from page 2,
For example, the radar nose was
sharpened, the intake lips thinned down, cross section
area of the fuselage reduced below the canopy,
and an extension fairing was added at the rear
of the fuselage.
The CF-105 air intake was a fixed geometry intake.
Intake gills immediately adjacent to the compressor
inlet opened automatically at Mach 0.5 and allowed
air to bypass the engine for cooling purposes and
to alleviate spillage at high Mach numbers.
It is interesting to note the similarity
between the Arrow inlet and the McDonell F-4 inlet.
The arrangement of the intakes consisted
basically of the following:
A boundary layer bleed that diverted air
in the boundary layer over the top and bottom of
the wing, as well as air being taken into the heat
exchangers in the air-conditioning system.
An intake ramp used to create an oblique shock
wave at supersonic speeds in order to achieve optimum
pressure recovery characteristics inside the
intake and, combined with the normal standing shock,
to prevent inlet instability and inlet "unstart" over
the Mach number range.
The angle of the intake ramp was 12°. Perforations
were installed on the face of the ramp to prevent "intake
buzz," caused by the interaction between
the inlet shock and the boundary layer from the
The structure of the CF-105 was relatively
conventional. The outer wing consisted of multispar,
boxbeam, heavily tapered skins and ribs running to
the main spars. The outer wing was bolted to the
inner wing by a peripheral joint covered by a fairing.
The inner wing consisted of a main torsion box containing
spars, ribs, and machined skins.
The fuselage was designed basically
around the two engines, with the cockpit in between
the intakes. The engines were suspended from the
inner wing. Materials used were basically aluminum
and magnesium alloys, although titanium was used
extensively in the area of the jet pipe, where low
weight and high strength were required at temperatures
up to 800°F.
Avro manufacturing capability included a big metal-to-metal
autoclave, a special heat-treat furnace, a giant
skin mill, heavy machinery equipment, and a 15,000-ton
rubber pad forming press, which, at the time, was
the largest of its kind in the world.
The fuselage, wings, vertical stabilizer,
and control surfaces were all of metal construction.
The tandem bogey main wheels were attached to the
inner wing main torquebox and retracted inboard
and forward. The nosewheel also retracted forward.
The flying control surfaces were fully powered by
two independent hydraulic systems. Speedbrakes
were fitted below the fuselage, and a drag chute
was installed in the aft end of the fuselage. Space
in the radar nose and armament bay was utilized for
test equipment and instrumentation.