On 14 June 1947, Frost arrived at Avro Canada's Malton, Ontario facility with his wife to take over as Project Designer of the new XC-100 jet fighter interceptor.
After 18 months of development, the fighter had entered the mock-up stage.
Frost decided to alter the aircraft design which immediately brought him into conflict with Avro Canada Chief Aerodynamacist Jim Chamberlin.
Basically "cleaning up" the fuselage, Frost set out to change the design subtly.
Even though he wanted to use a swept-wing configuration, the prototype (by now called the CF-100 Canuck) proceeded to prototype stage in the same basic configuration of straight-winged, twin-engined form.
 (The swept-wing CF-103 proposed by Frost in December 1950 was a transonic follow-up to the CF-100).
 Although the CF-100 prototype was now a much more sleek shape, Frost still considered the design awkward. "
It was a clumsy thing.
All brute force," he remarked.

While Frost was in England to confer with members of the Hawker Siddeley Group, Chamberlin made another alteration by moving the engines back and "notching" the wing spar to accommodate the change.
The weakened spar was a flexible structure where the stress was heavy leading to potentially dangerous situations with the CF-100.

Gloster's Chief Test pilot Bill Waterton flew with Frost in the second seat; to the test pilot, this was a revelation: "(Frost was)...very much the keen English public schoolboy type.
Here was another delightful contrast to England, where I was never able to find a designer with spare time enough to fly in his own creation."
 Frost considered it important to get a feel for the aircraft and its systems.
He even tested the CF-100's ejection seat by becoming a test subject himself.
Early flights revealed the great potential of the aircraft but also showed the flaw in the spar was dangerous.
With the crash of the second CF-100 prototype and early production CF-100s delivered to the RCAF without the final modifications to the spar, Frost was blamed for the delays and removed as CF-100 Project Designer in early 1952.
On 14 June 1947, Frost arrived at Avro Canada's Malton, Ontario facility with his wife to take over as Project Designer of the new XC-100 jet fighter interceptor. After 18 months of development, the fighter had entered the mock-up stage. Frost decided to alter the aircraft design which immediately brought him into conflict with Avro Canada Chief Aerodynamacist Jim Chamberlin. Basically "cleaning up" the fuselage, Frost set out to change the design subtly. Even though he wanted to use a swept-wing configuration, the prototype (by now called the CF-100 Canuck) proceeded to prototype stage in the same basic configuration of straight-winged, twin-engined form.  (The swept-wing CF-103 proposed by Frost in December 1950 was a transonic follow-up to the CF-100).  Although the CF-100 prototype was now a much more sleek shape, Frost still considered the design awkward. "It was a clumsy thing. All brute force," he remarked.
While Frost was in England to confer with members of the Hawker Siddeley Group, Chamberlin made another alteration by moving the engines back and "notching" the wing spar to accommodate the change. The weakened spar was a flexible structure where the stress was heavy leading to potentially dangerous situations with the CF-100. 
Gloster's Chief Test pilot Bill Waterton flew with Frost in the second seat; to the test pilot, this was a revelation: "(Frost was)...very much the keen English public schoolboy type. Here was another delightful contrast to England, where I was never able to find a designer with spare time enough to fly in his own creation."  Frost considered it important to get a feel for the aircraft and its systems. He even tested the CF-100's ejection seat by becoming a test subject himself. Early flights revealed the great potential of the aircraft but also showed the flaw in the spar was dangerous. With the crash of the second CF-100 prototype and early production CF-100s delivered to the RCAF without the final modifications to the spar, Frost was blamed for the delays and removed as CF-100 Project Designer in early 1952.
John Carver Meadows Frost