This F100 was a real pilot killer. The F100 was the opposite. MANUAL USAF ')ERIES FF IOOD AIRCRAFT Camnulnders 45 An Eagle Tells Flying Stories.

The underside of the first of two YF-100A prototypes, s/n 52-5754.The North American F-100 Super Sabre is an American supersonic that served with the (USAF) from 1954 to 1971 and with the (ANG) until 1979. The first of the of USAF jet fighters, it was the first USAF fighter capable of in. The F-100 was designed by as a higher performance follow-on to the air superiority fighter.Adapted as a fighter-bomber, the F-100 was supplanted by the Mach two-class for strike missions over North Vietnam. The F-100 flew extensively over South Vietnam as the air force's primary close air support jet until being replaced by the more efficient subsonic. The F-100 also served in other air forces and with other U.S. In its later life, it was often referred to as the Hun, a shortened version of 'one hundred'.

The cockpit of an F-100DIn January 1951, delivered an unsolicited proposal for a supersonic day fighter to the. Named Sabre 45 because of its 45° wing sweep, it represented an evolution of the. The was inspected on 7 July 1951, and after over a hundred modifications, the new aircraft was accepted as the F-100 on 30 November 1951.

Extensive use of throughout the aircraft was notable. On 3 January 1952, the USAF ordered two prototypes followed by 23 F-100As in February and an additional 250 F-100As in August.The YF-100A first flew on 25 May 1953, seven months ahead of schedule. It reached in spite of being fitted with a de-rated engine. The second prototype flew on 14 October 1953, followed by the first production F-100A on 9 October 1953. The USAF operational evaluation from November 1953 to December 1955 found the new fighter to have superior performance, but declared it not ready for wide-scale deployment due to various deficiencies in the design. These findings were subsequently confirmed during 'Project Hot Rod' operational suitability tests.Six F-100s arrived at the, in August 1954. The Air Force Operational Test Center was scheduled to use four of the fighters in operational suitability tests and the other two were to undergo armament tests by the Air Force Armament Center.

The Tactical Air Division of AFOTC was conducting the APGC testing under the direction of project office Lieutenant Colonel. Initial testing was completed by APGC personnel at.Particularly troubling was the yaw instability in certain regimes of flight which produced. The aircraft could develop a sudden yaw and roll which would happen too fast for the pilot to correct and would quickly over-stress the aircraft structure to disintegration. It was under these conditions that North American's chief test pilot, was killed while dive testing an early-production F-100A (s/n 52-5764) on 12 October 1954.Another control problem stemmed from handling characteristics of the at high. As the aircraft approached speeds, loss of on the tips of the wings caused a violent. This particular phenomenon (which could easily be fatal at low altitude where there was insufficient time to recover) became known as the '.Nevertheless, delays in the program pushed the to order the raw F-100A into service. Tactical Air Command also requested that future F-100s be fighter-bombers, with the capability of delivering.The was a follow-on Mach 2 development of the F-100 with the air intake moved above and behind the cockpit.

It was not produced in favor of the.Operational history The F-100A officially entered USAF service on 27 September 1954, with the at, California. By 10 November 1954, the F-100As suffered six major accidents due to flight instability, structural failures, and hydraulic system failures, prompting the air force to ground the entire fleet until February 1955. The 479th finally became operational in September 1955. Due to ongoing problems, the air force began phasing out the F-100A in 1958, with the last aircraft leaving active duty in 1961. By that time, 47 aircraft had been lost in major accidents.

Escalating tension due to construction of the in August 1961 forced the USAF to recall the F-100As into active service in early 1962. The aircraft was finally retired in 1970.The TAC request for a was addressed with the F-100C which flew in March 1954 and entered service on 14 July 1955, with the, Texas. Operational testing in 1955 revealed that the F-100C was at best an interim solution, sharing all the flaws of the F-100A. The uprated J57-P-21 engine boosted performance but continued to suffer from. However, the F-100C was considered an excellent platform for nuclear because of its high top speed. The inertia coupling problem was reasonably addressed with the installation of a yaw damper in the 146th F-100C, later retrofitted to earlier aircraft. A pitch damper was added starting with the 301st F-100C, at a cost of US$10,000 per aircraft.

An F-100D showing its elliptical air intakeThe addition of 'wet' hardpoints meant the F-100C could carry a pair of 275 U.S. Gal (1,040 l) and a pair of 200 U.S. Gal (770 l) drop tanks. However, the combination caused a loss of at high speeds and the four tanks were soon replaced by a pair of 450 U.S. Gal (1,730 l) drop tanks.

The 450s proved scarce and expensive and were often replaced by smaller 335 US gal (1,290 l) tanks. Most troubling to TAC was the fact that, as of 1965, only 125 F-100Cs were capable of utilizing all non-nuclear weapons in the air force inventory, particularly and air-to-air missiles. By the time the F-100C was phased out in June 1970, 85 had been lost in major accidents.The definitive F-100D aimed to address the offensive shortcomings of the F-100C by being primarily a ground with secondary fighter capabilities. To this effect, the aircraft was fitted with, upgraded avionics, and, starting with the 184th production aircraft, AIM-9 Sidewinder capability. In 1959, 65 aircraft were modified to also fire the air-to-ground missile. To further address the dangerous flight characteristics, the wing span was extended by 26 in (66 cm) and the vertical tail area was increased by 27%.

F-100D of the 417th TFS, 50th TFW post January 1965 ('buzz number' i.e., FW-238 painted over)The first F-100D (54–2121) flew on 24 January 1956, piloted by Daniel Darnell. It entered service on 29 September 1956 with the at. The aircraft suffered from reliability problems with the constant speed drive which provides constant-frequency current to the electrical systems. In fact, the drive was so unreliable that the USAF required it to have its own oil system to minimize damage in case of failure. Landing gear and brake parachute malfunctions claimed a number of aircraft, and the refueling probes had a tendency to break away during high speed maneuvers.

Numerous post-production fixes created such a diversity of capabilities between individual aircraft that, by 1965, around 700 F-100Ds underwent High Wire modifications to standardize the weapon systems. High Wire modifications took 60 days per aircraft at a cost for the entire project of US$150 million.

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In 1966, the Combat Skyspot program fitted some F-100Ds with an radar transmitter to allow for ground-directed bombing in inclement weather or at night.In 1961, at, Louisiana, , there were four fighter-bomber squadrons. These were the 612th, 613th, 614th and the 615th (Fighting Tigers). During the Berlin Crisis (approximately September 1961) the 614th was deployed to, Germany, to support the West Germans. At the initial briefing, the 614th personnel were informed that, due to the close proximity of the USSR, if an ICBM were to be launched, they would have only 30 minutes to launch the 614th's aircraft and retire to the nearest German bunker. F-100D in trial of zero-length-launch system. Pilot is Maj R.

(USAF photo)In 1967, the USAF began a structural reinforcement program to extend the aircraft's service life from the designed 3,000 flying hours to 7,000. The USAF alone lost 500 F-100Ds, predominantly in accidents. After one aircraft suffered wing failure, particular attention was paid to lining the wings with external bracing strips. During the Vietnam War, combat losses constituted as many as 50 aircraft per year.

On 7 June 1957, an F-100D fitted with an making 150,000 lbf (667.2 kN) of thrust successfully performed a. This was accomplished with the addition of a large canister to the underside of the aircraft. This canister contained a black powder compound and was ignited electro-mechanically, driving the jet engine to minimal. The capability was incorporated into late-production aircraft. After a major accident, the USAF Thunderbirds reverted from F-105 Thunderchiefs to the F-100D which they operated from 1964 until it was replaced by the in 1968. A USAF KB-50D of the Air Proving Ground Command at Eglin AFB Florida, carrying out the first triple-point refuelling operation with three F-100Cs in 1956The F-100 was the subject of many modification programs over the course of its service. Many of these were improvements to electronics, structural strengthening, and projects to improve ease of maintenance.

One of these was the replacement of the original afterburners of the J-57 engines with the more advanced afterburners from retired interceptors. This modification changed the appearance of the aft end of the F-100, doing away with the original 'petal-style' exhaust. The afterburner modification started in the 1970s and solved maintenance problems with the old type as well as operational problems, including compressor stall issues.The F-100F two-seat trainer entered service in 1958. It received many of the same weapons and airframe upgrades as the F-100D, including the new afterburners. By 1970, 74 F-100Fs were lost in major accidents.By 1972, the F-100 was mostly phased out of USAF active service and turned over to tactical fighter groups and squadrons in the ANG. In Air National Guard units, the F-100 was eventually replaced by the F-4 Phantom II, and, with the last F-100 retiring in 1979, with the introduction of the. In foreign service, the and F-100s soldiered on until 1982.Over the lifetime of its USAF service, a total of 889 F-100 aircraft were destroyed in accidents, involving the deaths of 324 pilots.

The deadliest year for F-100 accidents was 1958, with 116 aircraft destroyed, and 47 pilots killed.After Super Sabres were withdrawn from service, a large number were converted into remote-controlled drones (QF-100) under the USAF Full Scale Aerial Target (FSAT) program for use as targets for various anti-aircraft weapons, including missile-carrying fighters and fighter-interceptors, with FSAT operations being conducted primarily at, Florida. A few F-100s also found their way into civilian hands, primarily with defense contractors supporting USAF and NASA flight test activities at Edwards AFB, California.Project Slick Chick. North American RF-100A-10-NA Super Sabre 53-1551. Used by Detachment 1 of 7407th Support Sqn of 7499th Support Group.

Crashed near Neidenbach, West Germany 1 October 1956. Pilot ejected safely.North American received a contract to modify six F-100As to RF-100As carrying five cameras, three Fairchild K-17 cameras (see camera) in a mounting for photo-mapping and two Fairchild K-38 cameras in a split vertical mounting with the cameras mounted horizontally, shooting via a mirror angled at 45° to reduce the effects of airframe vibrations. All gun armament was removed and the cameras installed in the gun and ammunition bays covered by a bulged fairing under the forward fuselage.The selected pilots trained on the F-100A at Edwards Air Force Base and George Air Force Base in California and then at for training with the actual RF-100As they would be deployed with. Flight tests revealed that the RF-100A in its intended operational fit of four external tanks was lacking in directional and longitudinal stability, requiring careful handling and close attention to speed limitations for the drop tanks.Once pilot training was completed in April 1955, three aircraft were deployed to in Germany, flying to in Mobile, Alabama, cocooned, loaded on an aircraft carrier and delivered to Short Brothers at Sydenham, Belfast, for re-assembly and preparation for flight. At Bitburg they were allocated to Detachment 1 of the 7407th Support Squadron, and commenced operations flying over Eastern Bloc countries at high altitude (over 50,000 ft) to acquire intelligence on military targets.

Many attempts were made to intercept these aircraft to no avail, with some photos of fighter airfields clearly showing aircraft climbing for attempted intercepts. The European detachment probably only carried out six missions between mid-1955 and mid-1956 when the took over as the deep penetration asset.Three RF-100As were also deployed to the at in Japan, but details of operations there are not available.

Two RF-100A aircraft were lost in accidents, one due to probable overspeeding which caused the separation of one of the drop tanks and resulted in complete loss of control, and the other due to an engine flame-out. In mid-1958, all four remaining RF-100As were returned to the US and later supplied to the Republic of China Air Force in Taiwan.Project High Wire.

Main article:'High Wire' was a modernization program for selected F-100Cs, Ds and Fs. It comprised two modifications: an electrical rewiring upgrade, and a heavy maintenance and IRAN (inspect and repair as necessary) upgrade.

Rewiring upgrade operations consisted of replacing old wiring and harnesses with improved maintainable designs. Heavy maintenance and IRAN included new kits, modifications, standardized configurations, repairs, replacements and complete refurbishment.This project required all new manuals and incremented (i.e.85 to -86) block numbers. All later production models, especially the F models, included earlier High Wire modifications. New manuals included colored illustrations and had the Roman numeral (I) added after the aircraft number (i.e. 1F-100D(I)-1S-120, 12 January 1970).Total production 2,294Vietnam War Fighter and Close Air Support missions.

A USAF F-100F of the 352d TFS at Phu Cat Air Base, South Vietnam, 1971On 16 April 1961, six Super Sabres were deployed from in the Philippines to in Thailand for air defense purposes; the first F-100s to enter combat in Southeast Asia. From that date until their redeployment in 1971, the F-100s were the longest serving U.S. Jet fighter-bomber to fight in the Vietnam War. Serving as escorts for F-105 Thunderchiefs, Misty, and over North Vietnam, and then relegated to close air support and ground attacks within South Vietnam.On 18 August 1964, the first F-100D shot down by ground fire, piloted by 1st Lt Colin A. Clarke, of the; Clarke ejected and survived.On 4 April 1965, as escorts protecting F-105s attacking the, F-100 Super Sabres fought the USAF's first air-to-air jet combat duel in the Vietnam War, in which an F-100 piloted by Captain Donald W. Kilgus of the shot down a, using cannon fire, while another fired AIM-9 Sidewinder missiles. The surviving North Vietnamese pilot confirmed three of the MiG-17s had been shot down.

Although recorded by the U.S. Air Force as a probable kill, this represented the first aerial victory by the U.S. Air Force in Vietnam. However, the small force of four MiG-17s had penetrated the escorting F-100s to claim two F-105s.The F-100 was soon replaced by the F-4C Phantom II for MiG CAP which pilots noted suffered for lacking built-in guns for dogfights.The Vietnam War was not known for utilizing activated or other U.S. Reserve units; but rather, had a reputation for during the course of the war.

During a confirmation hearing before in 1973, Air Force General, who had commanded the during the war, stated that five of the best Super Sabre squadrons in Vietnam were from the Air National Guard. This included the of the, the of the TFS, the of the and the of the. The fifth unit was a regular AF squadron manned by mostly air national guardsmen.The Air National Guard F-100 squadrons increased the regular USAF by nearly 100 Super Sabres in theater, averaging, for the Colorado ANG F-100s, 24 missions a day, delivering ordnance and munitions with a 99.5% reliability rate. From May 1968 to April 1969, the ANG Super Sabres flew more than 38,000 combat hours and more than 24,000 sorties. F-100F at Wright-Patterson National Air Force Museum YF-100A Prototype, model NA-180 two built, s/n 52-5754 and 5755. YQF-100 Nine test unmanned drone version: two D-models, one YQF-100F F-model, see DF-100F, and six other test versions. F-100A Single-seat day fighter; 203 built, model NA-192.

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RF-100A ('Slick Chick') Six F-100A aircraft modified for photo reconnaissance in 1954. Unarmed, with camera installations in lower fuselage bay. Used for overflights of Soviet Bloc countries in Europe and the Far-East. Retired from USAF service in 1958, the surviving four aircraft were transferred to the and retired in 1960.

F-100B See F-100BI Proposed interceptor version of F-100B, did not advance beyond mock-up. F-100C Seventy Model NA-214 and 381 Model NA-217. Additional fuel tanks in the wings, fighter-bomber capability, refueling capability, uprated J57-P-21 engine on late production aircraft. First flight: March 1954; 476 built.

TF-100C One F-100C converted into a two-seat training aircraft. F-100D Single-seat fighter-bomber, more advanced avionics, larger wing and tail fin, landing flaps.

First flight: 24 January 1956; 1,274 built. F-100F Two-seat training version, armament decreased from four to two cannon. First flight: 7 March 1957; 339 built. DF-100F This designation was given to one F-100F that was used as drone director. NF-100F Three F-100Fs used for test purposes, the prefix 'N' indicates that modifications prevented return to regular operational service. TF-100F Specific Danish designation given to 14 F-100Fs exported to Denmark in 1974 in order to distinguish these from the 10 F-100Fs delivered 1959–1961.

QF-100 Another 209 D and F models were ordered and converted to unmanned radio-controlled Full Scale Aerial Target drones and drone directors for testing and destruction by modern air-to-air missiles used by current U.S. Air Force fighter jets. F-100J Unbuilt all-weather export version for Japan F-100K Unbuilt design study for a two-seat F-100F powered by a J57-P-55 engine F-100L Unbuilt design study for a single-seat F-100D powered by a J57-P-55 engine F-100N Unbuilt version with simplified avionics for NATO customers F-100S Proposed French-built F-100F with engine Operators. Hun at Castle Air Museum, California Airworthy F-100F. 56-3842 – Big Sky Warbirds LCC in. 56-3844 – in. 56-3916 – Big Sky Warbirds LCC in.

56-3948 – American Horizons Ltd. F-100F at the. 56-3727 – Warrior Park,. 56-3730 –,. 56-3812 – Veterans Park,. 56-3813 – Riverside Park,.

56-3814 – Bay Street Park,. 56-3819 – Saint Maries Municipal Airport,. 56-3822 – Clay County Veterans Memorial Park,. 56-3825 – Aurora Municipal Airport,. 56-3832 –,. 56-3837 –,. 56-3855 – Las Cruces Municipal Airport,.

56-3897 – Atlantic City ANGB – complex,. 56-3894 –,. 56-3899 – Glenn L. Martin Aviation Museum,. 56-3904 – Aviation Cadet Museum, Silver Wings Field,. 56-3905 – Glenn L.

Martin Aviation Museum,. 56-3929 –,. 56-3982 – Hangar 25 Air Museum,. 56-3990 – Commemorative Air Force – Highland Lakes Squadron,. 58-1232 –, (relocated from the now-closed, TX) Specifications (F-100D). NA-80. NA-250.

NA-355. NA-368.By role.