OEM ALLUSS SR) fo pee 4 =< SERIES Se in Color US. AIR FORCE ag ron /signa puFighting Colors CENTURY SERIES in Color by Lou Drendel wy squadron signal publicationsCOPYRIGHT 1980 by SQUADRON SIGNAL PUBLICAHIONS INC HIS CROW! EY DR. CARROLL TON. TEXAS 78 All rights reserved. No part of this publication ray be repraduced, toned ins relvieval aysier, or trunataitied In any form by any otead tdectrical, mechaniee rvigg, witht fiat seching’ the wet ISBN 0-89747-097-4 fous will, iy credited id thom to: Squadron’Signal Publlea. arrliton, TX 75008. tions, Ine. 115 Crow Gothseans Itd Federal Standard Color Equivalents (as llstad In FS 5958) Insignia Blue 15044 Insignia White . zi 17875 Insignia Red else eee M196 Gloss Black... eae 17038 Black... ‘ i 37038 International Orange a 42197 Dark Green re +34073 Undersurface Gray «96822 Tan ind ELAS = 20400 Brown... oe tees 30140 Tan (more Brown than 20400)... 30219 34102 Green, Olive DrabIntroduction wen Chuck Yeager blasted through the sound barrier in Giamarous Glennis, the Bell X-, on Getabor 14, 1047, 11 was the beginning af a technological revolution. Uni Yeagor proved that the sound barrier was no barrier at al, 1 was a widoly held belle! that the Speed of sound ended in a solid wall, an Impenetrable obstruction ‘hat would masn anything that attempted to traverse Its orbidden corridors. Crossing that threshold opened now vistas lor aircraft Gesigners and tacticians alike. They wore quick to explore those Vistas. Within ten years a whole new family of American military air raft were routinely fiying supersonic missions. This Is a pictorial Survey of one branch of thal family, the So-called “Century Series” of USAF sighters, which Is popularly acknowledged to Include the F-100 through the F-708, and perhaps to a purist or two, even the F-107 and Fata The Contury Series is more than fust a collection of airplanes 10 those of us who lives through that time. It Is an embodiment of ‘American millary and, perhaps even public, thinking during the tities, The ‘titties were a golden decade tor American military aviation. The cold war was on and, even if you didn't think It would tura hot anytime soon, you didnt question the necessity to be ready,.just in case. (Pearl Harbor was (rash enough In everyone's mind and Just about every American who had attained the age of reason could femember the result bf 100 much isolationism) Korea had proven that ere were stil dragons to be slain. 1t hag also proven that the Russians were moro than just a Bunch ol ignorant Ceesacks when It ‘came to designing jt fighters, They couldn't begin to compete when incame to Tiying fighters, but the MiG 15 proved they knew how 1 bulld them. Curtis LoMay was spared the fate of Billy Mitchel. The public believed, and Congress funded. The USAF became the ‘mightiest miltary organization the world had ever seen ‘The Century Series reflected diverse design philoaphies and tac tical requirements. It was a showcase for American design genius, which might wall be characterized a5 one of cur "great leaps forwarc ntury Series continues to soldier on into the “eighties, but they wore born in the “ities. In my mind they will always recall those days when Amorican Alrpowor was unchallenged Qualitativoty and quantitatively, ‘My friend Dave Menara suggested thal this book might bettor be Aitied "Contry Series, B.C. (Bolore Camoullage)”, Indeed, many of the series were al thelr esthetic best betore camoutlage came Into vogue in the midsixtieg. The application of camouflage was more than just another attempt at the age old brass hat dream of imposing {otal uniformity upon their troops.-particulary the more spirited ang innovative troops..the tighter pilots. It was a precursor of areary ays to come for the Contury Series, It was tacit acknowledgement that we needed visual deception to accomplish our mission. The (gaudy squadron markings which adorned the Century Seriet In the itties and ‘sixties wore more {nan Just decoration. They spoke (and sometimes shouted) of a unit's esprit de corps. They proclaimed to the word; "Here we come and we don't care fiow easy tt 9 for you 1 S00 us, for we are Invincible!” We won't ignore camoutlage Im this book... 1s @ part of the story of tne Century Series... but wo will ry fa concentrate on the /ole de vise of those gloriously colortul days '.C.”" This then, is a nostalgia book. The stages set. Return with us how to those halcyon days al yesteryear, when out of the west ther ‘echoed the thundering roar of 57s and J 753 -100A.5-NA of the Wright Alt Covelopment Centar, Wright Patterson AFB, in 1953. Tho characteristic dlecotorstlon ol the alt fuselage is ‘caused by the reaction of the titanium allay t2 heat, F-100 was Ine Tirat alceratt to amploy larga amounts of Itanium. North American [purchased over 80% of all itanlum produced In the U.S. In 1953 aad ven) F. S.A Fonce, 25775F-100 Super Sabre In was one thing to prove that you could ty faster than the speed of, ‘sound in an experimental rocket-powered research alrcralt. The teal trick was coming up with an airplane thal could de It on a day-to-day basis, with a reliable turbojet engine, Much is made of the ganius of aircrat designors, while a lot leas is mace of the contributions of the Powerplant designers who really provide the heart and soul of an alr- craft. (Thare can be advantages to this too. Whan the F:111 got into big troubla because of engine problems, the press never said: "A Pratt & Whitney TF-20 crashed while attached to an F-111.") ‘while North American Aviation had made a commitment to produc: Ing a supersonic fighter in the late 08 and waa backing it up with corporate funds, Pratt & Whitney had alse made a commitment, PAW was determined to decome the engine supplier to the aerospace In- dustry. There was no question that the jet was the engine of the future ‘ang PAW hit upon the idea of a spi compressor turbine, which solved many of the most vexing performance problems being ‘encountered with Jet engines. By 1980 the 4-57 had emerged as @ viable concopt with 8,250 Ibs. thrust In rill power and 14,000 Ibs. in afterburner being promised. North American had found the angina faround which to design the F-100, In those pre‘Korea days, the newly created USAF was loss than ‘convinced of the immediate need for a supersonic fighter and show. €d little interest in North Amearican'é proposals. Attitudes were rotated 180 degrees when the first MiG-15s were encountered, though, and NAA began to receive strong offical encouragement ‘That encouragement soon became an order for two protatypes. in November 1951. The F-100 was officially born and the Century Series ‘was launched. The first ¥F-100 made its debut on May 25, 1953 with company test pilot George Welch at the controls, Welch had finished his tour of ‘wwill Army Air Force duty as an 18¥%s kill ace, the first four kills being ‘e01@d over Oahu on Decombar 7, 1041, Tweive years later Welch ac. complished another tirst as he took the YF:100 through the sound barrier on its first flight..im level flight. It was the Hirat turbojet: powered aircraft to do so. the Air Force had bean somowhat reluctant to jump with both feet into the supersonic fighter business in the lato “fortis, they were now more impatient than a middleaged bride. NAA tasting of ‘much of the light envelope and systems was completed within tha FW-792 LI aizge Ns |) ir FA1000:5-NAa of the asoth Fightor Day Group, Foster AFB, Toxas In 1958 markings, with red scalloped nose flesh. The 322nd Group plonaered trans-Atlantic non-stop deployments in the 1956 exercise "Mobile Boker", lying fram Foster ta Slal Slimane, Moroece, then on toLandstunl, Germany. Peter Bowers via Jim Sullivan) first 100 flight hours, which occured within six wooks of that first flight, The Al: Force test pliots, Neaced by Pote Everest, began flying tha F-100 in July and by Septamber tho Phase Il flight testing wes completed, The second prototype was rolled out and flown on October 14. In the meantime, tooling for production F-100As had pro- Seeded. The first A model’ came cll the line and was flown on October 28. The A model incorporated what seemed a minor change at the timo. Its vertical fin and rudder were shortened in an effort 0 cut down drag and weight. This change was 19 have a catastrophic consequence. During the test program, the Air Force allowed orientation flights| by fighter plots other han tost plots. The nearly unanimous reaction of all of them was an ungualltied "gee whiz!” Practically the only Serious dissenter was Pete Evorest, who was nol atall convinced of the F:100's stability out at those ragged edges where much of the serious business of tighter pilots Is conducted. Waich himself ‘ought the airplane was just line. The Air Force was in ne mood for any dillydallying when it came to gotting their hot new fighter into the operational inventory, By the end of September 1954, 60 A models had come off the pro- duction line and the 479th Day Fightee Wing was activated at George ‘AFB, California. On October 14, George Welch took aff on his last {est flight. The mission that day was to dive the airplane toi limiting F-100A:20-NA of the Arizone Alr Guard st Phoantx, 1962. Markings ai yollow edged in black. (Paul Slovan)F:1000-25-NA Im. mediately etter collvery ve nla. A total of 451 of tho C'modol wore bullt Defore production was Switehad to the D 98. The F-100C was th fastest af all Supe ‘Sabres, with an offically listed top speod of 924 mph at 35,000 I ‘North American) ‘Mach number, then pull the max design loac limit (7¥4 G) on pull-out ‘Some nagging doubts had cropped up, as thers had been four cases ‘of F-1008 coming apart in flight in the praceging few months. At T1AM Walch began his fatal Give, alming his Super Sabre at Rosa. ‘mond Dry Lake. The dive was begun at 45,009 feet. Shorty after pass ling through 25,000 feet, the F100 exploded. Though Welch elected, ‘oF was elected, he dled before reaching the ground. All production F-1008 wore grounded wrile NAA began an Intensive Investigation. Since this had been a specially instrumented aircraft, some clues to what had happened remained. Specitcally. thera was film trom a famera mounted In the vertical fin, almed at the lett tailplane. A long land complex technical explanation can be shortened by simply say- Ing that Everest had been right. The F-100 lacked directional stability athigh Mach and righ G foaaings.. AILF-1009 on the production line wore modified vith a. and rudder, and 27 inches were added to wingspan. Opt F008 were retrolitted with these modifications. Production and ‘squadron introduetion of the Super Sabre continued. ‘The Super Sabre was 1o TAC what your frst new car was to you. In ‘was the single mast important worldwide "show the tlag” instrument ‘we had in the mid to late “ities, It gloneared aerial ratueling on @ 57 alte ‘burner lighting off could be heard trom Sial Slimane to Hazuke. By ‘mic-1967 TAC had 16 wings of F-100s and the following year he Alt National Guard received its first F-100As as the 188th TFS of the New Mexico Guard checked out In the Super Sabre. By that time the Hun hhad undetgone the metamorphosis of shedding iis day fighter role for thatot an all-weather fighter-bomber. Even beloro the F-100A became oper authorized. (The F-1008 was to have be and evalved Into the F-107) The F-100C was the ‘irs of the bomber models of the Hun. As such, It Incorporated the following changes from the A; strengthened wing with six hardpoints for ordnance of ‘uel tanks, increased fuel capaclly {Irom 74d to 1702 gallons), uprated 457 engine (10,200 Ibs. dry and 16,950 Ibs. with afterburner), MA2 LARS (Low Altitude Bombing System) for delivery of nuclear ‘weapons and an aerial refueling system, Tho initial C models were the last 70 As scheduled for production. Tie C made its maiden tight (on January 47, 1955. It set.a two-un speed record of 822 mph on ‘August 20 and was In the hands of the first unit to operate the "C, the 322nd Fightor Day Group, at Foster AFB, Texas that same month, ‘Also in the works was a two Seat version, which began life as a company-tunded project In 1956, The Alt Force gave approval for the ‘modification of a production F-100G into a two seater. In December 1985 the Alr Force authorized production of the two seat version, the F-00F, which retained full operational capably. The main’ ait ferences between It anc the single seat versions were in fual capaci: 1y, and in elimination of two of the four M39 20mm guns in the nasa, ‘The final version of the Super Sabra was the F-100D, which was, tirst flown on January 24, 1986. 1 Incorporated flaps, alargor vertical fin, and an autopilot. This was to be the most popular model ¢f the Hun, with 1,274 Being produced, ‘A pair of F-100C-1-NAs got away trom Eglln AFB for 8 practice bom Imlsslon over one of Egila's ranges during teats of the F-100's newily- designated role of fighter-bomber. May 1058. USAF)F100C-20.NA of Now York Ale Guard, 1960. Tho ‘straight refuelling probe as boen replaced by # double bend, bringing the business and up to where it Is more vialble during hookups with the {anksr. (Mort Hartman via Jim Sullivan) (gh F-1000-25.8/ 1987. (North Amerlean) (Bottom) F-100C of the 47@th Fighter Bomber Wing. Wing Commander's alrcrafl, carrion the wing bedge on the tall, 438th Fighter Bomber Squadren badge on tussiage. Nose, Iuselage, tall bands are, from rent to rear, top to bottom rad, yellow, blug, orange, green, edged In white. This looks lke the C.0.'e alrptene, ea Is highly polish ‘dl (uve Menard) 1 George AFB, Calllornl F-100Ca of the 233r¢ Fighter Bomber Squadron, ih Fighter Bomber Wing, SeymourJohnson AFB, late 508, Markings are red, edged In white. (LiCol George C. Garay via Dave Menard)F-A000-1.NA fiitad with larger fin and host vent outlat which bacame standard cn the D ‘model, shown on landing rollout at NAA Palmdale facility, (North American) F.1000-40.NA of tha 510% Fightor Bomber ‘Squadron, 405th FAW, Langley AFB, VA, F1000D-20-NA of USAF Alr Research and Development Canter, ot Edwarde APE Flight Teat Canter, January, 1988. Besides ‘the modified fn, the D model was tha fist Hun to be equipped with tlape, wing fences, {he hook wera a boon to Hun drivers, since the hot landing A and C models could uaual- ‘stopped without the als of the drag ‘which hed a lalure rate Inthe nlghbornood af 5%. (USAF)F.A00D20.NA of the S31st TFS, 2101 TFW, Misawa AFB, Japan in company with Ri-101C of &sih TRS, tito out af Misawa, relualling trom a KELSO of the {dist ARS. Hun markings are red, edged whi ‘he 104 carrieg Blue and white markings. (Menard) oe Hat, en F.1000-25.NA of the 4t6ih TS, 2151 ‘TrW, Misewa AB, 1060. Markings are blueiedged wail, (Menard Colisction) Little Jone, aa FA00D-S0-NA of the $34 F-10008 of the S31at TS Include Lila John and, Bonnie Bee dn the foreground). Photographad ver Japan, 1961 wsarFA100F and D Super Sebros of the 10th TFS, Soh TFW runco, 1958. All markings dark (Menara) 50th TFW Wing Commander's al ct fare from top; blue, ‘Worthy of note I bomb dispenser .100090.NA of the 417th TS, 0th TFW, France, a = A ¥ FW691 ete ash) (Above) F-1900-25.NA of the 7th TF ‘Wat Toul-Roslores Ai 1858, markings are light blue, white. (Left) F-t000-80-NA of \h TFS, also at ToulRosleres In 4950. Markings ara yellow, edged black. (Menara)F.100Ds of the 20th TEW, RAF Welherattald, United Kingdom, 196%. Fin flashes are (trent to tear) red, yellow, blue, Wing ‘badge on tall. (Mend) F-1000.85.NA of the 79th TRS, Wing badge on tall, Squadron ‘badge on fuselage with Unit CCltation on tall tront of Wing ‘badge. (Menara) FA00D85NA knows by Ihe ‘itch was ‘markings scheme. This ane In ‘cludes blue, Yellow, red nose siloes and "Tall tiaah, with Squadron badges af 65th, 79th, ang 77th TFS. on. turelage. (Mianard Collection)F:100D-15:NA of the 48th Fighter Bomber Wing, 1958. Wing C.0.'s alrplane had trom front; red yellow, biuo fin flash. Wing badgo on tusol Under cockpit. Note that this Is © pollshed ‘aluminum alreratt. Whereas, from early ‘60s on so- Called aluminum alrcratt wore actuslly painted aluminum. (Menard) {Lott F:1000-90:NA of the 48th TFW, 492nd TFS st RAF Lakonheath, UK, 1982. Noso and tall ‘chavrons are {rom tront to rear; blue, yo (GPonnick via Menara) 0d, F-10008 of the 35th TFS, 8th TFW, Iteruke AB, Jepan, earty'60s. (Above Left) This qualifias as a genuine period placa, Mustrating the fight ova of fast oth eamying Wing ¢.0/s |. yeliow. dius fin flashed refuat 2 KB SOU of Ine 421 ARS over Japan, 1960. (Menara)F100025.NA of tho 18th TEW landing Kecena = AFB, Okinawa, 1950. Fin flash trom. top: re ™ vile, dace blue No: ‘ Tash colors are, uncer y lain, as are colore of wing fences, (USAF via 53619 | Mensa) F-100D-85-NH gots away from the factory on I {ight alter undergoing IRAN In early ‘60s. FI finish Is most evigeat ia this shat. (North Amorican) F-100F-10.NA of the 353d TFS, aseth TF, 1960, Mark- ‘ngs ara red and white. (USAF via Monerd) F:100085-NH of the 355th TFS, 34th TFW at Aviano, Holy, 1980. Markings are dark groon and white. (Renard)FA100D-00-NA of tho 494th, as It ap- oared in Spring 1959, with ved and white markings on spine wingtips and nose. (Dave Menard} Another F-100D90.NA of the 494th TFS, 48th TFW et ToulRosieres AB, France, Summer 1959, Markings are red.and white, Note that the farmer, much more colorful, nose markings have been overpainted. with ‘aluminum. (Dave Morara) a a nae . a [Ls FW-262 = asst) {ont to roar: rad, yallow, blue, igod biack. Arrows on drop nk aro yollow and black. Menerc cr (Bolow Lal) F:100D-85.NH of = Sosth TFS, dist TEW, with — “ ‘extremely rash face on for th $959 visit to ToulRosloras Al Eff Fw Markings aro green and whl with Wing badge on tall. This irplane. tinlshed Its. opers: tonal career with the 107Ih TFS, Michigan ‘lr Guard, ané ‘then transferred tothe Na- collection In August 1878. (Menard) F-100F-15.NA of the 20ath TFS, 34st TFW, 1959. (Menerd _- FW A0 ys a oR14h FBS, 401 FBW, 1950. Markings on nose ight grey ted lin cap. 614th badge under cockplt left ide, 401st bedge ‘same position ight side. (Manard) F-1000-50-NA of th t54th FBS, 323'd FBW, Bunkor Hil AFB, In 1957, Markings aro black and white chockerboards with medium blua bands, 454th badge under cockpit. (Balogh vla Menerd) {DROP TANK FUEL QUANTITY QAQE TEST BUTTON {hamtmuoe moveaton Fasr enccrow BUTTON tntltannata chanocoven utron ti Nowe rat mioan wantowa tans {Uitastea cauniow aw te hronauticrnessune ange se.ecronswron We umwana sup woweaton I NYORAULtc PRESSURE GAQE tetcetceroMeyeR shoicenessuneauoe ‘2 Lasenecease mocAronuant ‘2 tanauay remrenarune cane ‘Btvawe messune sano ange EL nova Jean EMERGENGY LOWERING HANDLE 3 Useaweana aout oesTon foe Guatrryoaae ovat awe, 3 fon soawmny anne womwano rane {Putt poost7Uu NOD Con 2 counsemocaton Bh YACIN RANGE NDICATOR St keuercommanen = Se neruiwr conTRoc TESTER PANEL ‘B.SpecuCbrOnCUNLOERED NOCATOR LaMT {SPECIAL STORE UNLOCK HANDLE ‘SE taoiouaancticmacaton ‘5 Erreawas Conc eMERGENGY JeTTISON MANOLE i Sonesetacronner STAND-BY ATTITUDE NOICATOR { ComtuaN@ RADIO NEMOTEGHANKEL NOICATOR 8L uy F1000-30.NA of the 1984 Thunderbirds team. Alrcrat wora carried untll late 1965, when they wore laced with Individual formation numbers spelled out (Paul Stevens) fer, Major Noll Ei ‘Chanute AFB, Stevens)1000 solo aircraft dur lng low pass at Win Ingten, N.C. In $888, tha last year in which’ the Thunderbirds “llow the Hun. (Jim Sullivan) Thunderbird #S making & round al Wilm Ington, N.C. April 21, 1960, with Just about everything hanging out ‘except the drog chute im Suivan)| Drag Chute deployment sequence s_tllustrated fuselage side, and is about to pull taut. (Jim Sullivan)F:100D positioned on ZEL (eero length launch) platform al Nalils. AFB, Novaca. Rocketdyne M34 solid rocket mator Sevoloping 130,000 Ibs ef thrust’ Is mounted provide « 4G push through 275 knots, which time tho pilot wil Jottison the "rocket ‘engine and continuo the mission. First launch 0° ‘cured in March 1988. Al ‘of the final Blocks af D fand F Huns waro ZEL. ‘capable, though onty 22 ‘edaitlonal launchas wore mado, ops xd 1008 wore among th frst combat falrcratt committed to tho Vietnam far, soon here at Blan Hoa AB Inthe arly ‘605. (USAF) F.1000-85:NH of the 817th TFS, 370h TEW In the 29 AB, AVN, prlor to May 1989 mission. ‘Armorets will remove. all safety ples from ordnance before waving. the Huns out for ‘Arming pit Is usually close to tho ond af the active runway, well away from the parklog ramp.(USAF) FAGODTONA of the 53181 TFS, 3rd TEW txts In post mission, Blon Hos AB, RVN, December 1969. Fin tip and ‘raw name block are red, with white trim. (USAF) aay reyF.100C-1-NA of the 1218 TFS, Distret of Columbia Alr Guard, ‘st Ancrews AFB, MD, 1867. | 13 75 F-10008 and 7 F:100Fs under the MAP. Those wore operated by 11 Escadre Oe Chasse (il- lustiaied) end 3 Escadre De Chesse. French Huns may well ‘neva boon the frst of the {ypa to see combat, fiying missions. aAlgera in 1980. (Michel C. Klaver) (Above Righd Francs rec F-1000-40-NH of 730 Squadron, Royal Danish Alr Force, 1962. Nose and tall markings are blue and white. Denmark recelved 50.gand 8 Fs under MAP. They were operated by 725, 727. and 1720 Eskedrilerne. (vi Peul Sievers) F-100 Aircraft Marking Specification Het siae ot ate a "soe toitsce ot aie ag 00 nee inten oe toa Stpent 38 pra mane ot 2° aa ae McDonnell F-101 Voodoo Whoever said that truth was stranger than fiction was certainly blessed with some extreme insight. Taka, for instance, the case of MeDonnells first supersonic tighter, The One-O-Wonder-ful Voodoo. Its early history was a succession of fits and starts, as the USAF at- tempted 10 pul some perspective to the technological Innovations that were pouring forth from the altcraft designers of America. ‘The 101 was sired By the XF-88, which grew trom the post World \War Il need for a long-range fighter to escort SAG's bombers. SAC was everything in those days. 1 they sald they needed fighters, wel, then they were going to get them! The first XF88 took to thealrin Oc. tober 1948, powered by a palr of 3,000 Ib. thrust J-34s, The second XF-88 was cancolled in August 1980. ‘What SAG tnought it could do without In 1950, it found out it ‘couldn't lve without In 1951. MIG-188 were making lite miserable for 8:29 crews attempting daylight missions over tha Yalu. Sudenly, the XF-88 was on again. McDonnell was aware that the marginal perfor mance of tho XF-88, with its J34 engines, would Kill fed that the XF-88 be stretched to accomodate the bigger and more ‘poworful engine. The Air Force couldn't have boan happier with this ‘proposal, a contract baing issued In January 1952 for 31 pre: Production F-101As. The first F-101A made Ite maiden fight on September 29, 1984 at Edwards Alr Force Base. The Air Force planned on equipping five ‘wings with the Voodoo, and it looked as if McDonnell hac nit the aerospace Jackpot. Unfortunately, flight testing revealed soma Serious probiems. The basic problem nad to do with the stabliator, which, being mounted high on the vertical fin, was prone to boing Dlankéted out at nigh angle of attack. The Air Force ordered suspen. sion of further production of the F-101 on May 23, 1986. Following the suspension of production, questions again arose concerning the basic F-101 mission. The frst tight of the Voodoo had seen a dramatlc shift In mission ‘emphasis. As SAC dropped its option on thal day, TAC picked it up, deciding that the erstwhile escort tighter would now become a penetration fighter-bomber. By 1956, TAC had assigned the fignter omer role to the F100, which seemed to have taken to the role ad- Ey third F101 Ads at Lambert Field, ‘St. Lous, alter We maiden flight _on Rover: ber 28, 1954. Me iat {ast pilot, Bob Ui oe et mirably, Stl Both the Air Force and MeDonnall had alot of time and money invested In 1no 101 program. Naither of them really wanted 509 itll go down tho tubes. A large affort by both service and con. ‘actor engineers finally resolved the technical problems ant McDonnell was allowad {0 resume production in November 1956. In Itlal configuration of the Voodoo Included four M-39 20mm cannon, two retractable rocket pods each carting six 2.75 inch rockets and three AIM-4A Falcon radarhoming AAMS which were mounted on a folary weapons bay door in the fuselage. I carried APS-54 radar, hat a total fuel capacity which gave It an unrefuelled range of 1.700 let ‘at 0.9 mach at 36,000 feet and was generally just whal SAC ha Wanted in its escort lightor. The frst of 50 production F-101As was delivered to the 81st TFWhe May 1987. TAC had insisted upon changes to the basic conf guration making It more sultable to the tactical fighter role. These Included Golation of one of the starboard M-29s to make room for TAGAN, dele tion of retractable rocket pods and addition of a centerline stores hardpoint to allow the 101 to carry a nuclear bomb. The escon tighter had become the bomber! Structural bee'-up to the alrrame to allow low-level high speed penetrations, begun with the 5tst production altpiana, resulted in redesignation to F-108C. & total of 128 F-101 ‘and C models wore bullt, including the 29 pre.production alrplanas which, Incicentally, remained in fight test units. ‘The single seat Voodoo oarned it niche In the aviation hall of fame | tho reconnaissance role. TAG hedged its bets on the 101 in 1354 ordering two racco examples, designated YRF-1O1A. The first of these flew in May 1956. The AF varsion of the basic 101 design featured a longer nose, which carried trom four to six high speed framing cameras. The first wing to operate the AF-101 was the &tré TRW, which recolved the first of Its airplanes in May 1957. A total ot 35 AF-ADIAS wore buill before the previously mentioned alrtrane 'scengthening program resulted In a switch to AF-A01C production “The first RF-101C flew In July 1967. A total of 166 Cs were bull. Com munist Chinese threats of direct action against Formosa rosultedina show of force In support of the Nationalist Government in 1957. Si RF-101As of tha 17th TRS flaw rom Shaw AFB, S.C. to Formosa, us. Ing in-light refuelling and rest stops at island bases across the Pacific. This sot tho stage for trans Pacific delivory fights of tho RF YOIC to the 45th TAS at Misawa AB, Japan and the 15th TRS & Kadena AB, Okinawa in 1958 Tha lest 101 combat missions ware very likely flown by Voodeos a the markings of Nationalist China, which received trom 6 to 9 ofthe RFs In 1959. With tha RF-101, the Nationalists wore able to photograph strips of the mainiand up to 100 miles inland, without a tually violating communist alrspace. Naturally, tnay weren't satisfies with this. They had a recce fighter hotter than anything thelr enemies (on the mainland could put up. They used the 101's altitude and speedacvantage te photograph anything and everything within cange. Ever Tually the communists got potter airplanes and surface to al missiles. Operational attrition of one kind cr another is thought 10 Fave ‘inally eliminated the 101 from the Nationalist Chinese Air Force, 1018 pertarmed invaluable service in the Cuban missile crisis of 1962 and went on to distinguish themselves in Vietnam, The first {018 0 arive in Southeast Asia visited Oon Muang and Tao Yuan in Thailand In 1960. This was tollowed by a visi of four RF-101s to Tan Son Nhut in 1961, during General Maxwoll O. Taylor's factttingiag mission for JFK. The As remained after Taylor had gore, ostensibly {olag some flying time, but actually to keep an eye on communist ac {ily and to report an any Viel Gong or North Vietnamese bulld-up. From these soemingly insignificant beginnings, te American in ‘volvement in the ragion continued to expand. The RF-101 was never ‘ut of Southeast Asia until finally being withdrawn from operational Usa, In favor of the RF-AG, in 1988. The final, and most numerous, model of the basic 101 design was the FA0%B. The 8 made Its first Hight on March 27, 1957. It had boon frdored as a result of problems with the fledgling F-102. (Such was the comucopla of techaotogy flowing from the fartle drawing boards ‘of American alreraft companies, thal the Air Force, it not satisfied ‘wth the prograss of one of 16 programs, could simely adept another program ofitthe mission) ‘The F-101B was destined to become the tongest lived of the series, ast continues to soldier on into the “eighties. Changes from the basic design include addition of a second seal for the radar observer, the MG-13 fire control system, provision for three Falcon AMS in a ‘olary woapons bay door and extemal hardpoints to accomodate a par of AIR-2A Gents AMG with nuclaar washoads. The list F-1018 10 ‘eri ADG inventory was dolivered in January 1959. By August 1960, 17 ADC Squadrons had received tha F-TO1B. It replaced the F-86L, QJ, F-102, and F-104 in these squadrons and would remain a prin ‘pla ingredient in America's doterrent to enomy air attack for over two decades. A tolal of 478 Bs wore built. In 1961, 68 of them wore Itansterred to the RCAF, after modifictions made to sult Canadian ro ‘ulrements. The modlied F-1018s were redesignated Fs. Pre-production F-101A et Edwords AFB, June 1958. with tlaps down Ind speed brakes out, Note control positions with full right rudder and alleron. (USAF) All 29 pre;production F-101As wore retained in tost status after pro- duction alrplanes went into the Invontory. This aircraft is shawn at Edwards In 1958, woarlng the Badge o tha fllght test contar on the (USAF)F. Nielsen, Jr. of Elmhurst, I \drows AFB to Lioza, Balglum with tho eld of rotvalling trom KC-135 tanker, FOIA caries the markings of the 622nd FAS, 27th FEW. It was based at Bergstrom ‘AFB, Toxas.(USAF) ‘Two datall shots of the F-1018 flown Jor John Burns, of the 181 TFW (al olor rendering7 16 15 LLaNoina GEAR WARMING OMY RADIO waowerie morcaTOR My PONTAOL PANEL, (GIME PRESSURE RATIO GAGES to.eouaust reuPenaruae anaes Weuasiencautonuant ‘IL Fime Waning Test PANEL WeFuek auantiry aaae Teotcpnessune anaes Whitsracan'swrten EE hinerte> ano MAciamo.caron ET ALTTUDEINICATOR EE ARMAMENT CONTROL PANEL, Bristine FA101A prior to ite dolivery flight. The FAO1A captured tno world's absolute speed rweard on Dacembar 12, 1967, posting # two way ‘Adtlan €. Draw of tho 271h FBW at 29,000 (0! over Edwards AFB, California, Paul Stevens) "medium 10 blue stare. Wing badge on both sl (Paul Stevens)[RF-1OIC of the 362cd TRW, 171 TRS, al Andrews AFB. October 1957. sar) (Above Aight) AF-101C of tho 17th TRS as It appeared during thi November 1957 moblization exorcise MOBILE ZEBRA, whi Units of TAG's Ninth and Elghteanth Alr Forcos tly to the fa usar) FADIC of the 17th TAS. Checkerboard on tall Is light red, similar to 5.21186, send an nou apparony a darker ied ete that badge AF-10}Cs of tho Natlonallst Chinasa Ale For 1966. Supplied with botwean 6 and 9 RF:101s in phatagrphed In f [AF-101C of the 263d TRW. This alrcralt has ted nose band, whoroas ‘our covor airplane carried a dark blue band. (USAF) AFI0IC's nose opened up to expose its Cameras. KA-25 and KastSe wore cartiod plat to 1864 modernization, Which included replace. Imont of these cameras with the Hycon KS.72A cam (Roger BeseOficial markiogs scheme carrlad from 1860 unti the I: lroduetion of camoutiaga In the mid:sixilos was overall gloss grey, with TAC badge and lightning bolt on tal, (strated by this AE-1O4 at Eglin AFB, Florida, 4387 Test Squadron, September 1864. (Norman E Tiyir ws aul Stavens) Fiest attempts al camoutlaging the RF-101 (and porheps tho fst attempt at eamoutlaging any TAC aicccalt!) was during the Cuban missile evsis of 1962. Colors are two ‘shades of groen, and onto alreratt has been painted, i luding nose and exhausts! (USAF via Paul Stovens) fed by the RF-10¥C ducing Strike Command's ox ‘GOLDFIRE, which held In the’ aroa otFist RF:1018 19 deploy to Vietnam wore the TAC grey chamo. This one has the PACAF badge on Its tal, Ten Son Nut AB, RVN, February 1968. (USAF) (Below Alghi) RF-IOIA25:MC of the 4414th CTS, Shaw AFB, S.C., Mareh 1968, Camouflage schome Is tlve drab, dark green, and medium brown, with the brown being the lightest appearing color In this photo. (Norman E. Taylon) ‘Shaw AFB, ee The samo alreralt on final approach Septembar 1368. (Jim Sulivan) nathor experimental camoutlage scheme Is displayed by this RF-101 at Danang AB, AVN. It Is apparently threo shades of green, wth white or vary light grey undersides, and a wide red turbine warn: [ng stipe on fuselage, (Tom Hanson vie Paul Stevens) Camoultage colors, It not pattams, had bean standardized by 1968. ‘This wollworn veteran was a part of the big recce effort expended ‘uring Roling Thunder, Tan Son Nhut AB, 1968. (USAF) Msjor James F, Young al tha 20th TRS taxlas In stter 9 mission over North Vieinam In 1966. (USAF)Lata model RF-101, nose, showing pltot ‘and sensor hhowds, as wall a8 camera windows. (usar) Slightly non-standard camoutlage treaiment, as evidenced by largo railonal Insignia on (uselage, service name on fuselage and ireat- ‘ment of alrcralt sortal numbor wes silll carried by some RF-10ts of the 362rd TRW st Shaw AFB In 1966, (Jim Sullivan} Standard cemoutiage pattarn on an RF.A01 of the {8th TRS, landing 1 Shaw, 1970, (Jim Sulllvan) (Loft and Below) Two varlations on camoutlage pattorn as applied to ‘Subsaquently numbered airplanes. The recce Voodoo perlormed yeoman service In Southeast Asla, performing the majority of pro- [and poststilke work during Rolling Thunder, The Voodoo was su>- Ccossful in spite of a nasty predeliction to pitch up when axcessive {engles of attack were pul on It, a8 might be oxpacted to occur when pilot was attempting to avede a SAM or AAA. (Paul Stevens) 26{Above and Right) Two laws. of the. protolype a. t sppacrod wile, S.C. In ‘August 1971. i hed dubbed "2,000 MPH Brownle Comore". viously by someone who familiar with Htormanc figuras {dim Suliven)| 19 0f tho 480 B medals built were moditiod with {ual controls tor trans tion raining. These wore signaled F-101F. Some of these did not havo the Intercept 1edar rand ware ieiar rmoditiod Into RF-101F3, ‘This alcralt Bolonged to he 92nd TRS of Ihe Noveda Al Guard In 1972, Worry Geer vie Pau! Stevens)1018 loads 8 for. ‘matlon of tho ADC alistars. (USAF) Froshly minted F-1018 awalts dellvery to Its operational home from the McDonnell factory. The 101 ramainod tuo ta its ‘original missions) throughout Its sorvico life, ona of the few modern aircraft that wore not modified tor something other than the dosignor’s original intent, (Paul Stevens} {(Bolow Lott) F-101B-105. 4071. Tho F-101B was ops Its USAF caroor. (Jim Sullivan) ding al Greanvilo, 8.C. In May 1d by Up to 26 Squadrons during F-1018-95.MC of the 60th FIS, Otls AFB, Mass. May 1960, The 0th was the first unit to got the F-1018. Yall markings are rod, while the 8 on the intake ramp is black. (Thomas S. Cuddy vie Paul Stevens) displayed in thie hrercron. shot "on taetoie. OoR1018-110-MC of the 29th FIS, with ablaze, takes aff from Montana In 1986. Latest markings of F-101B of tho {07th TFG ro alse tha last to bo splayed an a Voodoo by this unit They Include Squadren badge, ANG shield, and ADC ponrant on tal. (S. ‘Ontak) FA0IB of the 123d FIs, 142nd FG, ‘Otagon ANG at William Tall "78, Rad bird, with yoliow boak, trimmed In Black Black scroll wit white letter ‘gear doors, spead glass red.(S. Ohtakl) $.6.1n 1971. (Ulm Sullivan) San nwaDuring 1961, the RCAF acquired 58 F-101Bs and 10 FA01Fs (the F Is the dual control model) to toplace Its CF-100 Interceptors. These wore taken directly from operational ADC squadrons, the Canadians eliminating tha fiscal yoar profix Irom ‘tho serial number, and adding @ 17. Nolo thal tiges of tho USAF merkings ramaln on 1. (RCAF via Paul Stevens) ‘out of active ADC ser lensivaly modorizad and turned ovar to tho Canadian Armad Forces, In ex change for the $8 remaining original CF-101s. These ware assignad complately now serial 101004. ia Paul Slavons) This Voodoo belongs to 425 ", aut of Bagotville, CAF alr ingu tis time, ith rene onthe fight side end English on the tall. (via Paul Stevens)F-100 Super Sabre F:100C-1-NA 452nd FBS, 32nd FAW. F-100D 60th TFS, 6th TFW. Ae Maj. £4 Palmgren durlng 1963 show saasan. x ese a bi oye fy Tea nyCF-1018 of 409 Squadron at William ‘The Canadian Squadrons sro an Integr part of NORAD and participate in all com politions. CF-101s are now pelnted overall floss grey. (S. Ohtak?) CF-1018 of 418 Squadron, as it appeared during 1974 visit to Greanvilla, 8.C. It was hhome-basad at CAF Chatham. Though this aircraft is natural metal, most {018 wore painted aluminum soon af photo was taken. (Jim Sullivan)craDIBe of 425 Squadron, I lustre” tho painted aluminum FIRF-101 Aircraft Marking Standard USAF Specification Camouflage sue F5.COLOR NO Ci a ates name SareeF-1000-70.NA azath FAS, 474mm TFW. F100 on Special Tas!, McClellan AFB 1084,1000 of French AF, June 1978. Mk 81 Soakeyo 250 Ib. GP Bom F100 port gun hay showing two of the four M39 Aulometlc Gung. These 2mm weapons #/o Gas Oparsiod, Boll-Fad and Eloctrically Fired revelvertype guns.F-102 Delta Dagger The F-102 was the first weapons system to be designed from the rawing board up. “Weapons system" isa torm we have come to lake for granted, but in 1950 it had not yet entered the lexicon of aerospace terminology. The vary Idea of such a thing was somowhat revolutionary, The fact that the weagons system would be wrapped Lupin adelta-winged package made it seam down-right Buck Rogers! “The F-102 story really starts in 1945, when teams trom American aircratt companies were scouring a ravaged Germany for talent and Ideas. (We had the inéusirial wherewithal to bury the Axis in World ‘War I, but the Germans really had cornered the market on innovaiive ‘aerospace ideas.) One of the more Interesting concepts to make it to this side of the Allantic was the delta-winged fighter of Or. Alex Lppisch, who had designed the Me 163 Komet. The intra-service fivalry of cur Army and Nawy had survived the war In robust good health, being manifested by both services awarding contracts tor delta-winged fighters. Teams {rom Convair and Douglas were in on the ground floor and they received the contracts. The Air Force con. tract to Convair was for a Mach 1.2 lighter. This In 1945, before ‘anyone had evon flown faster than the speed of sound! The contract ‘was amended the following year 10 provide for one research alrcratt ‘only, the eventual rasult Being the XF-92A, which tlew for the first time on June 9, 1948. The XF-92A was far from supersonic, but twas extremely successtul in proving the concept of a delta-winged tighter. All It needed, they thought, was a bigger engine...then it would be supersonic. They were in for aruda awakening. By 1949 ne Air Force had reached some conclusions about alr defense tactics and equipment that required somo fundamental changes In tho way interceptors were designed. In the first placa since the enemy bombers would be carrying nuclear bombs, you had {0 Uy to bring everyone of them down. In order to do that, you wouls fe to have a lot of interceptors ar you would hava to atm the in torceptors that you had with very effective weapons that could be fired {rom greater distances than the conventional air-to-air weapons (guns) of the day. There had been some modorately éuccess{ul use of airborne radar In the war and Improwments were being made all the time. This, coupled with unguided aerial rockets, provided the basis, the first primitive weapons systems which were embodied in F-94 ‘and F-89 aircraft Hughes Aircraft Company had pioneored the tield of Alrborne tn torcapt Radar It was thelr E-4 radar that equipped the F-89 and F860, ‘They teceived the contract for the MX-1179 system, which would elect and rack a target and guide weapons to it from the intercep- 28 Tho subsonic YF-102. This Is ‘number one, at Ee: wards AFB, shor. ly belore the crash landing that éas- troyed It in Nover ber 1953, (USAF) tor. The interceptor had yet to be designed, but the Alr Force did send ‘out Request For Proposals in 1950 and they did invite Convair to bid fn the project. Convair’s bid was based upon lis very successful XFS2A. They were awarded a contract for two prototypes in December 1951. The problems involved In his ambitious project were really quite staggoring at {he time. First of all, a supersonic tighter ‘was going to have to be designed. The contractor was proposing a radical configurat'on. Secondly, a radar and tIrecontrol systom was going to have to be designed and built parallel to the fighter design. ‘Tho two systems then had to merge at the end of thelr gestation etiod and work well together. This was the birth of the modern weapons system. A third complication was added to this scenario. In the early ‘ifles it looked as though we really needed an Interceptor fast. The sconar, the belter! The designers really could not afferd to waste any time In getting the system from concept to reality. The Alc Force indicated that they wanted the interceptor In the inventory by 1054, ‘Bocause the whole system had become se complicated, it became obvious that a pure ‘experimental’ version of the final product could not be handbullt, tested, reworked, tested again, et., etc. There just ‘wasn't tha time for that, The designers would have to give it thelr Dest ‘shot and come up with the production anicle the first time around. This philosophy was articulated by Air Force Generals Orval R, Cook ‘and Lawrence Craigie and the dle was cast. The Gook-Craigle Pian beceme the standard for Ale Force weapons systam procurement. ‘This really puts the onus on the designer to come up with the best compromise between practicality and advanced {oatures. In retrospect, it appears to have been a stroko of genius, as It has allow ‘ed the United States to develope and build the most advanced ‘weapons systems in the world The prototype F-102 was designated YF-102. It was about 25% larger than its progenitor, the XF-92A, and powered by the wonder tengine of the 'S0s, the J-57. It mada its first fight on October 24, 1983 at Edwards AFB, with Convair’s Chief Project Test Pilot Richard L. Johnson at the controls. Testing continued with Johnson, Earie G. Martin and Sam Shannon sharing the duty. As they approached the Mach, they encounterad all kinds of problems, including sovore but fot and yaw oscillation. To capt off, on its saver tight the YF-102 sutlored a flame-out and crash-landing which destroyed numbar one prototype. The second prototype was rolled out and flown on January 11, 1954, but despite the modifications made to damp out the buttet and yaw, It just would not break Mach 1. The vehicle that would carry the ultra;sophisticated MX-1179 system into baltle wouldn't evan break the Mach! Things locked very dark indeed for the F-102, and it was at this point that the Air Force got McDonnell cracking onthe F018, What had led Convalr to this dismal day? Well, to put it into a neat litle package, | would nave to say thal the absence of a supersonic ‘wind tunnel had done shem In. On paper the YF-102 was supersonic, Dut the principle for design of supersonic wind tunnels was not ‘elucicated untli 1949 by NACA's John Stack. The first supersonic wind tunnel became operational in 1951 at Langley Laboratory. Untor:tunately, by that time all the design work had been done en the 102 ‘ang It was in the works. Experimentation al Langley led to the "Aroa ule” of erodynamics, authored by Richard, Whitcomb. This led to ‘he so-called "coke boltie" fuselage. When the F102 got into serious ‘souble, Convair decided to maka use of area rule theory, which hac been mace public in December 1953, ‘Convair produced the YF-102A in 117 days of around:the-clock labor at their San Clego plant. it only baraly resembled the original YF-102, The fuselage was 16 feat longer, had that coke bottle shape, ‘along with a drooped nose and a new canopy. It had an uprated ‘engine, the v-57-P41, which gave 16,500 Ib. of thrust, The YF-102A made is ist flight on December 20,1954, going through tne Mach, to 12, the following day. The following month it climbed to over 65,600 fea and the Air Fotco, and Convair, breathed a collective sigh of rele. Even though they now felt they had the production contiguration basically correct and that production could ge ahead, thelr problems ‘nero not over. As the flight test program began to expiore the region beyond Mach 1.2, severe structural vibration was encountered. It {ook until January 1986 to work out that problem, the solution of which was a redesigned and strengthened alr inlet ramp. Testing con Tinued while airplanes continued to roll off the production line Everytime a modiication became standard as a result of tests, had abe relroitted to production airplanes, The classic case in point Is the vertical tin, which Nad been enlarged to give better diructional Sablty. This modification became standard on the 6th alplane and vas retrofitted t0 all previous airplanes. The final production con: figuration was agreed upon In April 1987 after hall of the production batch of 873 102s had been manufactured. Production was com pleted one yoar later. ‘The weapons employed in the production alrplane included 3 AIMAA radar guided and 3 AIMAC infrared homing AAMs. These ‘were carted internally, in the weapons bay In the belly. The folding ‘Weapons bay doors originally had provisicn for accomodation of 24 ‘unguided folding fin aerial rockels. These were eliminated. The initial ‘foduction version of the MX-1179 weapons system was the MG-3, The frst unit to receive the F-102 was the $271h FIS, which began receiving ifs alrcralt In June 1958. Peak usage of the Deuce came 3 ‘cant four years later, with 25 ADC squadrons flying the 102. During. is sevice Ife, the 102 was flown by 46 USAF squadrons, 20 ANG squadrons and by Greoce and Turkey. The Air Force has modified several a5 OF-A02s and POMAO2AS for use as drones. Its flrs line Service life was relatively short, only because It had so effectively emonstrated the potential ofits basic design, which led to develop ‘mento the F-106 Delta Dart. Eg ‘ober 1953 by Convalr’s Alohard Jonnsan. (USAF)F-101 Voodoo F018 of Btat TEW. F-101 Main Landing Gear FOIA ol the Bist TFW, flown by Ma Jor Joba BeneE1016 al, “Opuation Sun, Run” “Sun Run a” was flown by LL Gus alt a an avsege 9 ‘spood O) 784-78 Xe F:101B-95-MC of the oth FIS.L, G, Hanscom Fid,, Mabe, 1865, Enrly AF-101C camouttaga trial pat- wi, a saan at Nels APB. Novede, FA101B 195.MC of 132d FIS, Maino Ale Guacd, 1974, mAiNEVacyThe ¥F-102 consistently retueed to fly beyond Mach 1 In jevel flight, ‘despite the best efforts of Convalr’s engineers who romaved and ‘oworked the wing tips twice and lator added an elongated nose, ct) ‘The number two YF-102 took over tha bulk of the test program a ‘nunber one crashed. Power unt for rudor is n fairing on vertical fin, ‘nla the alovon units are in tho talrings under tho wings. (USAF) The fist YF-I02A show: td'a marked difference from the unsuccessful Yrs02, with iis ‘led, longer fuselage and "V" windscreen. {Comin Fat production F-102As og raflections In. the ccekpit that 9 vislon. spliter was instal. Pelee Gowers vie Jim Sallan)1018 af the 142n¢ FIG Oregon ANG, a8 encod at Wiillam Tol "78, Austittary Powar Unlt GF-1018 of 409 Squadron, CAF, Must Bomb Loadar with M117 760 Ib. GP Bomb Two types of helmet and oxygen mask worn by Century Sarles crew. The P-&& helmet and mask (loft) was In use during the fittias. Tho helmet currently In uso is In disidually torm-ttted to exch pliot ‘and Includes clear and tinted vigora in Ite shield. tt Is used In Conjunction with the MBUSIP maak. (cight)F-102 Delta Dagger F028 of tha agin Fis, oath FIs + U.S. AIR FORCE FC-I3i_ 3. F028 of the at In 1961, Yokote @ 8 acral In stndere 2 marhngs, —— 3403, F-102A of the 496th FIS. 61080 E aT FORCE FC-080 = F-1024 ofthe 4601N FIS ast appearea <= In 1964, Bolence of sireralt In stan dard 102 metkinge, with hozz number . — = on fuselage. =. 61478 3 1028 of tho 18th FIS. 7 i802 c US. AIR FORCE FC: ‘ada a5(One of tho first F-1028 to bo dellvared to an oper one! squadron, tne 3271h FIS at George AFB, Calltorna, Is shown In August 1956, (USAF) F1028.35-CO at tho Okishoma City National At ‘Show In Saplomber $854. Checkerboard on the fll Is ted, striped on fusolago aro, from front 104, white, blue, yellow. Insigala on tall 1s thet of the 327th FIS, tho rst unit fo oquip with the F102. (Goan Englehardl via Paul Stevens) Endy production Fate ‘+? ; $335 a2 Hé Dynamies} FORCE FC-357 | ay ‘Tha test TF-102A was rallad out In Oetobor 1855, (USAF) This YF Is labsiod ¥F-102C, though ao formal record of a C sooms to exist (RAMS) signation 4 Final production com figuration tor the F024 Included redesigned a ink, ona face wit) SAGE (Semi-Aelive Ground Enviconmant. (Generel Dynamics)Delta Daggers. of tho 175th. FIS, Seuth Dakota ANG. Red lightn log bolts on tin leading odges. They later added anather bolt of about tho same length under the Serial number, USAF, 0 stripes ara dayglo - FA02A of the 47801 Alr Defense Wing. Whita steipe. ‘on tll with od (top) end blue deltes. 192 galton drop o lanks are natural metal (Ken Buchansn) s1s00 x F FC-500 U.S.AIR FORCE _U.S.AR FoRcE FOE ‘Tho 417th and 3131 FIS wore siatlonad at Elmendort AFB, Alaske In 1968 as a pari ct NORAD’s dolences agains! over. the-pole bomber altacks. (USAF) £41028 of tho 496th FIS at Hahn AB, Gsimany, 1961 Fuselage and crop tank stripes are blua, yellow, fod. Tali stripe and speed brakes are yellow, with black outline, stilpas and clers. (@. Ponnick via Goer) ADELANTO, an F-102A of the 429th FIS as It appssred st ‘Sheppere AFD, Texas, September 1960.(Merta Olmstaed vie Paul Stevens) 788102A of 22nd FIS, Soesterbsrg AB. Holland, 1083. KE AIR FORCE FC-372.)- 3 ee S.A FOC Sh, F-102A Ejection Seat F-1024 of the ath FS, as It appeared in 1962 “while stationed In Japan.F.1024.90-C0 of the 175th FIS, SDANG, at fin: ews AFB, Md. May 1964. Al'about this timo F.i0zs wero fited with a ball-tko IR sansar In font of the windscreen. (Robert T. O'Dell via Paul Stoves) F-1028 of the 496th FIS. Yalow tall with black sities, speed brake appears to be dark In- ‘ghia bluo. Stripes on nosa yellow and Black, wile radome is b Sirped, misslos 426th badge on both sidos of Menard) The TF-102A ‘Shes the Air Force falt that the F102 was. a handful of airplane, they dida’t Aipect relatively inexperienced pilots {ode able to iy it, without extra train- fg. Consequertiy. they contracted with Convair in May 1953 for a two: Seater. Rather than taking the com Pattiely simple expedient of strat hing the standard airplane to make foom for a tandem second seat, Con ‘mir want about the business of building a side-by-side variant. This lirned out to be a great trainer, com funicalions wise (how could you ig fore the Instructor it he was geatur {og wily or punching you on tne am), but a certifiable sub-sonie ver ‘Son of a supersonic interceptor. Not ‘nly was it not supersonic, the vast ental area created all kinds of new aerodynamic problems. The. first fight was in October 1955, bul the TF as not reloased for performance esting for almost a year, while various combinations ‘of fixes wore {ted 10 solve its problems. A total of 3 were bull Mossivo lrontal area of tho TF Is ov: Gent in ths shot of @ 157th FIS ‘plana at McEntire ANGB, SC, 1971. (ne of the canopy fixes raquired 10 ‘combat axcossive high spaod buffet In ho TF was Installation of a row of fnens on loading edge af canopy rall. ‘im Sullivan) TF192A at AOWG, Tyndall AFB, Floride, with comoca pod under right ‘ring and ram ale turbine deployed Under fusolage. (USAF) Pe