Scribd Logo
Upload

Welcome to Scribd!

  • F-89 Scorpion in Detail and Scale PDF

    Uploaded by

    Wilmer Howard Bender
    107 views76 pages

    Original Title

    F-89 Scorpion in Detail and Scale.pdf

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Report this Document

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    107 views76 pages

    F-89 Scorpion in Detail and Scale PDF

    Uploaded by

    Wilmer Howard Bender

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 76
    F-89 STH Tai in detail 7 Ter 1 (2) Tea ry DETAIL & SCALE SERIES ‘The Detail & Scale Series of aviation publications was the first to focus itsattention on the many physical details of aircraft such as cockpit interiors, radar and avion- ies equipment, armament, landing gear, wheel wells, and ejection seats. These details and many others are cover- ‘ed more thoroughly than in any other publications, and ‘are presented in the form of close-up photography and line drawings. Special consideration is given to the detail differences between the variants and sub-variants of the aircraft that is covered. These differences are discussed in the text and are illustrated with photographs. This detailed coverage is supplemented with scale ‘drawings that show five full views. Charts, tables, and an informative text provide extensive amounts of technical data, making this series one of the most complete techni- cal references on aircraft that is available. An informative historical summary is also presented, and it provides the important dates and events in the development and oper- ational life of each aircr Although originally intended to be a series of publica~ tions on aircraft, the Detail & Scale Series has now been expanded to include ships as well. While some minor changes to the format are required for the volumes that ‘are on ships, the emphasis still remains on the physical details of the ship that is covered. From bow to stern, and from the top of the mast to the features below the water- line, all of the ship's details are covered with extensive photography. As is the case with the books on aircraft, a record of the ship's history is also presented, and changes made during yard periods and overhauls are illustrated. For scale modelers, a complete modeler’s section is provided that reviews all of the presently available scale ‘model kits of the aircraft or ship, and it also covers the after-market decals that can be obtained for these kits. The Detail & Scale Series is detailed, technical, and accurate, providing the most comprehensive coverage ot this type that is available anywhere in military publica- tions. ABOUT THE AUTHOR Bert Kinzey, author and President of Detail & Scale, Inc., graduated from Virginia Tech in 1968 with a degree in Business Administration, Upon his graduation he was ‘commissioned a second lieutenant in the U.S. Army, and was sent to the Army's Air Defense School at Fort Bliss, Texas. During his eight years as an officer, Bert com- manded a Hawk guided missile battery just south of the DMZ in Korea, and later originated, wrote, and taught classes on the Soviet air threat, military airpower, air defense suppression, and aircraft identification at Fort Bliss. It was during this time that Bert did his first writing, Being dissatisfied with the existing manuals and other ‘materials available for his classes, he wrote his own reter- fence books and other publications. Although he only intended for these to be used in his classes, they were ‘soon placed.on the Army's publication list and distributed throughout the military In 1976, Bert resigned from active duty, buthis reputa- tion for being knowledgeable about all aspects of military airpower soon led to his taking a civilian position as a subject matter expert with the Department of the Army. His primary responsibility was to develop a new program to teach aircraft identification to the operators of various ground-based air defense weapons systems Itwas during this time that Bert started Detail & Scale, a part time business to produce a new series of books on military aircraft. These books became so successful that Bert soon resigned fromhis position with the Department of the Army and began writing full time. He has since ‘added ships to the well known Detail & Scale Series, and thas begun a second series called Colors & Markings. Bert has written numerous books and magazine articles, and is offen a guest on radio talk shows discussing military aircraft and world airpower. He hés also served as a technical consultant to companies who have a need for expertise on military aircraft. , ‘Today Bert is a well known aviation writer who gives frequent presentations and speeches about military air- ower and the air threat when he is not busy writing and editing an average of eight Books per year. He is an avid modeler and member of ,the International Plastic Modelers Society (IPMS). At one of its national conven- tions, IPMS/USA presented Bert with a special award in recognition of his contributions to the society. As a mi itary photographer, Bert travels extensively to take pic tures of aircraft and ships, and has assembled one of the largest collections of military-related photographs in the world. He is also a member of the Aviation and Space Writers Association and is a licensed pilot. Bert and his wile, Lynda, live near Atlanta, Georgia, and have two grown children, Janet and Chip. F-89 Bert Kinzey KALMB acu| 4B OOoKS pas Publishing Ltd. Copyright 1992 by Detail & Scale, nc. All rights reserved. This book may not be reproduced in part orn whole without writen permission from the publisher. exceptin the case of brie! quotations used in reviews. Published by Ki bach Publishing Company, 21027 Crossroads Circle, P.O. Bx 1612, Waukesha, Wisconsin 53187, CONTRIBUTORS AND SOURCES: David W. Menard Dana Bell Richard M. Cole Norm Taylor Marty Isham ay Leader Bit Pau! Michael Dario stim Galloway Tim Cronen| Joe Vincent Darrell Cochran "National Air & Space Museum U.S. Air Force U.S. Air Force Museum National Archives Robins Air Force Base Museum of Aviation ‘Most photographs inthis publication are creditedto their contributors. Photos with no credit indicated were taken by the author. a Kinzey Bert. F-89 Scorpion in detail and scale / Bert Kinzey. p. om. (D&S ; vol. 41) ISBN 0-89024-154-6 1, Scorpion (Jet fighter plane) 1.Title. UG1242,F5K5348 1992 623.7'46044--do20 92-40794 cIP. First published in Great Britain in 1992 by Airlife Publishing, Ltd. 7 St. John’s Hill, Shrewsbury, SY1 1JE British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library ISBN: 1-85310-630-5 a Front cover: Four F-89Ds from the North East Air Command (NEAC) Rocket Team fly near Yuma during the 1955 Gunnery Meet. Crews from the 59th, 61st, and 74th Fighter interceptor Squadrons were selected for the team. (USAF via Menard) Rear cover: Colors and details of the main Instrument panel in the front cockpit of an F-89J are illustrated in this photograph. INTRODUCTION A tront view of an F-89J reveals many of the design features of the Scorpion. The short nose landing gear with Its two ‘small whools /s contrasted with the long main gear struts with thelr unusually narrow wheels and tires that were designed to fit Into the alrcratt's thin wing. The cross sections of the fuselage, canopy, and engine nacolles are also clearly visible. This F-89J carries three pylons under each wing. In each case, 1e outer pylon is for the Genie nuclear rocket, and the Inner two pylons are for Falcon missiles. When carrying the Falcon missiles externally under the wings proved unsatistactory, thelr pylons were removed, leaving only the two for the Genie rockets. (Menard Collection) The F-89 Scorpion was the first jet powered aircraft designed from the start to be an all-weather interceptor. Early variants carried six 20-mm cannon as primary armament. To increase the probability of kill against the ‘enemy's long-range nuclear bombers, this cannon arma- ment was replaced in later versions with rockets, then uided missiles, and finally with the world'sfirs air-to-air weapon to carry an atomic warhead. Thus, the opera- tional development of the F-89 was a cross-section of the larger overall efforts by Air Force planners and aircraft, manufacturers to improve the capabilities of the Air Force's first generation of Interceptors. Along the way, the Scorpion insured its place in aviation history by scor~ ing a number of "first: In addition to being the first jet aircratt to be designed as an all-weather interceptor from the outset, it was the first aircraft to carry the Falcon guided missile operation- ally. It was also the first to achieve a hit‘on an airborne target using a Falcon that was armed witha warhead. This, was accomplished by a modified F-89D that was used to, est and evaluate the system for use on the F-89H. More importantly, the Scorpion was also the first aircraft to launch an air-to-air weapon with a live atomic warhead. This historic mission was flown by an F-89J.on July 19, 1957. Of considerably less importance in the history of military aviation, a Scorpion also made the first landing by a jet aircraft on a frozen sea During the 1950s, spectacular and dramatic photo- ‘graphs were released by the Air Force and Northrop that, showed F-89Ds launching salvos of rockets from their ‘wing tip pods amidst showers of flame, Billed as the heaviest armed fighter of its day, this publicity contrib- ted to the Scorpion’s instant popularity among aviation ‘enthusiasts, and forty years later the interest in the air- craft remains strong, Between 1990 and 1992, seven new F-89 kits were released by mode! manufacturers, thus ‘making the Scorpion a popular subject with scale modelers. This new title in the Detail & Scale Series is the most detailed book ever published about the F-89 Scorpion, On the pages that follow are scores of detailed photo- ‘graphs, most of which were taken specifically for this Publication to accurately illustrate every important aspect of the aircraft. From the engines to the cockpit, from the armament to the landing gear, and from the decelerons to the canopy, these detailed photographs reveal each of the Scorpion’s features as never seen before. Many general photographs, the majority of which have never been published before, supplement the A 27 || & eT MIA ACIS LHDIY 968-4 EBEAD. ONIMVEG MBIA-BALd 6 ON zz + aos j ‘oni'stvos # visa 9 45 This head-on view of an F-89H Is @ publicity shot posed to emphasize the rocket and guided mis varlant of the Scorpion. Guided missiles were added to the Scorpions arma- ‘ment with the introduction of the F-89H (Northrop design N-138). Three F-89D airframes, 52-1939, 52-1830, and 52-2449, were modified to serve as prototypes, but only the first of these was designated YF-89H. It was used for the initial evaluation of the Falcon armament on the Scor pion, and the other two modified F-89Ds were used to ‘check out the E-9 fire control system that would replace the E-6. Three GAR-1 (later AIM-4) Falcons could be carried in each of the redesigned wingtip pods. Forty-two2.75-inch rockets were divided evenly between the two pods, thus ‘ving the F-89H a combined rocket and guided missile armament. The Falcons were housed in bays near the forward end of each pod, and these bays were covered by ‘doors which provided some protection trom the ele: ments. During loading or unloading, and when ready to fire, the missiles would be extended out of the bays on launch rails. Both the radar guided GAR-1D and the infrared guided GAR-2A could be carried, and the load of six usually included three of each. Each launch tube for the 2.75-inch rockets also had a protective cover, so the rockets did not extend from their tubes when loaded. Photographs that show the rockets extending from their launch tubes were taken forillustra~ tive purposes, and the rockets shown were not loaded all 46 yrmament of this (National Archives) the way back into the tubes. Each pod had three cells of seven launch tubes for a total of twenty-one rockets per pod Problems with the E-9 fire control system delayed its availability, and consequently slowed procurementot the F-89H. Corrosion also formed in the Falcon missile bays, as it had earlier in the F-89D's rocket tubes, and solving this problem also caused delays. The firs of 156 produc tion F-89Hs was finally delivered in September 1965, and it entered operational service with the 445th FIS at Wurt- ‘smith AFB, Michigan, the following March. This was two years later than originally planned, and only one month before the Falcon-armed F-102 entered service with the 27th FIS at George AFB, California. Because the more capable F-102 was finally ready for service at about the ‘same time that the F-89H became operational, this variant of the Scorpion enjoyed a very short life with the Regular Air Force. By November 1957, the first F-89Hs were being reassigned to the Air National Guard, and by the end of 1959, they had even been retired from the Guard's inven- tory as F-89Js and F-102As became available. The F-89H used the same J35-A-35 engine that became operational with the F-89D, and performance was similar. Maximum speed at optimum altitude was 544 knots at 9,900 eet, Maximum rate of climb with armament for a point intercept mission was 7,050 feet per minute at The first production F-89H-1-NO, 54- 261, was used for fight testing, and It temporarily carried an instrumenta- ton boom on its nose. (National Archives) Here the six Falcon missiles are shown extended from the wingtip pods on thelr launch rais. The oval shaped doors over the rocket launch tubes are left natural metal and contrast clearly against the wingtip pods. sea level, and without armament it was 8,350 feet per minute. The service ceiling was 48,500 feet. A maximum combat radius of 460 nautical miles could be reached, however, in practice this was usually closer to 305 nauti- cal miles. Ferry range was 1,096 miles. The take-off run at combat weight was 3,500 feet, and to clear a fifty-foot obstacle 5,100 feet were required at a weight of 43,175 pounds. At the same weight, the aircraft stalled at 118 knots. Weights for the F-89H were as follows: Empty 25,759 pouncs BaSiC eee sees 29,419 pouncs Design . 39,197 pouncs Combat (point intercept) {38,009 pounds (Natlonal Archives) ‘Comat (area intercept) ......... 37,060 pounds Maximum take-off . +++ 47,400 pounds Maximum landing = 99,477 pounds: (Orders for the F-89H were divided between two pro- duction blocks as follows: NUMBER OF PRODUCTION BLOCK SERIAL NUMBERS _AIRCRAFT F-09H-.NO 54-261 through 54-920 © Fat S-NO 54-921 through 54-416 96 TOTAL 186 ‘When the last F-89H came off the line in August 1956, production of the Scorpion came to an end. The 350 F-89Js that followed were all converted from existing F-89D airframes. F-89H-5-NO, 54-393, Is shown here in the markings of the 84th FIS. The photograph was taken on June 2, 1956, at Hamilton Alr Force Base. (Olson via Menard) a Crewmen from the 76th FIS pack Falcon missiles In thelr crates aftor downloading them trom an F-89H. Loaded Falcons and 2.75-inch rockets can be seen on the wingtip pod in the background. (Taylor Collection) This excellent photograph shows details of bath thé Falcon missiles and 2.75-Inch rockets as they are loaded (on an F-89H. As was the case with the F-890, the rockets did not protrude {from thelr launching tubes when fully loaded. Instead, they were complotely enclosed within the wingtip pod. In this photagraph they have been left partially exposed for illustrative pur- poses. Details of the launch ralls for les and the doors that iso visible. (Taylor) F-89J Initially the F-89J was armed with four Falcon guided missiles and two Genie unguided nuclear rockets as shown In this photograph. But after carrying the Falcons externally proved unsatisfactory, they were deleted from the F-89J's armament. This left the aircraft with only its nucleer armament. Three months after taking delivery of the last F-39H, the Air Force accepted the first of 350 F-89Ns in November 1956. All of these aircraft were modified from F-89D production blocks thirty-five through seventy,and they retained their original serial numbers after corver- sion. At Northrop, the design number N-160 was ‘assigned to the F-89J, and the modification program was completed on February 21, 1958. The planned armament for the F-89J was a combina- tion of four GAR-2A Falcon guided missiles and two MB-1 Ding Dong rockets with nuclear warheads. The designation and name of the latter were subsequently ‘changed to AIR-2 and Genie respectively. The two Ger Jes were carried on pylons that were attached to the same hardpoints on the wing structure that were used for the ‘external fuel tanks on the F-89D and F-89H. However, the pylon used for the Genie was completely diferent from the one used for the fuel tank. The two pylons for the Falcon missiles were located inboard of the Genie pylon, under each wing It was also possible for the F-89J to carry the wingtip pods used on the F-89D, thus adding the 104 FFARstoits armament, but this was very seldom done. Instead, the F-89J typically carried two slender 600-gallon fuel tanks Cn its wings, thus deleting the 2.75-inch rockets. As the world's first nuclear armed interceptor, the F-89J also became the first aircraft to launch an air-t (NASM) weapon with a live nuclear warhead. This occurred on July 19, 1957, at Yucca Flat, Nevada, and was known as. Operation Plumb Bob. The one and one-half kiloton war- head was detonated at an altitude of 18,000 feet, but there was no actual target. Instead, the Genie was aimed at a pre-selected point in space. The first thirty-five F-88Js were delivered without Fal ‘con capability, and it was usually these aircraft that were fitted with the F-890 style wingtip pods with the 104 rockets. The remainder of the F-89Us did have the Falcon capability, but as things turned out, the Falcons did not ‘arm any F-89Js for very long. Because they were carried ‘externally on pylons under the wings, the Falcons were ‘open to the elements. Moisture invariably got into the missile’s electronics causing its guidance system to mal- function. For most of its operational life, the F-80J was ‘armed only with Genie rockets, and had no conventional ‘armament. In addition to the major change in armament, the other significant difference between the F-89J and previous Scorpion variants was a change to the MG-12 fire control system. ‘The F-89J entered operational service on schedule in January 1957, and the first squadron to receive the nuclear armed Scorpion was the 84th FIS at Hamilton AFB, California. Before it ended its career, eleven Regu- lar Air Force fighter interceptor squadrons were ‘equipped with this version of the Scorpion. This was 49 The Happy Hooligans of the North Dakota Alr National Guard flew F-89J8 In these red and white markings. (Menard Collection) followed by a like number of Air National Guard Squad- rons. “The J96-A-35 engine powered the F-89J, and it pro- vided a top speed of 545 knots at 10,000 feet. The combat ceiling was 48,400 feet, and the rate of climb at sea level was 8,770 feet per minute in an unarmed aircraft Depending on the amount and combinations of arma- ment carried under the wings, the rate of climb was, between 5,850 and 6,840 feet per minute. At a weight of 45,575 pounds, the take-otf run was 3,950 feet, and to clear a fitty-foot obstacle, 5,700 feet were required. The stalling speed at this weight was 125 knots. Weights for the F-89J were as follows: Empty «26,883 pounds Basic 27,047 pounds Design 40,336 pounds Painted in overall ADC Gray, this F-89J was photographed in July 1968 at Sioux City, low. vent. 50 ‘An F-89) from the Vermont Alr National Guard Is towed out of Its han- gar. Note that only the pylons for the Genles remain on this aircraft. The photograph Is dated August 9, 1964. (Menard Collection) 39,879 pounds 37,490 pounds 47,719 pounds 40,96 pounds Combat (point intercept) ‘Combat (area intercept) Maximum take-off .. Maximum landing . ‘The F=1018 Voodoo could carry two Genie rockets, and the F-106 Delta Dart could be armed with a single AAIR-2A. These supersonic interceptors quickly replaced the F-89J in the Regular Air Force, but were not available in sufficient quantities to satisfy the needs of the nation’s defense. Therefore, the F-89Js were transferred to the Air National Guard along with their nuclear armament. They remained a part of America’s defensive nuclear deter- rence until the last was retired in 1969. This was over twelve years after the F-89J had first entered service, making its operational life the longest of any Scorpion variant Itis part of the 124th FIS of the lowa Air National Guard. Note the bucket hanging under the wing tocatch any fuel that might seep from the fuel tank (Geer via Menard) Tho original armament of the F-88J is shown in this photograph. The Genle nuclear rockets were carried on the outboard pylon under each wing, and the Falcon guided missiles were carried on the center and inboard pylons In a stepped configuration. (NASM) Alt loft Is @ Genie rocket under the right wing of an F-89J. Its fins are retracted as they would be prior to launching the rocket. At right Is a photograph of another Genie with the fins extended. 51 SCORPION DETAILS ENGINE DETAILS Two Allison J35 engines powered the Scorpion. Like most early jet powerplants, the J35 experienced problems, and as Improvements were mat 1 versions of the J35 were fitted In F-89s during thelr servi 2 95-A-35 Is shown on an F-890. The engine's location in nacelles on the lower fuselage made access for maintenance relatively simple. (NASM) A top view of a J35 provides a look at many of the engine's dotalls. Identification for the main components are pro- The! vided In the drawings on the next page. (NASM) nozzle eyelid are ilustrated here. (NASM) 82 ‘Major engine components are identified In this drawing. (USAF) With Its intakes mounted close to the ground, the Scor- plon became known as the world's largest vacuum ‘cleaner. FOD, or Foreign Object Damage, was aproblem, ‘because even the smallest object that might be sucked down the intake could severely damage or even destroy the turbine blades or other parts of the engine. To combat this problem, protective screens were placed over the Intake openings and blow-In doors. This drawing shows The holsting procedure for installing the engine on the the safety screens Installed on the left engine Intake and aircratt Is depicted in these drawings. (USAF) blow-in doors. (usar) 53 Flash photography illuminates the Interlors of the two Intakes and provide ‘engines. The right Intake is shown at loft, and the left Intake is In the photograph at right. “Attor testing with the XF-89, It was discovered that the exhaust from the engines was causing a vibration problom with the tail section. To solve this problem, exhaust deflectors were installed on all production Scorpions. At left is the deflector on the right engine, and at right is the deflector for the engine on the lett side of an F-894. 54 CANOPY DETAILS From the outset, the Scorplon’s design featured a large ‘Here the canopy Is shown opened. Also visible Is the sliding canopy that covered both cockpits. This photo- glass shleld to protect the radar operator If the canopy graph shows the canopy in the fully closed position. ‘came off in fight. (USAF Museum) The Scorpion’s windscreen was a framed three-piece design, and featured a windshield wiper for the forward ploce of glass. The U-shaped Radio Compass Sense Antenna was ‘mounted Into the canopy's glass Just forward of the cen- tor framing. With the canopy closed, It was located just above the pilot's headrest. F-89As, F-89Bs, and a few ‘arly F-89Cs did not have this canopy framing. Instead, they had a single-plece canopy with no center framing. . ‘An external rib was located on the spine of the alrcratt. It A red upper beacon was added to the aft portion of the fit info a notch at the extreme aft end of the canopy, and ‘canopy late In the F-89's service Ilfe. ‘Served as a guide for the canopy as It opened and.closed. 55 Tho F-89 had a very short nose landing geer with small dual wheels. When retracted, the nose gear and its well were covered with two doors that were hinged on each side of the well. At let is a view of the nose gear taken from the front, ‘and at right Is a view from behind the nose gear. Wheel details and the angle of the right side door are shown here. A spoked nose gear whee! was also used. This photograph was taken from the front left of the nose gear, and It provides @ look at additional detalls not seen In the photographs above. ‘A look at the nose gear well Is provided in this view that The major components of the nose gear are illustrated looks up and aft Into the well ‘and Identified in this drawing. (USAF) 56 MAIN LANDING GEAR In order to fit into the Scorplon's thin wing, the main landing gear had to be very narrow. At eft sa front view of the right ‘main lending gear, and at right ls a rear view of the same gear. The main gear wheels were very lar; spoke pattern. Their appearance caused crewmen tojoke that they had been taken from steam locomotives. This is. the right main gear as seen from the outside and slightly behind. The rectangular outer door is clearly visible. The Strut details and the Inside of the whee! on the right main larger inner door was usually closed when the aircraft gear are illustrated In this view. Note the hydraullc lines, was on the ground as shown her ‘actuating strut, and the brake details. Details of the left main landing gear are lilustrated in these three photographs that were taken from different angles. Al lofts a view from behind the gear. The center photograph was taken trom the outside front, andthe photo at right shows the gear from the inside and slightly to the front. The Interlor of the right main goar well is shown he Forward Is to the top of the photo, and the edge of the ‘closed main gear door can be seen to the right in the The lott main gear well ls shown here. Forwardis again to This drawing illustrates and Identifies the components of the top of the photograph. the main landing ge: 58 FUSELAGE DETAILS The nose section as used on the F-89D and subsequent versions of the Scorpion is illustrated in these two photographs. In the view at left, 8 cooling Intake and vent can be scen, while on the opposite side only a vent Is present. Check the photographs on page 38 to see how the ducting from the vent was routed to coo! the electrical bays in the nose of the alrcratt, The circles under the R in the lett photo and under the F in the right photo indicate the locations of static port The U. S. AIR FORCE lettering is twelve Inches high and Is insignia biue. A pltot probe was located on the right side of the fuselage Just above the forward portion of the engine nacelle. A hinged landing light Is located just forward of the nos ‘gear door. Lines Indicating the turning limits of the nos ‘gear when towing are painted on the fuselage In red. Tho ‘hook Just forward of the light Is the crash barrier triggor- {Ing probe. It would trigger the crash barrier which would then be snagged by the crash barrler engaging hook shown on page 61. This barrier equipment was added late In the Scorplon's service life after transfer to the Air ‘National Guard. ‘The pitot probe on the left side is further forward than the ‘one on the right side, and it can be seen here projecting from the letter R. This view also shows the static port to better effect. Note the two vortex generators on the side of the fuselage ahoad of the intake. They are barely visible in the photograph at left. y The lower beacon Is located nex! to the nose gear on the left engine nacelle. Like the upper beacon on the aft portion of the canopy, this was a rather late modification {0 the Scorplon after it had been retired from Active Air Force use. With the engine running, the blow-in doors on the engine nacelle can be seen in the open position. These doors This close-up shows the blow-In doors in the closed position. NO STEP Is stencilied on each of the doors. On the lott side of the aircraft, and just forward of the bblow-In doors, were the steps that allowed the pilot and radar operator to climb up to the cockpits. A Y shaped ‘marking was painted on the side of the alrcratt In black to Indicate the location of the steps. (USAF Musoum) 60 provided auxiliary alr to the engine when the aircraft was stationary, taxiing, or flying at slow speeds. Also note the older spoked nose whee! design which Is visible in this photograph. (Nasm) Entry to the Scorplon’s cockpits could be gained by ‘climbing up the steps cut into the left side of the fuse- age and engine nacelle. These steps were covered with spring-loaded doors that were flush with the aircraft's skin when not in use. The use of these steps Is being demonstrated in the top drawing. A crew boarding ladder, illustrated In the lower drawing, was also avall- ‘able, and It could be used as an alternative method for gaining access to the cockpits or for exiting the alrcratt (USAF) The center section of the right engine nacelle Is shown in this close-up. Forward Is to the right. The red turbine warning stripe Is visible near the middle of the photo. The larger scoop to the right and low on the nacelle Is for cooling the engine compartment. The narrow flush- ‘mounted scoop to the left and higher on the Intake Is for atterburner cooling. ‘Similar details as seen In the photo at loft are illustrated here on the left engine nacelle. Right: Late in the Scorplon's service life a crash barrier ‘engaging hook was added under the center of the fuse- lage. This hook was not retractable, but remained fixed In this position. Beginning with the F-890, scoops were added to the sides of the fuselage just above the trailing edge of the wing. These scoops were for cooling the aft radio and electrical equipment bay, and the alr exited the bay through the vents shown in the photographs below. In the photograph at lett, the item Just below the scoop is the flush-mounted refrigerator air intake. ‘On each side of the aft fuselage was a series of small vents for the aft radio and electrical equipment bay. Again, these were on F-89D and subsequent varlants. Just above these vents on the right side only was an oval shaped vent for the rafrigeration unit. it can be seen in the photograph at left between the series of vents and the national insignia. Below the aft end of the national insignia on each side was a small white position light. Its teardrop shape makes it easy to Identity. 61 WING DETAILS Control surfaces on the trailing edge of the wing are clearly sean In this rear view. Inboard are the large flaps, and outboard are the unique decelerons designed by Jack Northrop. Rather than using conventional ailerons, Northrop spilt them into top and bottom halves so they could open like a clamshell as ilustrated here. When they were operated in this ‘manner, they served as very efficient speed brakes. But they could also move together, thus acting as conventional rons. As a third alternative, they could work In conjunction with the flaps, thereby providing the Scorpion with (National Archives) full-span flaps when necessary. the decelorons on the XF-89 with the flaps In the lowered position. At right is a similar view of the decelerons Atlofta (Both NASM) (on an F-89A, but the flaps are In the neutral position. ‘An F-89C uses its decelerons as speed brakes during a shallow dive. (wasm) 62 This drawing shows the mooring points under the left wing. Those under the right wing were in the same posi tHons. (usar) Position lights wore situated on the outside of each wing tip tank. ‘The large round item Just aft of the main landing gear well, under the right wing Is the fuel tank drain. The smaller em next to It Is the fuel filter de-lcing tank drain. In addition to a mooring polnt ust ahead of the nose gear, two flush-mounted mooring points were under each ‘wing. This Is the outboard mooring ring under the right wing. A crewman would just push on the inside of the ‘Ing, and it rotated down so that tie-down lines could be connected as shown here. When not in use, the ring rotated back up Into the wing and was flush with the skin of the alrcratt. ‘A vent forjettisoning tuel from the tip tanks was located at the aft end of each tank. In the same position under the left wing are additional ‘drains. The smaller one Is for the fuel filter de-icing tank In the left wing, and the larger one's simply indicated asa fuel drain on the F-89's servicing diagrams. TAIL DETAILS For the most part, the tall section of the Scorpion remained the same for all production examples. It w this high tail, resembling an angry Scorpion ready to ‘trike, that contributed to the F-89's nickname. The standard tall is illustrated In this photograph. (National Archives) the external elevator mass balance In ‘some early Scorpions. 64 The one difference that showed up on the talls of some ‘arly F-89s was the addition of external mass balences to strengthen the horlzontal stabilizer and prevent possible structural fallure. The external mass balances can be s00n clearly in this photograph. Boginning with tho F- 89C, internal mass balances ellminated the need for ‘external ones, and the earlier aircraft wore retrofitted. (Isham Collection) Detalle/of the rudder and the two white position lights on the tall can be seen In this photograph. MODELERS SECTION KIT REVIEWS ODD SCALE KITS 1/240th SCALE KIT Monogram F-89H, Kit Number PASS Tn 1959 Monogram issued an air power set of eighteen ‘small scale models. Among these was the F-89H Scor- pion, which could also pass for an F-89J. The tiny model hhad only two pieces. The large part consisted of the wings ‘and fuselage, while the small piece included the horizon- tal tail and the top of the vertical tal. Decals were pro- Vided for the four national insignia, two USAF, and two U. S, AIR FORCE inarkings. While tnis was obviously a very basic kit, it still looked impressive when displayed with the other seventeen airplanes in the set. Today, collectors value this set at $80.00 and up, making it the most valuable of the Monogram aircraft kits The smaliest plastic kit of the Scorpion Is this 1/240th scale model from Monogram. It came 2s part of an alr- power series, and consisted of only two pleces. The quar- ter helps show Just how small this model really Is. 1/123¢d SCALE KIT ‘Another very small Scorpion model was released by Hobbytime around 1960. Some of these kits were pack- ‘aged in a box, while others came ina plastic bag. In either case the model and the kit number were the same. It Consisted of twenty-nine parts molded in silver plastic and a single-piece clear canopy. Although the model could be displayed on its landing gear, a stand with a separate name plate was also provided. ‘The F-89D's rocket pods were included, but Hobby- time did not get its research correct, since the model also had the gun armament in the nose. There was no interior

    You might also like