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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Forces primary jet trainer from the 1960s up until 2000, at which point it was finally retired from this role, having been replaced by a combination of the newer British-built CT-155 Hawk and American-built CT-156 Harvard II.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
Harold A Skaarup Web Page
YouTube More than just the iconic Snowbirds demonstrator aircraft: the story of the Canadair CT-114 Tutor
CT-114 Tutor Kestrel Publications
CASPIR Aircraft Groups:
RCAF On Strength (191), Canadian Aircraft Losses (19)Tutor 26127
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
1965-08-31 Taken on Strength 2021-12-26
1967-10-18 Struck off Strength Cat "A" write-off 2021-12-26
1971-01-08 Serial Change Became CAF 114127 2019-08-20
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