Genuine and Authenticated Avro
Arrow CF-105 Aircraft Martin Baker Ejection seat
Available for Sale.
A Monumental piece of Canadian Jet age heritage that goes a long way to helping solve the Missing
Avro Arrow Mystery....
Jet Art Aviation LTD Brings you a once in a
The chance to own a piece of Canadian National
The ultimate Canadian museum exhibit or
Private collector’s item.
An item that in our opinion goes a long way to
solving the Mystery of the Missing Avro Arrow
This is a Martin Baker MKC5 Pilots Ejection seat
from an Avro Arrow CF-105 Aircraft.
It comes with a letter of authenticity from Martin
1958 with Serial Number 11 this is an incredibly rare item that represents the pinnacle of the Canadian Aerospace industry. Only a handful of
these seats were produced prior to the cancellation of the Arrow project with
all aircraft, tooling, blueprints and equipment including ejection seats being
ordered destroyed by the Canadian government of the time.
Avro Arrow Mk C5 Ejection seats were built at the Martin-Baker
(Aircraft Company Limited) factory at Collingwood, Ontario and we know
of only one other surviving example which we, Jet Art Aviation LTD, found,
restored and returned to Canada in 2008. That seat is now on display in the
Toronto Aerospace Museum and is unlikely to ever be offered for sale. This
leaves the seat you are looking at, serial number 11, available as a unique
also raises a number of questions about how a pair of Avro Arrow MkC5 ejection
seats with minor differences (suggesting a front pilot seat and a rear
Navigators / weapons system operator seat) ended up in the UK? It also sparked
for me personally a huge fascination with the Avro Arrow and started me on a
road to researching the Avro Arrow story. A story of myth, legend and
conspiracy. I believe this very seat (serial number 11) along with the seat
(serial number 14) now on display in the Toronto aerospace museum are from the
‘Missing Avro Arrow’. The Arrow that was rumoured to have disappeared and
vanished being spirited away when the project was cancelled and the destruction
story and interest in the Avro Arrow began in 2008. We purchased an old, un
loved ejection seat from a private collector and set about restoring and
researching the seat. He had purchased the seat from a defunct aviation museum
in the North of England that closed and sold off their assets. The museum it
came from had not identified the seat and it sat gathering dust in a museum
store room. No one knew what the seat was or where it had come from apart from
the fact that it had originated from the BAC Warton factory sometime in the
late 1970’s. BAC Warton was the British
aircraft factory heavily involved with the British TSR2 program. The TSR2
program was some 7 years behind the Arrow but the two aircraft programs had
many similarities, both being ground breaking aircraft well ahead of their
time. Strangely both projects suffered the same fate being axed at the hands of
the first seat (serial number 14) had been restored we sent it to Canada for
auction and a deal was done to secure the seat for the Toronto Aerospace
museum. A good result for aircraft preservation and a great result for Canada.
However one thing that still niggled me was how a super rare variant ejection
seat, built in Canada for a cancelled Canadian aircraft program in which
everything had been order destroyed had survived and made it to England?
Shortly after the first seat had been
returned to Canada I learnt by complete chance of the existence of another
privately owned Avro Arrow MkC5 ejection seat (serial number 11) existing in
the North of England. Again this seat is believed to have originated from near
the BAC factory at Warton sometime in the late 1970’s. The chances of two of
these seats surviving were incredibly slim and the fact that they had both
turned up in the UK were even more puzzling. It took 3 years to secure the 2nd seat and once in our possession the research
could really begin. The seats both had the same date and part number but
different serial number and component numbers. Minor differences suggest that
this was a matched pair of seats a front and a rear. The seats came with the
ejection guns which have the mount points as if they had been correctly removed
from the aircraft. The seats are structurally in used condition with wear and
tear suggesting they were fitted and used, not once or twice but numerous times. Both seats also have modification plates
fitted, each showing 8x modifications being carried out. Seat serial number 14 (Now in The Toronto
Museum) has a sun bleached section on the anodised aluminium head box of the
seat. This is at an angle near identical to that of the front canopy of the
CF-105 Arrow. It would have take a few years to sun bleach like that which
tells me this seat sat in a Front Arrow cockpit for a considerable length of
time. This Seat serial number 11 overall
has much less of a sun bleached appearance suggesting it is from the rear
cockpit. The rear cockpit on an arrow has no canopy as such and is basically a
dark hole sealed by two clam shell door over the pilots head with only two
small windows left and right.
final icing on the cake for my theory that a CF-105 Arrow had made it to
England for testing and evaluation
purposes was a chance conversation with a customer who called in to visit. We
have an Olympus 320 engine in the workshop from the TSR2 program and as he
stood admiring it and chatting about the TSR2 aircraft he commented on
how similar the Avro Arrow and TSR2 programme were. He stopped me half way
through the conversation and asked me if I had ever heard of an Avro Arrow
visiting the UK? ‘‘Um strange’’ I said ‘’Ok you have my full attention. Tell me
more’’. He then proceeded to tell me a story which sent a shiver down my spine.
He had no idea that we had found a pair of Arrow seats and that I had my own
theory of how they came to the UK but what he then told me fully backed up this
theory. In return I told him about the two seats and it ended for him a mystery
that had puzzled and perplexed him for the best part of 50 years!
In the early 1960’s as a school boy he spent
the summer holidays with family in Kent England close to the RAF Manston air
base. In the 1960’s Manston was a major diversionary airfield for aircraft in trouble
and was also the Royal Air Force fire training school. As an avid aviation enthusiast he spent every
day with friends around the perimeter fence watching the aircraft. It was on
one of those days that he saw something that had stuck in his mind ever since.
Appearing from over the sea on a low level approach with undercarriage down
appeared a white, high delta wing aircraft with a black nose and no national
markings or registration. He described the aircraft in detail including the
large fin, long extended nose undercarriage leg, small pilots canopy,
rectangular section air intakes etc. He had seen Avro Arrow aircraft in
magazines and news papers and knew exactly what he was looking at. He is
adamant that what he saw was an Arrow. The aircraft touched down and taxied out
of site before shutting down. He described the engine sound as highly unusual.
A very powerful sounding turbojet nothing like he had heard before or since.
Could this Arrow have been fitted with the Orenda Iroquois engines?
The Orenda Iroquois engine was a highly advanced and incredibly powerful power
plant specifically designed for the Arrow. These engines were also ordered
destroyed when the project was cancelled. Of the five arrows that had left the
production line and the ones that had flown had been fitted with the Pratt and
Whitney J-75 engine. No Arrow was ever believed to have flown under the power
of the Orenda Iroquois. Had Avro Canada employees managed to get an Arrow
fitted with the Iroquois engines out of the plant and away to safety in
England? I believe so! Indeed, it is now known that at least one Orenda Iroquois
turned up at Bristol Siddeley Aero engines in England! The plot thickens......
The next step of my research was to try and find more information
about an Avro Arrow landing at RAF Manston.I could find no documentation or any
reference in books or on the internet. Chances are any official documents will
be covered by the 50 year rule and will not made public for the next few years
when all of this can either be proved or not. The only option left was to talk
to the ‘old boy network’ and do a bit of digging to see what I could find. It
wasn’t long before I hit the jackpot and found an ex RAF fitter now retired and
involved in the museum scene who had heard a rumour about an Arrow being at Manston.
He needed no prompting and told me the story that backed everything up
perfectly. A friend of his who used to be based at manston had told of an
Arrow landing there in secret. He stressed to me that it was ‘hearsay’ but
within the 1960’s RAF it was fairly common knowledge and in his words an ‘Air
Force myth’ but he had no photographs or documents to back it up and did not
know the exact date. When I asked what
he thought the Arrow was doing at Manston what he said made perfect sense but also saddened me. ‘Well they
burnt it didn’t they?’ It was the perfect place to destroy it. The base with a
huge long runway where it was capable of landing, and behind a high perimeter
fences the fire training school burnt aircraft on a regular basis. Nobody would
have batted an eye lid. My eye witness who saw the Arrow land also described
watching aircraft such as Vickers Viking’s being scrapped there and large
aircraft such as a Vulcan and Hastings being used for the fire training school. It makes sense that the Avro Arrow was
spirited away to the UK as at this particular time in the early 1960’s the UK
was at the forefront on the Aviation world. The English Electric Lightning was
in service and TSR2 was well into production.
I personally think the aircraft would have been test flown, evaluated,
studied and milked for all her secrets and when there was nothing left to learn
from the aircraft she was quietly destroy to prevent any political
embarrassment and awkward questions. It makes sense that she was burnt out then
either broken up into unrecognisable lumps leaving the base in scrap skips or bulldozed into
a huge hole in the ground and buried. If so sections of the missing Arrow could
still be there. The Arrow was seen to land at Manston but no one ever saw one
Politically and corporately this is all
highly probably. Britain and Canada are both close allies with the British and
Canadian aerospace industries being closely entwined. After the cancellation of
the Arrow project Avro Canada was eventually taken over in 1962 by the UK
Hawker Siddeley group with all assets being transferred to Hawker Siddeley
Canada, however main control came from the UK. Previously in 1945 UK based
Hawker Siddeley group had purchased Victoria Aircraft from the Canadian
Government and created A.V. Roe Canada Ltd so the history of the two
companies was already set in stone. I am sure in the time of crisis when ‘Black
Friday’ loomed and it was evident that the masterpiece that was the Avro Arrow
would be destroyed and lost forever at the hands of the politicians the
management of Avro Canada turned to Hawker Siddeley who in turn most likely
turned to the UK Air Ministry to hatch a plan to save one of the aircraft.
Taken directly from Wikipedia: ‘’Rumours had circulated that Air Marshal
W.A. Curtis, a 1st World War ace who headed Avro, had
ignored Diefenbaker (Canadian Prime Minister at the time) and spirited one of
the Arrows away to be saved for posterity. These rumours were given life in a
1968 interview, when Curtis was asked point-blank if the rumour was true. He
replied: "I don't want to answer that." He proceeded to question the
wisdom of printing the story of a missing Arrow, and wondered whether it would
be safe to reveal the existence of a surviving airframe only nine years later.
"If it is in existence it may have to wait another 10 years. Politically
it may cause a lot of trouble." The fanciful legend endures that one
of the prototypes remains intact somewhere.’’
52 years later I believe the missing Avro
Arrow mystery has been solved.
I believe the ejection seats and other
components (possibly even engines?) may have been removed prior to the aircraft
destruction. If burning was the planned form of destruction the aircraft seats
will have been removed to be disarmed as the pyrotechnics charges would have
cooked off in a fire. It is likely that removed components including the pair
of seats then went to Hawker Siddeley or BAC for further evaluation purposes
and the engines if removed to Bristol Siddeley or Rolls Royce. As stated above, it is now known that at least one Orenda Iroquois
turned up at Bristol Aero Engines in England! As both seats are known to
have originated from the former BAC plant at Warton it makes sense that all
removed components eventually ended up there when Hawker Siddeley and BAC
merged in 1966. Another 10 years down the line in the 1970’s time will have
taken its toll and people will have forgotten what the dusty old seats in
storage were or where they had come from. I believe it was then that management
within BAC must have made the decision to dispose of them locally not knowing
what they were.
Taking all this into account what you are
looking at is a monumentally important historic aviation artefact that along
with my research and the eye witness account go a very long way to solving one
of aviation's most discussed mysteries.
All major structural components are original
to the seat and have ‘MBEUAVR’ (Martin Baker / Avro) part numbers and are dated
1958. Soft furnishings (parachute, survival pack, harness, seat cushion) are
not original however they are a very accurate representation of the correct
period, and are dated circa 1958. We have subtly restored the seat by
fitting components such as these to accurately represent what the seat would
have looked like when fitted in the aircraft.
Please study the photos. They paint thousand
words. The seat is stunning.
As this is in my opinion an Item of Canadian
National Treasure that truly deserves to go to a good home, preferably in
Canada, we invite Canadian museums to contact us to be put on our shortlist of
potential new homes for this item. Should we get a beneficiary wanting to
purchase this item and put it on public display we will pass on the list of
This seat also in my opinion holds the answer
to one of the most discussed mysteries and controversial chapters of aviation
history and as such is really an irreplaceable item of significant Canadian
national importance. As an item like this is near impossible to value the
figure for this listing has been estimated as approximate minimum insurance
value however in reality the seat is irreplaceable.
I thank you for taking the time to read our
eBay listing and listening to our theory on the ‘Missing Avro Arrow’. I hope
you have enjoyed reading this as much as I have enjoyed the journey of research
One final thought: If this seat could talk I
bet it could tell a few secrets. Just think it’s highly likely a test pilot sat
in this seat fitted to a Iroquois engine equipped Avro Arrow that will have
been thoroughly put through its paces in a flight test program. How fast did it
do? How high did it go? Somebody somewhere knows!
Jet Art Aviation LTD
Photos of the first seat serial number 14 Now
on Display in Toronto can be seen here:
HOT PRESS: The Canadian Forces Museum of Aerospace Defence at Canadian Forces Base North Bay, Ontario would
dearly love to display this seat as an
exhibit. As such they are looking for funding to secure this seat for
the museum and
for Canada. Any potential beneficiaries should contact
the curator of the museum there. Please email us to be put in touch
THANKS FOR LOOKING
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