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Example research essay topic: House Of Commons Air Force - 1,279 words

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... eter's. After 35 minutes, the airplane landed. The first flight was a success, and only two micro-switches had failed to respond. Zus only complaint was that there was no clock in the cockpit to tell the time. Upon leaving the craft, he was hoisted on the shoulders of the crowd like a hero.

Crawford Gordon with Canadian flying legend John McCurdy, and Roy Dobson of Hawker-Siddeley, attending the roll-out. On August 23 rd the aircraft was taken to supersonic speeds for the first time. That week speeds up to Mach 1. 7 were recorded. The program had its share of small problems, most noticeable when Zurakowski had the landing gear fail and headed off the runway at some 50 kilometres per hour. No real damage was done, and the problems were fixed. There was a similar accident later with Potocki.

In general, as testing continued, the Arrow grew easier to handle. Speeds needed to take off were reduced, as was landing runway length. The maiden flight: The RCAF stipulation that the Arrow be able to pull 2 Gs at 50, 000 feet (15240 metres) at a speed of Mach 1. 5 was achieved. Avro believed it could be done at 60, 000 feet (18288 metres) with the as-yet-untried Iroquois. The aircraft was finally pushed to Mach 1. 98, over 2000 kilometres per hour, with Potocki at the controls, and would fly up to a height of 58, 000 feet. Jack Woodman, the only RCAF pilot to fly the Arrow and the official representative of the government, reported that the aircraft performing as predicted and was meeting all guarantees.

The design team was confident that the Mark- 2 Arrows, with their Iroquois engines, would pass Mach 2 easily, and planned on hitting Mach 3 with future series. The October 4 th, 1957, coincidence of the launch of the Sputnik on the same day as the Arrows unveiling was one of history's ironic touches. It symbolized perfectly the air defence paradigm of the day. Suddenly the bomber gap became the missile gap. Many believed that the quarry which the Arrow had been designed to hunt down, the high-flying supersonic or trans-sonic bomber, was being replaced by intercontinental ballistic missiles (ICBM), which were impervious to manned fighters. Here we see the landing gear malfunctioning on the second accident.

The idea began to circulate that manned aircraft were on their way out. This may seem absurd today, but the technological uncertainty that gives rise to wild speculation can be appreciated by anyone watching trends in technology markets today. In 1957, the missile looked like it was the future not only for nuclear attack, but also as an air defence system. In England, for example, the horizon looked dim for the aviation industry when British Minister of Defence Duncan Sandys cancelled all aircraft projects but one. Six days after the flight of the first Arrow, on March 31 st 1958, the Conservatives won the largest electoral victory in Canadian history, securing 208 seats out of 265. There seemed to have been a deep desire to terminate the Arrow in the Diefenbaker government, but the boom of the fifties had subsided, and as it stood, it was politically dangerous to threaten jobs in the employment-poor Toronto area.

Diefenbaker had been in no position to rock the Arrow boat as long as the Conservatives held only a minority government. Now deep mutual distrust began to take hold at Avro and among the Conservatives. The Conservatives accused Avro of greediness and intense lobbying, while Avro claimed it was only trying to ascertain what the lay of the land was. Behind the scenes discussions were underway that would have caused a lot of anxiety at Avro, but nothing was leaked out. By 1958, the Department of Defence Production estimated that $ 300 million had been spent on the Arrow, and that a further $ 871 million would need to be spent. The number of planes to be produced was dropped to 169 from 300, at a cost of $ 12 million per unit.

These figures can be interpreted in different ways: Defence Minister George Pearkes, himself perhaps the Arrows greatest adversary, stated in an 1958 address to the U. S. Secretary of State about the burdensome costs of Canadian air defense, placed the total at only $ 780 million. In the military, tensions were on the rise as the Arrow program started to eat up large percentages of the defense budget.

Rivalry inside the air force grew as well. The Arrow couldnt be adapted to European theatre needs, and a rift developed between Canadian NATO and NORAD air force officers. The ready-to-go Iroquois engine being placed into the engine cavity of the Arrow 206. It would never fly. In August 1958 the CSC advised the government to cancel the Arrow and buy two U. S Bomarc installations and institute its complementary SAGE control system, as well as purchase 100 U.

S. built interceptors at $ 2 million each. The decision to cancel was without doubt a difficult one for the Diefenbaker cabinet, and there was much discussion over the impact it would have on Canadian morale. But on Feb 20 th, 1959, -- Black Friday Diefenbaker simultaneously announced to the House of Commons and to Avro itself that the Arrow and Iroquois programs were immediately cancelled.

It was a fait accompli. Black Friday, Feb 20 th, 1959 was the day of epiphany for the Avro Arrow. At 11: 00 a. m. , Prime Minister John Diefenbaker announced before the House of Commons the decision, reached behind closed doors, to terminate the Arrow and Iroquois programs. Employees leaving Avro that day: That day 14, 525 workers were to leave the Avro plant unemployed. A small percentage were rehired later, but the vast majority were cast into the job market.

The employees at Avro found out pretty quickly that their jobs were on the line when a loudspeaker announced the PMs decision at 11: 20 a. m. They were at first told to keep working until further notice. That came later in the day, after several meetings by the management. All paid employees were to be immediately laid off. Hear test pilot Jan Zurakowski, the first man to fly an Arrow, remember Black Friday After the announcement, employees wandered around in disbelief.

They had expected slowdowns, but neither management nor workers had anticipated the sudden cancellation. It was only two weeks until the Iroquois engine was set to fly in tests that were expected to break the world speed record. In any event, officials like Defence Minister George Pearkes had repeatedly given their assurance to Avro management that the program would not be cancelled. Since the previous year, a reassessment of the program had been scheduled for March. Why the sudden cancellation? We know now that the decision to cancel had already been deeply rooted in the thinking of Diefenbaker's cabinet, and may have been set in stone when Canada signed onto the NORAD treaty with the U.

S. But it was politically expedient, to say the least, that the cancellation take place before the Iroquois be flown. If speed records were broken, canceling the Arrow would have been much more difficult. The promise of a March reassessment was the good tactic to lull Avro into complacency, and make cancellation easier. Destruction June 28, 1999: These photos were taken from a helicopter chartered by the Montreal Standard magazine when they got wind of the scrapping. "Our workmen did it. We walked in there and took them apart.

We used saws -- you couldn't use torches because it was too dangerous. The fixtures in the plant were torched; the a...


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Research essay sample on House Of Commons Air Force

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