In a second incident with Arrow 202 on 11 November 1958, the flight control system commanded elevons full down at landing; the resulting reduction in weight on the gears reduced the effective tire friction, ultimately resulting in brake lockup and subsequent gear collapse. . RL-201 first flew on 25 March 1958 with Chief Development Test Pilot S/L Janusz Żurakowski at the controls. . Estimates up to Mach 1.98 likely originated from an attempt to compensate for lag error, which was expected in diving flight. . The Avro Canada CF-105 Arrow, often known simply as the Avro Arrow, was a delta-winged. Full size replica of the CF-105 Arrow at the Canadian Air and Space Museum, Toronto. —Jack Woodman, the only RCAF pilot to fly the Arrow . Two months later, the assembly line, tooling, plans and existing airframes and engines were ordered to be destroyed. The cancellation was the topic of considerable political controversy at the time, and the subsequent destruction of the aircraft in production remains a topic for debate among historians and industry pundits. "This action effectively put Avro out of business and its highly skilled engineering and production personnel scattered. The first Arrow, RL-201, is officially rolled out on 4 October 1957. An Avro report made public in 2015 clarifies that during the highest speed flight, the Arrow reached Mach 1.90 in steady level flight, and an indicated Mach number of 1.95 was recorded in a dive. . The Germans also discovered it was possible to "trick" the airflow into the same behaviour if a conventional thicker airfoil was used swept rearward at a sharp angle, creating a swept wing. This provided many of the advantages of a thinner airfoil while also retaining the internal space needed for strength and fuel storage. Another advantage was that the wings were clear of the supersonic shock wave generated by the nose of the aircraft. . it was one of the first of its kind, and was problematic. By February 1959, the five aircraft had completed the majority of the company test program and were progressing to the RCAF acceptance trials. . The aircraft, at supersonic speeds, was pleasant and easy to fly. During approach and landing, the handling characteristics were considered good. On my second flight the general handling characteristics of the Arrow Mark 1 were much improved. On my sixth and last flight the erratic control in the rolling plane, encountered on the last flight, [was] no longer there. Excellent progress was being made in the development from where I sat the Arrow was performing as predicted and was meeting all guarantees. In the post- Second World War period, the Soviet Union began developing a capable fleet of long-range bombers with the ability to deliver nuclear weapons across North America and Europe. . Although the CF-105 was not the first aircraft to use such a system, [Note 2]. An RCAF team led by Ray Foottit visited US aircraft producers and surveyed British and French manufacturers before concluding that no existing or planned aircraft could fulfill these requirements. . The construction of the airframe was fairly conventional, with a semi- monocoque frame and multi-spar wing. The aircraft used a measure of magnesium and titanium in the fuselage, the latter limited largely to the area around the engines and to fasteners. Titanium was still expensive and not widely used because it was difficult to machine. . On 20 February 1959, Prime Minister of Canada. Sparrow II in place of the MX-1179 and Falcon combination. Avro vocally objected on the grounds that neither of these were even in testing at that point, whereas both the MX-1179 and Falcon were almost ready for production and would have been nearly as effective for "a very large saving in cost". . The Velvet Glove radar-guided missile had been under development with the RCAF for some time, but was believed unsuitable for supersonic speeds and lacked development potential. Consequently, further work on that project was cancelled in 1956. . Agreement with the United States, making Canada a partner with American command and control. The USAF was in the process of completely automating their air defence system with the SAGE project, and offered Canada the opportunity to share this sensitive information for the air defence of North America. . Bison jet bomber and the Soviet Union's testing of a hydrogen bomb dramatically changed Cold War priorities. . In order to mitigate risks, a massive testing program was started. By mid-1954, the first production drawings were issued and wind tunnel work began, along with extensive computer simulation studies carried out both in Canada and the United States using sophisticated computer programs. .