kestrel PublicationsKnown Squadron Assignments: ;2
Originally delivered to CEPE, Uplands. Transferred to 2 FTS in Moose Jaw on 1 Sep 1964. On 28 July 1965, at CFFTS Moose Jaw, a student pilot, call sign “Argo 51â€, departed on an authorized clearhood training mission. Several touch and go landings were made on Runway 10R with a right hand circuit. On completion of the 5th touch and go, “Argo 51†requested clearance for a “PFLâ€. Clearance was given by the tower, with instructions to call High Key and Low Key. Argo 51 called Low Key and the tower ordered “Argo 51†to overshoot left of Runway 10R due to conflicting traffic on final approach. AfterKnown Squadron Assignments: ;2
Originally delivered to FTS in Portage, MB. Transferred as of 24 Oct 1969 to 2 CFFTS, CFB Moose Jaw, SK. Cat "A" crash there at Moose Jaw on 31 May 1976. The a/c departed Regina Airport on anKnown Squadron Assignments: ;431
Classified as Instructional Airframe A721 at time of renumbering, returned to flying status on 16 August 1976. Operated by 2 CFFTS, CFB Moose Jaw, Sask., 1982. Operated by Snowbirds as Snowbird #11 in 1993 season, then as Snowbird #4 in 1994 and 1995 seasons. Snowbird #5 in 1996 season Snowbird #11 for part of 1997 season. Spare aircraft for part of 1997 season. Snowbird #10 in 1998 season. Snowbird #6 in 1999 season. Snowbird #4 for part of 2000 season. Snowbird #4 for all of 2001, 2002, and 2003 seasons. Reported as available for sale to museums, May 2005.Known Squadron Assignments: ;431
Operated by 2 Canadian Forces Flying Training School, CFB Moose Jaw, Saskatchewan, 1982. Classified as Instructional Airframe A843 on 8 March 1985, returned to flying status on 22 June 1990. Completed Airframe Upgrade program on 27 March 1997. Later operated by Flight Instructors School, CFB Moose Jaw, Saskatchewan. Later in storage at Aerospace & Telecommunications Engineering Support Squadron, CFB Mountain View, Ontario. Seen stored at CFD Mountain View, Ontario, in Hanger #1, in October 2005. Still there September 2007. Still there in October 2008, inside hanger. Lost on 9 October 2008, in accident 2.5 kilometres north west of CFB Moose Jaw. Flew into ground during formation turn, pilot Capt. Bryan Mitchell and photographer Sgt. Charles Senecal killed. 2021-12-16Known Squadron Assignments: ;2
First delivered to 1 FTS in Gimli, MB. Transferred to 2 FTS in Moose Jaw, SK as of 29 March 1966. Cat "A" crash at Moose Jaw on 16 April 1980, when a student pilot lost control. A student was scheduled, briefed and authorized to fly NAV 5A. This was his first solo low level navigation exercise which normally would entail 1.3 flying hours. Since this trip was scheduled during the spring bird migration period, the flight was to be flown at 1,000 ft AGL instead of the normal student limit of 500 ft AGL. After take off, the route was to be flown from a road junction 14NM south of CFB Moose Jaw to a bridge located 2 nm north-north-west of Coderre, SK. Shortly after crossing the bridge the a/c crashed. The pilot, sustained fatal Injuries in the accident. The following is a probable description of the flight just before impact as formulated by the investigation: About 45 seconds prior to the bridge, the a/c was at, about 200 ft AGL heading about 15 degrees off the target. The a/c flew over the target slightly to the left at 200 ft AGL with an indicated airspeed of approximately 190 to 200 kts somewhat early in time. Satisfied with the trip, the student pilot increased his power from about 78 percent to 85 percent and executed a 60 degree bank turn to the right to head back home via Old Wives Lake. During this turn he suddenly saw the master caution light nd the battery overheat light illuminate. Trying to analyze the situation in the turn, his attention was diverted from primary a/c control. During roll out of the turn, the a/c impacted the ground. The investigation concluded that the student pilot had operated his a/c below prescribed altitude minima in contravention of flying orders. The pilot, due to limited flying experience, inadequately perceived the hazards of manoeuvring at very low altitudes and failed to maintain adequate control of his a/c while flying outside authorized parameters.Kestrel Publications 2021-12-26Known Squadron Assignments: ;431
First delivered to 1 FTS in Gimli, MB. To AMDU Det in Mountain View, ON as of 29 October 1969. To 2 CFFTS Moose Jaw as of 24 March 1975. With 431(AD) Sqn as of 25 January 1977. Operated by Snowbirds as Snowbird No. 8 for part of 1977 season, replacing 114132 after it crashed. Still Snowbird #8 in 1978 season. Crashed during air show in Grande Prairie, AB on 3 May 1978. The accident occurred during a scheduled air show at Grand Prairie airport. Approximately half way through the display, # 114118 began to break up somewhere between the first and second roll of the level triple roll manoeuvre. The break up began in the empennage with the horizontal stabilizer and the elevators leaving the a/c cleanly. The right wing then tore off at the wing root. The a/c dove into the ground at a shallow angle, broke up completely, side-swiped a parked car and exploded. Approximately one-half second prior to impact, the pilot ejected through the canopy, impacted the ground still in the seat and sustained fatal injuries. The a/c crashed due to failure of the horizontalKnown Squadron Assignments: ;2
First delivered to 1 FTS in Gimli, MB. Transferred to 6 RD Det in Mountain View, ON as of 18 November 1966. Back to FIS Portage, MB as 9 September 1969. Flown by Golden Centennaires Aerobatic Team. Transferred to 2 CFFTS, CFB Moose Jaw,SK as of 8 June 1970. Was Snowbird #3 in initial Snowbird season, 1972. Was Snowbird #9 in 1973, 1974, 1975, and 1976 seasons. Crashed on 30 November 1979, near Ogema, SK. A student pilot was briefed and authorized to fly a solo clearhood mission in the local area. About fifteen minutes after takeoff the a/c was seen to make at least two passes over his aunt's farm. After the last pass, the pilot proceeded to his cousin's farm seven and a half miles away. As he flew by the farmhouse on his third pass, he began a left bank and the a/c continued to roll. The a/c struck the ground in a nose low inverted attitude, exploded and caught fire, killing the pilot. After arriving at his cousin's farm, the pilot did a pass near the house to get their attention. When he came back the second time he flew over the farm in a left bank. He then turned around to the west of the farmhouse and lined up for a pass by the south side of the farm at 250 ft AGL. As he went by the farmhouse he began another left bank. His cousin was in the yard waving to him. The investigation theorized that the pilot continued rolling to the left, presumably with his attention directed to something on the ground (target fixation). When he returned his attention to the a/c it was in an unusual nose low attitude. His actions were instinctive and according to the checklist; NOSE LOW UNUSUAL ATTITUDE - power to idle, speedbrakes out. He had only three and a half seconds from passing the house to the impact point. The a/c hit the ground, exploded and burned.The investigation concluded that the student's emotional state of over-confidence and desire to impress his relatives induced him to deliberately ignore rules and instructions and indulge in low flying manoeuvres beyond his capability.Kestrel Publications 2021-12-26Known Squadron Assignments: ;2
First assigned to 2 FTS, CFB Moose Jaw, SK. ransferred to 6 RD Det in Mountain View, ON as of 28 March 1966. Sent to 1 FTS in Gimli, MB as of 16 August 1968. Transferred to 2 CFFTS Moose Jaw as of 24 October 1969. On 20 March 1972, the pilot of # 114127 departed Moose Jaw at 1743(Z) on an IFR flight plan to Regina. The pilot contacted Regina Terminal and was cleared for a TACAN approach. During the approach the pilot reported moderate to heavy icing and subsequently initiated a missed approach. At some point during the missed approach the pilot reported a compressor stall and declared an emergency. He requested and received clearance back to Moose Jaw and shortly afterward reported the stall cleared with engine indications normal. He was then handed over to Moose Jaw Terminal and subsequently to Moose Jaw Radar. The pilot carried out what appeared in all respect to be a normal radar approach to Runway 28R at Moose Jaw. At approximately one half mile from touchdown the a/c was seen to nose over abruptly and impact the ground. The pilot ejected but was fatally injured. It was concluded that the engine was running properly up until the crash and everything appeared normal on the approach. While purely speculative, it is possible that the pilot experienced a critical malfunction such as an in flight fire or explosion which required him to eject from the a/c. The pilot ejected at approximately 40 to 50 ft AGL and sustained fatal injuries. The cause of this crash was undetermined, most probably soft FOD from ice accumulation on the intake.Kestrel Publications 2021-12-26Known Squadron Assignments: ;2
Initially delivered to CFS in Winnipeg, MB. Transferred to 1 FTS in Gimli as of 3 February 1966. Sent to 6 RD Det in Mountain View, ON as of 28 March 1966. Operated by 2 CFFTS, CFB Moose Jaw, SK as of 5 April 1968. On 22 August 1973, 2 pilots took off from CFB Moose Jaw in # 114136 on an authorized mutual staff proficiency clearhood and instrument mission. The first pilot was initially at the controls and performed an aerobatic sequence before handing over control to the a/c captain. The captain then performed an aerobatic sequence, at the completion of which he attempted a stall turn. It was during the stall turn that a/c control was lost and the a/c entered an unrecognizable flight condition. During this period, the captain attempted to bring the a/c under control by moving the flight controls, but with no apparent effect. Upon being advised by the first pilot that the altimeter was 6,000 ft MSL, the captain said, "Okay, let's go". The first pilot then initiated his escape procedure. The first pilot ejected and landed safely with minor injuries. The a/c crashed with the captain still in the cockpit. The altitude at which the unauthorized stall turn was attempted was in the region of 11,000 ft MSL. The first pilot believes the airspeed was around 100 kts when the stall turn was attempted, but when it was obvious to him that the manoeuvre wasn't working he did notice the air speed at 40 kts. HeKnown Squadron Assignments: ;2
Operated by the Golden Centennaires, Canadian Armed Forces Centennial Aerobatic Team, 1966 and 1967.Known Squadron Assignments: ;Red
Delivered initially to 6 RD in Trenton, ON. Transferred to Portage, MB as 6 May 1966. Flown by Golden Centennaires Aerobatic Team. Then flown by the Red Knight aerobatic solo team in 1968-69. On 13 July 1969, the Red Knight) carried out an authorized air display in # 26154 at CFB Moose Jaw. The display had been requested by the Acting Base Commander and coincided with the arrival of a large group of Italian Air Force Officers. The pilot had completed most of his intended flying programme when he deviated from his normal sequence and appeared to attempt a landing on runway 28R near the 2,500 foot mark. During the turn toward the runway the a/c nosed downward, rolled inverted and impacted the runway. The pilot was killed on impact. The investigation later determined that the manual cam actuating shaft fractured causing the Main Fuel Control Unit to jam in the idle position. After determining the cause of the engine malfunction the investigation focused on why the pilot decided to make a forced landing instead of ejecting. It was concluded that a combination of factors may have lead to the decision. The pilot was young and inexperienced, although a very good pilot. He had had a very long day and hadn't eaten properly. He was also under pressure to perform well and not put the show and Red Knight programme in jeopardy. He may have felt that ejecting and losing the a/c would have ended the Red Knight program. The a/c subsequently stalled during the attempted forced landing. Kestrel Publications 2021-12-28Known Squadron Assignments: ;431
Classified as Instructional Airframe A761 on 3 May 1977. Seen at CFB Borden, Ontario in 1980. Returned to flight status on 16 July 1985. Completed avionics upgrade program on 31 March 1995. Operated by Snowbirds as Snowbird 11 in 1995 season. Snowbird 8 in 1996 season. Snowbird 3 in 1997 season. Snowbird 6 in 1998 season. Crashed following mid air (with 114081?) during practice flight at CFB Moose Jaw, Saskatchewan on 10 December 1998, during 6 plane formation practice. Pilot Capt. Michael Vanden Bos killed during ejection. Aircraft destroyed by post impact fire. Other aircraft recovered without further damage. The Tutor marked as Snowbird 114156 at the Canadian Air & Space Museum in Downsview is actually 114168 . 2021-12-28Known Squadron Assignments: ;2
Delivered initially to 6 RD in Trenton, ON. Transferred to 2 CFFTS as of 9 August 1967, On 30 July 1969, while at 2 CFFTS Moose Jaw, an instructor and student pilot took off from CFB Moose Jaw on an authorized IF training mission in # 26157. The student pilot, in the left hand seat, was under a blind instrument flying hood. Upon reaching altitude, the instructor took control of the a/c and told the student to perform his pre-stall spin and aerobatic check. While the student was completing his check, he felt positive seat pressure. An abrupt change from positive to negative "G" loading was experienced followed by sustained negative "G". The student heard mumbling over the intercom and upon asking his instructor for clarification, the instructor said, "prepare to bail out". During this period the instructor seemed to be attempting to regain control of the a/c by moving the flying controls, throttle and speed brakes with no apparent effect. The instructor then ordered the ejection. The student ejected safely but the instructor was killed when he separated from his parachute. The actual cause of the accident was undetermined. The most probable cause was that the a/c entered a condition of flight from which the instructor decided he could not recover and decided to eject. The instructor's death occurred because he forgot to lock his parachute quick release box. Kestrel Publications 2021-12-28Known Squadron Assignments: ;431
Classified as Instructional Airframe A758 on 3 May 1977. Returned to flying status on 16 July 1985. With the Central Flying School at CFB Trenton c.1990. Completed avionics upgrade program on 14 November 1996. Converted to Snowbird configuration during 1999. Operated by Snowbirds as Snowbird 6, year unknown. Spare Snowbird in 1999 and 2000 seasons. Snowbird 7 in 2001 season. Snowbird 9 in 2002 season. Also Snowbird 5, in 2003 season. Snowbird 8 in late 2005 season, replacing 114120 after its crash. Snowbird 3 in 2006 season. Crashed and destroyed during practice flight at Malmstrom AFB on 18 May 2007. Official report indicates that pilot's lap belt became unfastened while inverted, leading to loss of control. Capt. Shawn McCaughey killed. 2021-12-28Flown by Golden Centennaires Aerobatic Team. Later operated by 2 CFFTS, CFB Moose Jaw, SK. Completed avionics upgrade program on 24 April 1995.
Conversion to Snowbird configuration completed in January 2004. Operated by Snowbirds as Snowbird #4, year unknown. To Trenton for bird strike repairs, September 2004 to March 2005. Snowbird #11 in 2005 season. Visited Pearson Airport on 24 February 2006, marked as Snowbird #10. Reported as Snowbird #14 later in season. Was Snowbird #13 by late August 2006. Snowbird #9 in early 2007 season, Snowbird #5 by end of August 2007 Snowbird #6 in June 2009. Snowbird #9 in September 2009. Snowbird #8 in June 2011 Snowbird #5 in October and November 2011. Snowbird #2 in 2017.
On 17 May 2020, this a/c along with another Snowbird a/c was departing Kamloops, BC to proceed to Comox, BC. The a/c suffered an apparent engine failure during the take-off roll. The a/c zoom climbed, rolled and then nosed down sharply. Both crew ejected at low altitude and the jet impacted in a sub-division.
The pilot, Captain R. MacDougall, survived with injuries but the teams PA officer, Captain Jennifer Casey was fatally injured.
2022-01-02Known Squadron Assignments: ;Aerospace
On 29 March 1966, a RCAF test pilot from the CEPE Let at No. 1102 TSD took off from Cartierville airport in # 26170 on RCAF acceptance flight #1. The pilot terminated a normal check of his communication equipment at which time the a/c disappeared from radar tracking. The a/c crashed near Ste. Agathe des Konts, QC. The pilot was killed during the ejection sequence. The a/c was completely serviceable at the time the pilot accepted it for flight and it was carrying a full fuel load. The weather was clear. The a/c took off and, departed normally from the Cartierville traffic pattern after a normal pre-flight, start, taxi and pre-takeoff run up. Radio transmissions indicated that he was carrying out normal checks on his IFF and UHF equipment in the Ste. Agathe area. Under normal conditions this would have placed the a/c between 5,000 and 10,000 ft. Civilian witnesses from the Ste Agathe area support the presumption that the a/c was in this vicinity. However, all witnesses indicated that it was a much lower altitude than the normal profile would call for. The wreckage pattern indicated a fairly steep impact angle. The a/c approached the ground at an angle of approximately 50 to 65 degrees nose down and with an airspeed of between 240 and 260 Kts. It appeared to have been in a wings level attitude prior to impact in a completely clean configuration. The ejection sequence appeared to be normal with automatic features of both seat and parachute functioning correctly. The pilot was killed when he contacted the ground, slightly before parachute "line stretchâ€. The cause of the accident was undetermined. 2021-12-28Known Squadron Assignments: ;Golden
Initially delivered to Portage, MB. Flown by Golden Centennaires Aerobatic Team. On 15 February 1967, the lead solo with the Centennaire Aerobatic Team, took off from CFB Comox in # 26176 as part of a nine-plane formation. The purpose of the flight was formation and solo practice, followed by a combined rehearsal over CFB Comox.After reaching the practice area the team began practicing its nine-plane sequences with recoveries approximately 1,000 ft above the ground. Two looping manoeuvres followed by a roll to the right were carried out. After the recovery from the roll and at some point during the commencement of a climbing turn to the right, the horizontal stabilizer of the Number seven a/c came in contact with the left wing tip of the a/c behind him and to his right. The number seven a/c was rapidly pitched up and to the left of the formation. The horizontal stabilizer separated from the a/c and fell to the ground in two pieces. The a/c pitched over and crashed into the trees. No attempt to eject was made by the pilot. The Investigation considered the possibility that the pilot made an error and lost control of his a/c. There was also the possibility that some restriction in either the elevator or aileron control system created a problem. The elevator control rods aft of the engine were found intact and free to move with no indication of jamming. A wrench was found in the wreckage. However it could not be concluded that the wrench played any part in the jamming of controls. Some type of distraction or combinations of distractions could have caused the pilot to move momentarily within the formation. It was found that #1 and #2 inverters had failed before the crash. This would explain why there was no transmission from the pilot either just prior to or following the collision. It is believed, that the pilot realized his radios were not working sometime during the roll. In order to regain communications, the pilot would have had to take his left hand from the throttle to reach back for the emergency UHF switch. For a very short period of time, he would not have been able to make the power increase necessary to maintain position on the outside of the right turn. Any further distraction or unexpected turbulence might have been sufficient to bring the two a/c together. The precise cause of the accident was undetermined. The most likely causes were: The pilot's distraction as a result of possible inverter failure; or a control restriction as a result of FOD in the form of the wrench found in the wreckage.Kestrel Publications 2021-12-29Known Squadron Assignments: ;2
Initially delivered to Portage, MB. Flown by Golden Centennaires Aerobatic Team. Transferred to AMDU, Trenton as of 29 November 1967. Later operated by 2 CFFTS, CFB Moose Jaw, SK as of 2 February 1971. Used as Snowbird #2 aircraft in summer of 1971 as Snowbirds started to work up. Also operated by Snowbirds as Snowbird #8 in first full Snowbird season, 1972. On 10 June 1972, the Snowbirds nine-plane formation display team were participating in the Trenton Armed Forces Day Airshow. During the entry manoeuvre the solos broke normally from the formation and commenced flying their pattern to set up for the initial solo pass. The initial pass was planned for an opposing cross at 270 KIAS and 300 ft AGL whereupon each would do a roll to the left on the command of the lead solo. The 2 a/c passed on the show line and at centre stage. At the crossing point the right wings of both a/c came into contact. Immediately following the collision, No. 2 solo, began rolling and yawing to the right. The a/c completed approximately 2 rolls before impact with the ground. The pilot, Capt Lloyd Waterer, was killed an impact. Lead solo completed his roll to the left after the collision. He landed safely, a few minutes later, with approximately 30 inches missing from the end of the starboard wing. The sequence had gone normally up until run-in for the opposing cross. Although No. 2 solo overshot the line somewhat on the final turn and had to "S" turn to regain track, this is not considered abnormal, especially in view of the northerly wind that was prevailing at the time. In any case, the Investigation concluded that he was straight and level and had regained track at least 2,500 ft from the crossing point and that he remained that way until collision. Miscalculation of the effect of the wind, coupled with the fact that each a/c was being affected somewhat differently due to the gusty conditions, could have resulted in No. 2 solo lining up with inadequate separation initially or it becoming inadequate as the 2 a/c approached one another. The possibility exists that the No. 2 solo realized at the last minute that he was going to be too close but considered he had adequate separation to miss the other a/c and was hesitant to make an obvious correction. The investigation determined that the second solo pilot did not maintain adequate separation from the lead solo, during a coordinated head on pass, resulting in a collision and subsequent crash.Kestrel Publications 2021-12-29Known Squadron Assignments: ;1
Initially delivered to Portage, MB. Flown by Golden Centennaires Aerobatic Team. On 4 October at CFB Portage La Prairie, an aerobatic team pilot, call sign “Gold Nineâ€, in # 26185 was number six in a six plane Golden Centennaires section proceeding on a training flight. A secondary purpose of this mission entailed public relations photographic work. The formation took off in a four-plane diamond followed by the two solos (Gold Seven and Gold Nine) in line abreast. The formation then commenced aerobatic manoeuvres trailed by Gold Seven with his photographer passenger. Gold Nine was to either loiter behind the formation or to proceed to the solo area until photography of the four plane formation had been completed. At this time Gold Seven was to leave the formation and join up with Gold Nine for photographs of the two solo a/c performing coordinated aerobatic manoeuvres. After completing the first photography phase of the exercise, Gold Seven left the four plane formation and attempted to rendezvous with Gold Nine but was unable to make visual or radio contact with him. Wreckage of Gold Nine was discovered in the area of the initial formation manoeuvres. The a/c had impacted the ground in a 10 degree dive at approximately 280 Kts. There was apparently no attempt to eject and