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Nelson, British ColumbiaCanadair CT-114 Tutor
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Forces primary jet trainer from the 1960s up until 2000, at which point it was finally retired from this role, having been replaced by a combination of the newer British-built CT-155 Hawk and American-built CT-156 Harvard II.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
Tutor 26183
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 Publications1966-05-27 Taken on Strength 2021-12-29
1971-01-08 Serial Change Became CAF 114183 2019-08-20
1972-10-18 Struck off Strength Cat "A" write-off 2021-12-29
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