from page 6,
from one billion dollars in 1956 to about 400
million dollars in 1976, and the next graph shows
that Canada spends 2.3% of its gross national product
on national defence. I think this year the figure
is 1.7%. This is the lowest of all NATO countries
The Globe and Mail reports the statement on 10
February by the American Chief of Staff General
David Jones: "The Soviets are outproducing
us in fighter aircraft by a factor of approximately
two to one. In 1976 they produced 1200 new fighter
and fighter-bomber aircraft. The Russian Backfire
bomber has the capability to strike the United
Are we in Canada taking our defence seriously?
Mr. James Eayrs, a reporter for the Ottawa Citizen,
writes: "The Arrow was a superb piece of machinery,
a really splendid aircraft. It also happened to
be the wrong aircraft, produced by the wrong country,
at the wrong time." I agree with the first
statement, and disagree with the second. The Arrow
was the right aircraft, produced by the right country,
at the right time, only our leaders did not realize
that not everything can be calculated in dollars
How is it possible, for example, to assess the
effect of a Canadian success or achievement on
an average Canadian? If he is proud to be a Canadian,
how will his effort compare to one who is forced
to believe that Canadians cannot succeed in anything?
I think that if a Canadian is not proud of common
achievement and success in Canada and doesn't feel
he is taking part in successful efforts he doesn't
care about Canada. It is easy to understand that
a gentleman from Alberta doesn't care for eastern
provinces, and a gentleman from Quebec doesn't
care for the rest of Canada, or that someone from
British Columbia sees his better interests in the
United States. I think the cancellation of the
Arrow was a nasty shock to the pride of the average
Canadian, and this was probably a highly depressing
factor for years ahead.
This has been my recollection of a very interesting
period in Canadian aviation. I do not claim that
it is 100% accurate, but that is how I remember
AND ANSWER SESSION:
L. Wilkinson, moderator.
Q: Did our
speaker ever meet Bill Waterton?
A: Yes, certainly I met Bill Waterton.
I was working with him in England. He was
chief test pilot and I was chief experimental
pilot at Gloster Aircraft. When he went
to Canada to fly the CF-100 I took his
job with Gloster.
Q: Did our speaker ever perform the Zurabatic
Cartwheel in the CF-100?
A: No, not
the CF-100. The Cartwheel was possible only
on aircraft like the Meteor, which was a
twin with widely spaced engines. The CF-100
is bigger and has its engines close together,
which gives too little turning moment to
start the cartwheel, When I tried it, I would
go into some sort of inverted spin or flat
spin, but simply couldn't do it. There is
not enough yaw moment to build up inertia.
Q: Did our guest perform the falling leaf in
A: Yes, the CF-100 did the falling leaf quite
Q: Were there any test flights of the
Arrow after the cancellation, with the
A: No. The
cancellation order was that all work is to
stop immediately, and since this was government
contract work, the aircraft was not the property
of the company, and we couldn't continue
with any of the work after cancellation.
Q: What was the maximum
speed the Arrow achieved?
A: The maximum
speed any of the test aircraft achieved was
Mach 1.98, flown by Spud Potocki. The highest
I reached was 1.89 on an earlier flight.
We must bear in mind that this was not the
maximum possible. We were still progressing
slowly, recording every step we took, but
there was no correct test for speed, as we
did not have any priority in reaching maximum
Q: Have you ever missed flying since
retirement from test flying?
Certainly, yes. But
I have accustomed to new conditions and a new way