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F-94 “Starfire”

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Formation of three F-94Cs (S/N 51-5642, 50-1063 and 51-5549) of the 354th Fighter Interceptor Squadron, Oxnard Air Force Base, Calif.,
Formation of three F-94Cs (S/N 51-5642, 50-1063 and 51-5549) of the 354th Fighter Interceptor Squadron, Oxnard Air Force Base, Calif.
The F-94 came about during a time of rapid change in the aviation world, but it had an eventful, if short, life.

By the end of World War II, air forces around the world were aware that a new age of aviation was dawning: The Jet Age. In 1948, the newly-formed United States Air Force called out to designers for a radar-equipped jet interceptor to replace the piston-engine F-81 and F-82. The threat of war with the Soviet Union was already very real, and their Tupolev Tu-4 (a copy of the American B-29) was an intercontinental threat, in and of itself.

The Air Force needed a fast interceptor, that could fly at night and be able to detect incoming bombers on its own. Curtiss-Wright designed the XF-87 “Blackhawk” to fill this role, but it was scrapped for poor performance. Lockheed was asked to submit a design on an emergency basis, so the company took aspects of its successful TF-80C jet trainer. The TF-80, later called the T-33 “Shooting Star” was a two-seat training version of the F-80 “Shooting Star,” and the prototype plane they would give birth to would share 75 percent of the original TF-80’s parts. Notably, the engine was upgraded from the J-33 turbojet seen on the T-33 to the Allison J-33-A-33 afterburning turbojet. The extra power was required due to the added weight of electronic equipment, including the radar and the Sperry A-1C gunsight.

This made the F-94 the first American production jet that used an afterburner.

The first production F-94, the F-94A variant was armed by four .50 in. M3 Browning machine guns in the fuselage. Its two wingtip fuel tanks could be replaced by 1,000 bombs, making the F-94 a versatile fighter-bomber. in 1951, the F-94B version entered service with upgraded electronics, engine, and an Instrument Landing System.

The F-94C was the first variant to bear the “Starfire” name, but when it went into service, the entire F-94 family adopted the moniker. The “C” was a very different airplane, so different that Air Force officially were originally going to call it the F-97. The F-94C had its guns replaced with rockets, wings thinned out, and tail surface swept back. The engine was swapped out for a Pratt & Whitney J48, which gave a big increase in power, especially when the afterburner was fired up.

In March 1951, the Air Force sent F-94Bs into combat over Korea. During the Conflict, an F-94 was credited with the world’s first jet-versus-jet air combat victory, when it defeated a MiG-15 with guns. Only one F-94 was officially lost in combat, though a few others crashed during the deployment.

Despite its combat successes, the F-94 was retired from USAF service in 1959, as a flurry of new and more advanced jet fighters came into production. They remained in Air National Guard service until 1960.

Specifications

General (F-94C)

Crew: 2
Length: 44 ft 6 in
Wingspan: 42 ft 5 in
Height: 14 ft 11 in
Empty weight: 12,708 lb
Engine One Pratt & Whitney J48-P-5 turbojet, putting out 6,350 lbf (8,750 lbf with afterburner)

Performance (F-94C)

Maximum speed: 640 mph
Combat Range: 805 mi
Ferry range: 1,275 mi
Ceiling: 51,400 ft
Thrust/weight: 0.48

Armament

F-94A/B: Four .50 in. M3 Browning machine guns
F-94C: 24 or 48 2.75 in (70 mm) Folding-Fin aerial Rockets

Wingtip fuel tanks could be replaced with 1,000 lb. bombs.

F-94 “Starfire” Photo Gallery

Lockheed EF-94C recon variant test aircraft
Lockheed F-94B Starfire (S/N 50-930) in flight.
F-94A of the 449 FIS
Lockheed YF-94 (S/N 48-373). This was the second aircraft built (from TF-80C)
A U.S. Air Force Lockheed F-94A-5-LO Starfire (s/n 49-2586) from the 190th Fighter Interceptor Squadron, Idaho Air National Guard.
F-94C Starfire being armed with 2.75 in FFARs (Mk 4 Folding-Fin Aerial Rocket)
Lockheed F-94A Starfire in the Modern Flight Gallery at the National Museum of the United States Air Force
F-94 on display the Evergreen Aviation & Space Museum in McMinnville, Oregon.
F-94 cockpit
Formation of three F-94Cs (S/N 51-5642, 50-1063 and 51-5549) of the 354th Fighter Interceptor Squadron, Oxnard Air Force Base, Calif.
Formation of two F-94Cs.
Lockheed F-94C (S/N 50-1034) landing with drag chute deployed.
Several F-94s in flight
F-94 with pilot from the 178th FIS North Dakota Air National Guard

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F-105 “Thunderchief”

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Two U.S. Air Force Republic F-105 Thunderchiefs, an F-105F-1-RE (s/n 63-8280) and an F-105D-31-RE (s/n 62-4355), with Mt. Fuji, Japan, in the background.
Two U.S. Air Force Republic F-105 Thunderchiefs, an F-105F-1-RE (s/n 63-8280) and an F-105D-31-RE (s/n 62-4355), with Mt. Fuji, Japan, in the background.

The F-105 “Thunderchief” was an American fighter-bomber capable of Mach 2 speeds that could carry more bombs than most strategic bombers of World War II.

But just because it was faster than bombers doesn’t mean it didn’t get shot down like a traditional bomber. In fact, the “Thunderchief” crashed so much that many believe its nickname, “Thud,” originated because of how often the plane hit the ground.

While the F-105 conducted thousands of sorties and did the bulk of the strike bombing missions at the onset of Vietnam, it became the only American aircraft to be pulled from active duty due to high loss rates.

The F-105 was designed as a single-seat nuclear attacker, like many of the jets unleashed in the 1950s. The jet first flew in 1955, entered service in 1958, and had its final Air National Guard units retired in 1984.

The F-105 was a speedier successor to the North American F-100 “Super Sabre” and was like-armed with bombs, missiles, and a cannon. The F-105 was exceptionally well-armed. It carried up to 16 750-pound bombs. It carried more payload than a B-17.

Out of the 833 aircraft produced, 382 — nearly half — were lost. It was bigger and less maneuverable than MiG fighters and managed only 27.5 air-to-air kills in its career. At 50,000 pounds, the F-105 was the biggest single-seat, single-engine airplane ever built.

The “D” variant of the F-105 was the most common. It featured all-weather capability, blind bombing capability, upgraded ejection seat and gun sight, and better armor than earlier models. The F-105F/EF-105F and F-105G variants were “Wild Weasel” versions used for Suppression of Enemy Air Defenses (SEAD) missions.

The F-105F was used in legendary missions that may perhaps save the airplane’s reputation in history. The two-seater hosted two Medal of Honor Recipients: Captain Merlyn H. Dethlefsen and Captain Leo K. Thorsness.

Captain Dethlefsen was awarded the Medal of Honor and Capt Kevin “Mike” Gilroy the Air Force Cross for an F-105F Wild Weasel mission on 10 March 1967. With their aircraft damaged by antiaircraft fire, the pair decided to keep heir F-105F in harm’s way, flying above Thai Nguyen until an enemy missile site was found and destroyed.

Republic F-105D-30-RE Thunderchief in flight with a full bomb load of M117 750 lb bombs. Normally drop tanks were carried on the inboard wing pylons. This aircraft was shot down on 24 December 1968 over Laos
Republic F-105D-30-RE Thunderchief in flight with a full bomb load of M117 750 lb bombs. Normally drop tanks were carried on the inboard wing pylons. This aircraft was shot down on 24 December 1968 over Laos

Captain Thorsness was awarded the Medal of Honor and Capt Harold Johnson the Air Force Cross for an F-105F Wild Weasel mission on 19 April 1967. The pair attempted to rescue another Wild Weasel crew that had been shot down. Thorsness shot down two enemy MiG-17s in the process and stayed in the area, acting as a decoy for enemy MiGs after he ran out of ammo.

The F-105 almost never came to fruition. The Air Force ordered the fighter-bomber to fight the North Koreans, but that conflict ended before the F-105 entered service. The Air Force reduced its 199 aircraft order down to 46 in 1953 and cancelled the program altogether months later.

The program was brought back to life in 1954, but the Air Force was looking for something more advanced. The F-105D all-weather, nuclear-capable variant filled the need, and the F-105 had life.

By 1961, the Air Force fell in love with the Navy’s F-4 Phantom II and eventually the General Dynamics F-111 “Aardvark,” and the F-105 was already past its prime.

The F-105 got its name after Republic Aviation requested “Thunderchief,” naming the airplane along the same lines as its other “Thunder” aircraft, the P-47 “Thunderbolt,” F-84 “Thunderjet,” and F-84F “Thunderstreak.”

Specifications

General

Crew: 1 (2 for C/E/F/G variants)
Length: 64 ft 4.75 in
Wingspan: 34 ft 11.25 in
Height: 19 ft 8 in
Empty weight: 27,500 lb
Max. takeoff weight: 52,546 lb
Engine: One Pratt & Whitney J75-P-19W afterburning turbojet

Performance

Maximum speed: Mach 2.08 (1,372 mph)
Combat radius: 780 mi
Ferry range: 2,210 mi
Ceiling: 48,500 ft
Rate of climb: 38,500 ft/min
Thrust/weight: 0.74

Armament

Guns: One 20 mm M61 Vulcan cannon, 1,028 rounds
Hardpoints: Five total and internal bomb bay with a capacity of Up to 14,000 lb. Could carry conventional and nuclear bombs, and AIM-9 Sidewinder and AGM-12 Bullpup missiles.

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F-15E “Strike Eagle”

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An F-15E Strike Eagle flies over Afghanistan. The F-15E's primary role in Afghanistan is providing close-air support for ground troops. (U.S. Air Force photo/Staff Sgt. Aaron Allmon)
An F-15E Strike Eagle flies over Afghanistan. The F-15E’s primary role in Afghanistan is providing close-air support for ground troops. (U.S. Air Force photo/Staff Sgt. Aaron Allmon)
The E-model F-15s were entered into operational service in 1989 and quickly became the pride-and-joy of the USAF. It is an all-weather, dual-role fighter, capable of low-altitude and night operations. Its dual-role makes it both an air-to-air fighter and a strike fighter, hence its designation as the “Strike Eagle.”

The E-model’s main purpose is to fight its way into a target zone, deliver its payload, then fight its way out (if necessary). In order to accomplish such a feat, the initial F-15 design had to be slightly modified. To maintain the impressive performance of the F-15 whilst giving it an even more devastating armament, E-models have Pratt & Whitney F100-PW-229 turbofan engines, which produce a combined thrust of 58,000 pounds.

In addition to more powerful engines, the E-model is equipped with a vast array of sensors, advanced targeting suites and the APG-70 radar system. With so much technology crammed into the jet, along with its need to carry a myriad of weapons for its mission possibilities, the airframe of the F-15E looks slightly different from its predecessors. In fact, E-models are quite intimidating.

The intakes appear more bulbous and bigger and the material of the airframe is darker. Looking at the jet head-on, especially when next to a previous model, it appears more muscular. Its very appearance telegraphs its purpose and efficiency; this aircraft will accomplish its mission in a most bombastic fashion. Despite its large and powerful appearance, it is still just as fast and maneuverable as any other F-15, making it a double threat.

Making it even more deadly is the efficiency in which it can accomplish its mission. The E-model’s avionics are constantly at work, scanning and sensing. In order to keep track of all the incoming information, E-models require a second officer. Unlike the back seat of the B-and-D-models–which are for instruction purposes–the back seat of E-models is for a WSO. A WSO (pronounced “wiz-o” and meaning Weapons System Officer) manages all the combat data on four screens in the cockpit and designates ground targets. This allows the pilot to focus on flying and air-to-air threats.

The F-15E has brought the USAF into the 21st century, its many improvements from previous models being incorporated into current and future fighter jets.

Specifications

General

General characteristics

Crew: Two
Length: 63.8 ft
Wingspan: 42.8 ft
Height: 18.5 ft
Empty weight: 31,700 lb
Max. takeoff weight: 81,000 lb
Engines: Two Pratt & Whitney F100-229 afterburning turbofans, 29,000 lbf each

Performance

Maximum speed: Mach 2.5+
Combat radius: 790 mi
Ferry range: 2,400 mi with external fuel tanks
Ceiling: 60,000 ft
Rate of climb: 50,000+ ft/min
Thrust/weight: 0.93

Armament

Guns: 20 mm M61 Vulcan cannon, 510 rounds
Hardpoints: 2 wing pylons, fuselage pylons, bomb racks on CFTs with a capacity of 23,000 lb of external fuel and ordnance

Missiles:

  • Air-to-air missiles:
    • AIM-9M Sidewinder
    • AIM-120 AMRAAM
    • AIM-7M Sparrow
  • Air-to-surface missiles:

    • AGM-65 Maverick
    • AGM-130
    • AGM-84 Harpoon
    • AGM-84K SLAM-ER
    • AGM-154 JSOW
    • AGM-158 JASSM

Bombs: B61 nuclear bomb, Mark 82, Mark 84, CBU-87 Combined Effects Munition, CBU-89 Gator, CBU-97 Sensor Fuzed Weapon, CBU-103 CEM, CBU-104 Gator, CBU-105 SFW, CBU-107 Passive Attack Weapon, GBU-10 Paveway II, GBU-12 Paveway II, GBU-15, GBU-24 Paveway III, GBU-27 Paveway III, GBU-28, GBU-31 JDAM, GBU-38 JDAM, GBU-39 Small Diameter Bomb, GBU-51 Paveway II, GBU-54 Laser JDAM

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F-15 “Eagle”

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Capt. Matt Bruckner, an F-15 Eagle pilot assigned to the 71st Fighter Squadron, 1st Fighter Wing, at Langley Air Force Base, Va., flies a combat air patrol mission 7 October 2007 over Washington, D.C., in support of Operation Noble Eagle.
Capt. Matt Bruckner, an F-15 Eagle pilot assigned to the 71st Fighter Squadron, 1st Fighter Wing, at Langley Air Force Base, Va., flies a combat air patrol mission 7 October 2007 over Washington, D.C., in support of Operation Noble Eagle.

The C-model F-15s were entered into the U.S. Air Force inventory in 1979, closely following the introduction of the F-15A (and B) in 1972. The F-15C would become the most pivotal, important and influential air-to-air fighter jet in the world. It is a tactical fighter, with high maneuverability and all-weather capabilities.

Developed by McDonnell Douglas and powered by twin Pratt & Whitney turbofan engines, the F-15C is capable of nearly 50,000 pounds of thrust and has an impressive weight-to-thrust ratio of one. Its speed is within the Mach 2 class and can reach a maximum altitude of 65,000 feet.

The F-15’s legend is bolstered by the fact that, with more than 100 confirmed air-to-air kills, an F-15 has never been shot down in a dogfight.

The C-model, when taking off, demonstrates the visceral aspects of air power with its engines screaming and rumbling, cutting through an observer’s skin and shaking his/her bones. At night, the tail exhaust can be seen as a focused cone of flame, with rings pulsing outward along it, evoking images from the Jet Age, which the jet epitomizes. Once the jet is off the ground, it can go into a totally vertical climb, reaching 30,000 feet in about a minute.

Its design is aggressive and allows for high speed with no loss of maneuverability. The F-15C can turn without losing its airspeed. It was designed to fill a fast-fading niche by being close-combat capable; however, it still retained the long range capabilities favored in fighter jets. This design managed to close the gap with comparable Soviet designs and make up for the shortcomings of the F-4.

Not only aggressive, the F-15C has incredible stamina. Its longevity was unprecedented during its heyday, theoretically being able to remain in the air indefinitely utilizing aerial refueling. Even without aerial refueling, the F-15C can remain airborne for extended periods of time with its ability to carry conformal fuel tanks, giving it a range of 3,000 nautical miles.

The true tests for the F-15 were both Operations Desert Shield and Desert Storm. During the Gulf War, F-15Cs were responsible for 36 of the 39 air-to-air victories of the USAF. Following the war, F-15Cs were instrumental in conducting Operations Northern Watch and Southern Watch. They also participated briskly during Operation Desert Fox, engaging two Iraqi MiG-25s over the No-Fly Zone.

C/D-model F-15s remain in use by the USAF. The earlier A-B models are still in use with the Israeli Air Force as of 2011. Saudi Arabia also operates the F-15C/D. The D model is a two-seat trainer. Japan operates its own, domestically produced variants, the F-15J and F-15DJ.

Another variant of the F-15, the F-15E “Strike Eagle” was designed in the 1980s to a provide a long-range strike craft that doesn’t need its own fighter escort. More than 330 F-15Es are in use. In February 1991, the “Strike Eagle” scores its only air-to-air kill in a most unique way. It dropped a 2000 lb. GBU-12 laser-guided bomb on an Iraqi Mi-24 helicopter that was unloading soldiers to engage American forces. The bomb hit the helicopter when it was 800 feet in the air, obliterating it.

The F-15 ACTIVE in flight above the Mojave desert on April 14, 1998. The overhead shot shows the aircraft's striking red and while paint scheme/ The large forward canards are actually the tail surfaces from an F-18.
The F-15 ACTIVE in flight above the Mojave desert on April 14, 1998. The overhead shot shows the aircraft’s striking red and while paint scheme/ The large forward canards are actually the tail surfaces from an F-18.

NASA has used the F-15 for a variety of flight tests. Of note, the F-15 ACTIVE was a successful flight technology demonstrator, equipped with thrust-vectoring engine nozzles.

The F-15 has come to symbolize not only American air superiority and aerial might but also an era. They belong to a class of fighter jet retiring from the long term mission. They are of an aesthetic fast fading from the entirely utilitarian and minimalist designs of the new and future generations of fighter jets. As the Air Force enters the future of small, quiet, stealthy, long range “first strike” fighters, which almost negates the need for close-combat maneuverability, the F-15C stands out as the biggest, most perfect bang with which to end an era.

An F-15 from the 104th Fighter Wing out of Barnes Air National Guard Base seen in August 2012' at the Great New England Airshow at Westover Air Force Base. (Air Cache staff photo/John M. Guilfoil)
An F-15 from the 104th Fighter Wing out of Barnes Air National Guard Base seen in August 2012′ at the Great New England Airshow at Westover Air Force Base. (Air Cache staff photo/John M. Guilfoil)
Long will F-15Cs be remembered with the kind of romance that older, pre-jet age fighters (like the P-51 Mustang) are. Its legacy is already secure, as the very site of a C-model F-15 conjures thoughts of it leading and dominating intense aerial ballets. They represent the closing years of past tactics; of an air force fighting loudly and proudly, visible to its enemies and for all the world to see. As we move into a quieter, more subtle era, we will look back at those F-15Cs and think them big, loud and possibly crude. However, we will also submit to them fondness and a feeling of nostalgia, of a proud, noble and honorable service.

Air Cache caught up to an F-15 from the 104th Fighter Wing out of Barnes Air National Guard Base in August 2012’s Great New England Airshow at Westover Air Force Base.

Specifications

General

Crew: 2
Length: 63.8 ft
Wingspan: 42.8 ft
Height: 18.5 ft
Empty weight: 28,000 lb
Max. takeoff weight: 68,000 lb
Engines: Two Pratt & Whitney F100 afterburning turbofans, 25,000 lbf each

Performance

Maximum speed: Mach 2.5+ (1,650+ mph)
Combat radius: 1,222 mi
Ferry range: 3,450 mi with external fuel tanks
Ceiling: 65,000 ft
Rate of climb: 50,000+ ft/min
Thrust-to-weight ratio: 1.12

Armament

Guns: One 20 mm M61 Vulcan cannon, 940 rounds
Hardpoints: 11 total with 16,000 lb. capacity

Missiles:

  • AIM-7 Sparrow
  • AIM-120 AMRAAM
  • AIM-9 Sidewinder

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P-39 “Airacobra”

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The P-39 was the principle American fighter when WWII broke out
The P-39 was the principle American fighter when WWII broke out

When the United States entered World War II, the Bell P-39 was its primary fighter plane. By war’s end, nearly 10,000 had been produced in nearly 48 variants, making the “Airacobra” one of Bell’s most successful aircraft ever.

As American technology advanced, and newer, faster, better aircraft were produced for the USAAF, the P-39 continued to dominate in the Soviet Air Force, where it scored more total kills than any other American plane throughout the war. P-39s also served in the Royal Australian Air Force to counter Japanese air raids. The Italian Co-Belligerent Air Force received 170 surplus P-39s once Italy sided with the Allies.

The P-39 is a great-looking airplane, armed to the teeth, but its climb rate, speed, maneuverability and performance at altitude paled in comparison to existing British fighters like the Spitfire. That might have been it for the “Airacobra” if not for the lend-lease program that sent thousands of the fighters to Soviet Union.

History

In 1937, the United States Army Air Corps (Named United States Army Air Forces after 1941) recognized the need for a new fighter with more armament and the ability to engage hostile targets at high altitude.

At the time, the military was referring to this as an “interceptor,” but it was really just a heavy pursuit fighter.

Bell did not have much experience in fighter design, (of course, not many companies did in the 1930s) and its previous attempt was the faulty YFN-1 Airacuda. But some of the design elements translated well, like the liquid-cooled Allison V-12 engine mounted in the middle of the fuselage, behind the cockpit. The propeller was driven by a drive-shaft passed from the engine, under the cockpit floor.

This freed up room for a 20 or, more commonly, a 37 mm M4 cannon fired right through the center of the propeller hub. The P-39 also had two .50 cal machine guns and four .30 cal guns, and it could carry 500 lbs of bombs.

The “Airacobra” ended up being one of the first examples of a military airplane built around its primary weapon. The 37 mm cannon fired a 1.3 lb armor piercing projectile.

What happened next would change the course of the air war. The Royal Air Force ordered about 400 P-39s in September 1940 and about 300 more later on, but Britain quickly rejected the P-39 as its rate of climb and performance at altitude was inadequate for the European Theatre. Only 80 P-39s would see RAF action. The RAF transferred 200 fighters to the Soviet Union, and another 200 were diverted to the US Fifth Air Force in Australia immediately after the attack on Pearl Harbor.

The P-39 was very useful in bombing and ground attack in the Pacific, and it broke about even with 80 kills of Japanese aircraft with about the same number lost.

It was on the Eastern Front where the “Airacobra” proved most effective. The Soviets removed some of the armament from most its P-39s to improve its maneuverability. The P-39 was very effective against a variety of Luftwaffe aircraft, and several Soviet aces earned their designation in an “Airacobra.” A total of 4,719 P-39s were sent to the Soviet Union, with about 22 percent lost in combat.

Bell also built the XFL-1 “Airabonita,” a derivative of the P-39, which lost out to the F4U Corsair as a naval fighter.

Specifications

General

Crew: One
Length: 30 ft 2 in
Wingspan: 34 ft 0 in
Height: 12 ft 5 in
Empty weight: 5,347 lb
Max. takeoff weight: 8,400 lb
Engine: One Allison V-1710-85 liquid-cooled V-12, 1,200 hp

Performance

Maximum speed: 376 mph
Range: 525 miles on internal fuel
Ceiling: 35,000 ft

Armament

Guns:

  • 1 x 20mm or 37 mm M4 cannon with 30 rounds HE or AP
  • 2 x .50 cal machine guns. 200 rounds per nose-gun
  • 4 x .30 cal machine guns, wing mounted. 300 per wing-pod

Bombs:

  • Up to 500 lb (230 kg) of bombs externally

Essential Reading

“Warbird Tech Vol. 17” is a good read that details some of the technical issues of the plane as well as the Russian exports.

I particularly like “Airacobra Advantage: The Flying Cannon” by Rick Mitchell as well. It tells the story of this “unsung hero” starting with its failures in the RAF and emergence in the Soviet Union.

If you’re particularly interested in the lend-lease program, try “Soviet Lend-Lease Fighter Aces of World War 2” by George Mellinger. The book discusses how the US and Britain rushed to re-equip the Soviet Air Force, which had plenty of pilots but no aircraft to fly by the end of 1941.

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