Subject: New Fighter Series--Northrop F-5 Freedom Fighter (5 of 11)

From: [email-masked]
Date: 29 Jul 94 16:37:03 GMT

>From [email-masked]

In 1965, Canada decided to acquire the Freedom Fighter for the 
Canadian Armed Forces as a partial replacement for the CF-104.  
Although there was a preferance for the F-4 Phantom, the F-5 was 
chosen because it was considerably less expensive.  

In July of 1965, Canadair of Cartierville (near Montreal), Canada was 
named as the primary Freedom Fighter contractor.  The Canadian-built 
Freedom Fighter was referred to as CF-5A to distinguish it from 
Northrop-built machines.  The aircraft was given the company 
designation of CL-219.  The two-seat version was known as CF-5D (D 
standing for "dual") rather than B.  

The aircraft was to be powered by J-85 engines built by Orenda.  The 
Orenda-built J85s were of of greater thrust than their US-built 
counterparts.  Orenda had considerable experience with the J85, having 
supplied these engines for the CT-114 Tutor two-seat trainer.  

The initial agreement with Northrop covered 115 aircraft, with about 
80 percent of the aircraft to be of Canadian origin.  At the same 
time, Canada received an order from the Netherlands to build 105 
basically similar aircraft for the Royal Netherlands Air Force.  

Although built in Canada, the first few CF-5As were transported to 
Edwards AFB in California by Canadian Forces Hercules aircraft for 
their initial test flights.  The first Canadair-built CF-5A (serial 
number 116701) rolled off the line at Cartierville on February 6, 
1968.  It made its maiden flight in May of 1968 from Edwards, piloted 
by Northrop test pilot Hank Chouteau.  

The Canadair-built CF-5A introduced several refinements that resulted 
from USAF experience in Vietnam with the *Skoshi Tiger* program.  The 
CF-5As manufactured for the Canadian Armed Forces were equipped with a 
detachable inflight refuelling probe as standard equipment.  The 
lengthy takeoff distances required at high weights were reduced by 25 
percent by introducing a two-position extendable nosewheel leg, which 
increased the angle of attack during initial rollout by three degrees.  
The Canadian-built Freedom Fighter also had auxiliary intake doors for 
increased airflow during takeoff, retractable air intake screens, 
additional armor, a strengthened windshield, jettisonable pylons, 
improved navigation and communication equipment, a tailhook for 
engaging wires at the end of the runway in case of an overshoot, and 
additional provisions for windshield and engine intake de-icing and 
rain removal.  They were provided with an 87-percent increase in 
electrical generating capacity, and a lead- computing Ferranti type 
gyro-optical gunsight was provided.  

The CF-5A was powered by a pair of Canadian-built Orenda J85-CAN-15 
engines rated at 4300 lb.s.t.  with afterburning, which enabled the 
CF-5A to have a better speed and climb rate than that of the Northrop 
F-5A.  

For reconnaissance missions, the CF-5As were equipped with 
quick-change reconnaissance nose units housing up to three 70-mm 
Vinten cameras.  During the course of the Edwards flight testing, the 
second production CF-5A (116702) was fitted with a 40-inch 
reconnaissance nose.  

The third CF-5 built was the first one to fly from Montreal, this 
being 116801, the first CF-5D two-seater.  This took place in August 
of 1968.  

In Canadian Forces service, the CF-5A is designated CF-116.  The 
serial numbers for the CF-5A are 1167xx, where xx stands for the order 
in which the planes were built.  In Canadian Forces service, the CF-5D 
is designated CF-116D.  The CF serial numbers of the CF-5Ds are 
1168xx, where xx stands for the order in which the planes were built.  

Shortly after the first production deliveries of the CF-5, a new 
Canadian government was elected, headed by Prime Minister Pierre 
Trudeau.  This government ushered in a series of cutbacks in armed 
forces funding and manpower procurement.  In particular, it was 
decided to reduce the number of CF-5s scheduled for operational 
service to 54 from the 118 originally planned.  Although all 118 
planned CF-5s were indeed built by Canadair, nearly half the airframes 
were placed in storage and were flown on a rotational basis.  As a 
result, only two of the six intended CF-5 squadrons were actually 
equipped.  

The first deliveries to Canadian units were to the Aerospace 
Engineering and Test Establishment at Cold Lake, Alberta.  The first 
squadron to form was No.  434 in 1968, their pilots going to Williams 
AFB in Arizona for training while their planes were being built.  
First deliveries reached the squadron at Cold Lake in early 1969.  The 
second squadron (No.  433) formed at Cold Lake shortly thereafter.  

After initial training, Nos.  433 and 434 Squadron moved to their 
permanent base at Bagotville, Quebec.  No.  434 and 433 Squadrons were 
assigned the mission of reinforcing Norway should trouble ever break 
out in Europe.  The first European deployment with the aid of 
air-to-air refuelling took place in 1973.  

The training role was undertaken by No. 1 Canadian Forces Flying 
Training Squadron based at Cold Lake.  This outfit was later 
designated No.  419 Squadron.  

In the Canadian forces, the CF-5 no longer serves in a combat 
capacity, that mission now being handled by the CF-18 Hornet.  The 
CF-5 now serves strictly in the training role, the sole operator being 
No. 419 Squadron based at Cold Lake.  No. 433 Squadron converted to 
the CF-18 and No.  434 Squadron moved briefly to Chatham, Ontario 
before disbanding.  

In 1988, a major upgrade program was initiated, under which 23 CF-5As 
and 33 CF-5Ds were provided with new wings, fins, control surfaces, 
and undercarriages to extend their service lives.  11 CF-5As and all 
33 of the CF-5Ds were to receive an avionics upgrade, including a 
GEC-Ferranti HUD/weapons-aiming system, a Litton LN-93 inertial 
navigation system, a GEC Avionics air data computer, MIL STD 1553B 
digital databus, HOTAS controls, a radar altimeter, and a new radio.  

NETHERLANDS:  

The other major operator of the Canadair-built Freedom Fighter was the 
Netherlands.  

In the late 1960s, the Koninklijke Luchtmacht (Royal Netherlands Air 
Force, or KLu) selected the Canadian-built CF-5 to replace its fleet 
of aging F-84 Thunderstreaks.  The Canadair-built version for the KLu 
was designated NF-5A, with the two-seat version being designated 
NF-5B.  The-Dutch ordered aircraft were identified as CL-226 by the 
Canadair factory.  

Technically, the NF-5 was the most advanced Freedom Fighter to date.  
It differed from the CF-5 by having maneuvering leading-edge flaps 
incorporated into a stronger wing structure.  When set for high- speed 
maneuvering, the electrically-operated leading and trailing edge are 
synchronized by a control box and are controlled by a thumb-operated 
switch on the starboard throttle lever.  These maneuvering flaps are 
claimed to give a 50-percent increase in the instantaneous turning 
rate.  

The NF-5 was equipped with Doppler radar navigation equipment, an 
attitude heading and reference system, emergency UHF radio, and a 
radio altimeter.  The Doppler radar uses an on-board computer to 
provide on-track and across-track distance information based on radar 
inputs.  

The NF-5A/B had increased external fuel capacity.  The stronger wing 
enabled more ordnance to be carried.  Electrically-activated auxiliary 
intake doors increase airflow to the engine during takeoff and six 
louvered doors were added in each fuselage side aft of the wing 
trailing edge to provide additional cooling.  

Under the terms of the agreement, Fokker and Avio Diepen at Ypenburg 
were to produce fuselage and tail assemblies and ship them to 
Cartierville for final assembly.  A letter of intent for 75 NF-5A 
single seaters and 30 NF-5B two seaters was signed on January 30, 
1967, with deliveries set to begin in late 1969.  

The first NF-5A took off on its maiden flight on March 24, 1969, with 
Canadair test pilot W.  Longhurst at the controls.  The first NF-5B 
flew on July 7 of that year.  

The Royal Netherlands Air Force took delivery of the first machine in 
October of 1969.  The first NF-5s were assigned to 313 Squadron based 
Twenthe.  This outfit became the conversion unit, and trained the 
pilots of other squadrons as they came on line.  The KLu NF-5As served 
with Nos 313 and 315 Squadrons based at Twenthe, with No.  314 
Squadron based at Eindhoven, and with No.  316 Squadron based at 
Gilze-Rijen.  The last NF-5 was delivered to the Netherlands in March 
of 1972.  

The Freedom Fighter is no longer in service with the KLu.  The last 
NF-5 Freedom Fighters stood down on May 1, 1991, when No.  316 at 
Eindhoven converted to F-16s.  By now, the KLu fleet of NF-5s have all 
been replaced by F-16 Fighting Falcon, with most of the planes having 
been transferred to Turkey, Greece, and Venezuela.  

VENEZUELA:  

Some 73 of the single-seat CF-5A aircraft procured for Canada were 
kept in storage due to the lack of operating funds.  These stored 
planes attracted the attention of Venezuela, which ordered 20 of them 
in 1972.  

Final deliveries to the Fuerza Aerea Venezolianos was made in 1974.  
The 16 CF-5As and four CF-5Ds were issued to Escuadrones de Caza 34 
and 35 at Baraquisimeto.  It is believed that sufficient aircraft 
remain only to equip one squadron.  These planes were supplemented in 
late 1990 by 12 surplus NF-5s from the Royal Netherlands Air Force (8 
NF-5Bs and four NF-5As).  

The Canadair deal with Venezuela made the Northrop parent company very 
unhappy, and in 1974 the US company sued the Canadian government oer 
resale rights and royalties.  The matter was finally settled out of 
court when the Canadian government paid Northrop $9 million.  

Sources:

  The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987.

  Jane's American Fighting Aircraft of the 20th Centry, Michael J.H.
  Taylor, mallard Press

  Modern Air Combat, Bill Gunston and Mike Spick, Crescent, 1983.

  United States Military Aircraft Since 1909, Gordon Swanborough and
  Peter M. Bowers, Smithsonian, 1989.

  F-5: Warplane for the World, Robbie Shaw, Motorbooks, 1990

  Fighters of the United States Air Force, Robert F. Dorr and
  David Donald, Temple Press/Aerospace, 1990

  The World's Great Attack Aircraft, Gallery, 1988.

  DMS Market Intelligence Report

  Northrop F-5/F-20, Jerry Scutts, Ian Allan Ltd, 1986.

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