In July 1986, a Lockheed F-117 Nighthawk crashed in Sequoia National Forest – not that the US Air Force wanted anyone to know. As the incident began making headlines nationwide, the military went to great lengths to keep the identity of the aircraft a secret, going to far as to replace the wreckage with that of a McDonnell F-101A Voodoo.
What officials failed to realize is that they were actually increasing public interest in their attempts to keep everything classified.
Mysterious crash in Sequoia National Forest
Sequoia trees damaged by wildfires that occurred in Sequoia National Forest in 2017. (Photo Credit: Carlos Avila Gonzalez / The San Francisco Chronicle / Getty Images)
On July 11, 1986, the US Air Force conducted a test flight of the F-117 Nighthawk, which, at the time, was still a top-secret project. At around 2:00 AM that morning, the aircraft crashed while flying over Sequoia National Forest, killing the pilot and triggering a 150-acre brush fire. The blaze was eventually brought under control by firefighters from Kern County and the US Forest Service.
Immediately after the incident, the Air Force cordoned off the area around Kern River Canyon, establishing a restricted airspace. This was to prevent anyone from viewing the scene and potentially gaining intel on the new aircraft being developed.
In a statement, the Kern County Sheriff’s Office said, “The whole area has been restricted, including the air space above the crash site. There will be military aircraft in the area, and anyone entering the area will be dealt with appropriately by the Air Force.”
A statement from the Air Force was equally as vague, only revealing that a US military aircraft had crashed in a general area of Sequoia National Forest and that a board of officers had been appointed to investigate the incident. “That’s the guidance we’ve been given from Washington,” said Staff Sgt. Lorri Wray. “We can’t give out any details.”
All a Pentagon spokesperson would reveal, when asked, was that the aircraft was “not a bomber.”
Replacing the F-117 Nighthawk with an F-101A Voodoo
To keep the development of the Lockheed F-117 Nighthawk a secret, the US Air Force replaced the wreckage with that of a McDonnell F-101A Voodoo. (Photo Credit: USAF / Wikimedia Commons / Public Domain)
US Air Force personnel worked diligently to pick up the debris from the F-117 Nighthawk, after which the downed aircraft was replaced by a crashed F-101A Voodoo, which had been stored at the mysterious Area 51 in Nevada. The former had been out of service with the Air Force since 1972 and the Air National Guard since ’82.
The crash immediately sparked public attention, with many assuming the aircraft had originated from Edwards Air Force Base, California, located approximately 65 miles from the crash site. The speculation arose due to the fact that aircraft tested out of the base are often more-advanced than those one would typically see take to the skies. These include prototypes, new bombers and ordinary aircraft that have been modified.
Among those tested there have been the Northrop F-20 Tigershark and the Rockwell B-1 Lancer.
Sources incorrectly reveal the aircraft was an F-19
In an article published by the Associated Press on the day of the crash, International Arms Combat editor Andy Lightbody shared that unnamed sources had told him the aircraft was an F-19. The largely-hypothetical aircraft, which the US Air Force has never confirmed actually exists, has long been a topic of legend among those with an interest in military aviation.
The idea that the US military was developing a classified stealth aircraft with the designation “F-19” came about following the announcement for the F-20. As its predecessor was the McDonnell Douglas F/A-18 Hornet, many assumed a new fighter would have been given the next number in the sequence. Since that wasn’t the case, speculation arose regarding a top-secret project.
The Air Force quickly dispelled these rumors, saying the discrepancy was the result of Northrop specifically requesting that the Tigershark have the F-20 designation. Despite this, there are some who believe the F-19 to have been in development, with the task of manufacturing the fighter given to Lockheed.
Unveiling the F-117 Nighthawk
Lockheed Martin presented the Have Blue to DARPA for consideration as the US Air Force’s next stealth fighter. The prototype eventually became the F-117 Nighthawk. (Photo Credit: US Air Force / DARPA / Wikimedia Commons / Public Domain)
The Lockheed F-117 Nighthawk came about in the 1970s in response to a study conducted by the Defense Advanced Research Projects Agency (DARPA), which found that aircraft manned by the United States were unexpectedly vulnerable to adversary forces. This led the agency to hold a competition for a new stealth fighter design, which Lockheed Martin’s Skunk Works won.
A few years after the contract was awarded, in 1981, the F-117 underwent its first test flight, with deliveries to the US Air Force occurring the following year. Despite becoming operational just two years later, the stealth fighter was kept shrouded in secrecy, with the military only revealing its development to the public in 1988. Two years later, civilians were given their first glimpse of the aircraft.
Only 64 were built during the F-117’s service life, of which five were prototypes. Along with seeing service during the Gulf War, the aircraft featured in the Yugoslav Wars, during which one was shot down by a surface-to-air missile (SAM). The stealth fighter was retired in 2008 and replaced by the Lockheed Martin F-22 Raptor.
Despite this, a fleet of F-117s are kept in airworthy condition.
F-117 Nighthawk specs
Lockheed F-117 Nighthawk dropping a GBU-27 Paveway III laser-guided bomb during an exercise. (Photo Credit: MSGT EDWARD SNYDER / Defense Link / Wikimedia Commons / Public Domain)
Designed to deflect radar, the F-117 Nighthawk featured angled panels coated with radar-absorbing material, making the aircraft virtually invisible on-screen. It was capable of reaching a maximum speed of Mach 0.92, thanks to its two General Electric F404-F1D2 turbofan engines, and had a range of 1,070 miles.
The F-117 was equipped with two internal weapons bays with one hardpoint each, which allowed it to carry an array of explosives: the B61 nuclear bomb, the GBU-31 JDAM INS/GPS guided munition, the GBU-10 Paveway II laser-guided bomb, the GBU-27 Paveway III laser-guided bomb and the GBU-12 Paveway II laser-guided bomb, all with varying types of warheads.
Other important features were that the F-117 had a V-tail and was air refuelable. Additionally, it was operated through the use of quadruple-redundant fly-by-wire flight controls, which had been derived from those used by the General Dynamics F-16 Fighting Falcon, the F/A-18 Hornet, the McDonnell Douglas F-15E Strike Eagle and the Boeing B-52 Stratofortress.
Flown primarily by the US Air Force, the stealth fighter was operated by the 412th Test Wing out of Edwards Air Force Base; the 4450th Tactical Group and 37th Tactical Fighter Wing out of Tonopah Test Range, in Nevada; and the 49th Fighter Wing out of Holloman Air Force Base, New Mexico.
General Dynamics F-16 Fighting Falcon vs McDonnell Douglas F-18 Hornet – which one would win in an aerial battle? These two aircraft are among the most dependable and deadly in the US military’s arsenal, and they’ve helped win wars, defend ships and redefine the technological prowess that is American innovation.
Despite their similarities, the F-16 and F-18 have a number of differences, and it’s these that’ll reveal which aircraft is truly the most superior of the two.
History of the F-16 Fighting Falcon and F-18 Hornet
McDonnell Douglas F-18 Hornets onboard the USS Harry S. Truman (CVN-75), 2018. (Photo Credit: Aris Messinis / AFP / Getty Images)
The General Dynamics F-16 Fighting Falcon, now manufactured by Lockheed Martin, was introduced in 1978. This multirole, air superiority fighter costs upwards of $14 million to produce, and its adaptability and speed make it an indispensable fixture of the Air Force.
Over 4,600 have been manufactured since 1973, with a number of countries (Pakistan, Chile, Belgium, etc.) operating the aircraft through such conflicts as Operation Desert Storm, the 1982 Lebanon War and the Soviet-Afghan War. The F-16’s combat success and popularity has resulted in the fighter becoming the world’s most numerous fixed-wing aircraft in active military service.
The McDonnell Douglas F-18 Hornet was introduced in 1983 as America’s first all-weather fighter and attack aircraft. Flown by both the US Navy and Marine Corps, it’s designed to deploy from aircraft carriers and is considered one the most aerodynamic aircraft operated by the US military.
The F-18 is favored for its increased weapons-carrying abilities. It’s operated by such countries as Spain, Finland and Canada, among others, and has seen action during the likes of Operation El Dorado Canyon, the War In Afghanistan and the Iraq War.
In 1999, the Boeing F/A-18E/F Super Hornet entered service, as a replacement for the Grumman F-14 Tomcat. Larger and more advanced than the standard F-18, its equipped to carry air-to-surface and air-to-air missiles, with its primary armament being the M61 Vulcan. Over 600 have been produced, and it continues to serve alongside its less-advanced predecessor.
F-16 vs F-18 – Which has the better design?
Lockheed Martin F-16CJ Fighting Falcon. (Photo Credit: US Air Force / Getty Images)
Despite its earlier design, the F-16 Fighting Falcon is one of the most cost-effective, efficient and maneuverable aircraft in the Air Force’s arsenal. Thanks to the development of older aircraft, such as the McDonnell Douglas F-15 Eagle and General Dynamics F-111 Aardvark, it’s equipped with reliable systems that give it a wide combat radius.
The F-16 was developed during the Lightweight Fighter (LWF) program as the YF-16. It can locate targets, regardless of weather conditions, and can fly more than 500 miles in an air-to-surface role. The aircraft can deliver weapons with extreme accuracy, all while defending itself from enemy action. It’s also the first to use the relaxed static stability/fly-by-wire (RSS/FBW) flight control system, giving it increased maneuverability and performance.
The cockpit of the F-16 was redesigned to include a bubble canopy, which gives pilots increased visibility through the side and rear. A side-stick controller was also implemented for better control while performing high-g missions. This feature includes hand pressure sensors that send electrical signals to the flight control systems, allowing for increased instantaneous changes while in a tense combat situation.
Onboard avionics systems are equipped with advanced navigation, including enhanced global positioning (GPS) and inertial navigation systems (EGI), which send information to pilots. Counter-pressure pods, high-tech radios and instrument landing systems are also integrated into the aircraft.
The F-18 Hornet is also an all-weather fighter that features a fly-by-wire system, advanced navigation and other similar features. However, one aspect sets it apart from the F-16. Its canted vertical stabilizers allow for the F-18’s extremely high angle of attack, giving pilots the ability to perform high-g pull-ups à la Top Gun (1986).
On top of this, the F-18 was designed with Leading-Edge Extensions (LEXs), allowing pilots to remain in control while flying at higher altitudes. It was built with the intention of requiring less maintenance, meaning reduced downtime is required between missions.
Finally, the F-18 was one of the first to use multifunction displays, meaning pilots can switch between fighter and attack roles (or both) with just the push of a button.
F-16 vs F-18 – Need for speed
General Dynamics F-16 Fighting Falcon. (Photo Credit: Muhammed Enes Yildirim / Anadolu Agency / Getty Images)
Both the F-16 Fighting Falcon and F-18 Hornet are capable of reaching incredible speeds. However, they do differ ever so slightly. The former can reach a top speed of Mach 2 – twice the speed of sound. The F-18, on the other hand, can only reach Mach 1.7-1.8.
The two also have different engines. The F-16 is a single-engine aircraft equipped with one of two types of power plants, either a Pratt & Whitney F100-PW-200/220/229 or a General Electric F110-GE-100/129. These produce around 29,000 pounds of thrust. The F-18 is powered by two General Electric F404-GE-402 turbofan engines, which produce 17,750 pounds of thrust.
Survivability is greatly affected by the number of engines an aircraft has. If an F-16 loses its lone one, the pilot has no choice but to eject before the fighter nose dives. F-18s, however, can survive on one engine if the other is lost, enabling the aircraft to safely return back to the aircraft carrier.
F-16 vs F18 – How do they fair in aerial combat?
McDonnell Douglas F-18 Hornet. (Photo Credit: LCPL John Mcgarity / USMC / Wikimedia Commons / Public Domain)
Combat is where the F-16 Fight Falcon and F-18 Hornet truly take off. Both are capable of air-to-air, air-to-ground, surveillance and reconnaissance missions. Several slight differences help define this. The F-18 has a range of 1,253 miles, vs the F-16’s much higher 2,002 miles. The latter also has a higher ceiling of 55,000 feet, compared to the F-18’s 50,000 feet.
The F-16 can stay in the air for much longer without refueling. It’s also faster and more maneuverable, and can withstand higher g than the F-18. Its smaller size and bubble canopy cockpit provide increased visibility, a key factor in determining the outcome of a mission.
One study analyzed dogfight victories by looking at the correlation between who was able to get “eyes on” their targets first and the outcome of the engagement. Typically, whoever first saw their opponent had an immediate advantage, and a wider range of visibility combined with a smaller aircraft meant the F-16 would have a better chance of locking eyes first.
F-16 vs F-18 – How maneuverable are these advanced aircraft?
General Dynamics F-16 Fighting Falcon. (Photo Credit: Master Sgt. Benjamin Bloker / USAF / Wikimedia Commons / Public Domain)
Speed and firepower are only half of what makes an aircraft successful in combat. The ability to maneuver through the air and around enemies and obstacles can make all the difference when pursuing – or outrunning – someone.
The F-16 Fighting Falcon can handle maneuvers of up to 9 g, giving it the ability to quickly change direction at incredible speeds and angles. During the design process, the engineers at General Dynamics selected a variable-camber wing with airfoil, which can be adjusted through the relaxed static stability/fly-by-wire flight control system.
The F-16 was also intentionally designed to be slightly aerodynamically unstable, to reduce drag and improve its maneuverability. When an aircraft is aerodynamically stable, more effort has to be exerted, producing drag and lessening maneuverability. This and the fighter’s combat radius “exceed that of all potential threat fighter aircraft.”
The F-18 Hornet is close behind with 7.5 g worth of maneuverability. Its thrust-to-weight ratio and dual engines help make it a powerful opponent in a dogfight, and its Leading Edge Extensions and canted vertical stabilizers allow for easy handling, even when attacking at high angles. Similarly to the F-16, it features a digital fly-by-wire control system.
F-16 vs F-18 – Firepower is where it’s at
Boeing F/A-18E Super Hornet onboard the USS Nimitz (CVN-68), 2013. (Photo Credit: Alberto Pizzoli / AFP / Getty Images)
Air Intercept Missiles (AIMs) are a key part of combat for modern aircraft, but the F-16 Fighting Falcon originally didn’t equip radar-guided missiles. It wasn’t until the Block 15 ADF variant was unveiled in 1986 that it was able to fire the AIM-7 Sparrow.
Other air-to-air missiles equipped by the F-16 include the AIM-9 Sidewinder, the MBDA R550 Magic 2, the Raytheon AMRAAM, and the MBDA Skyflash and ASRAAM. Ordnance is fired from nine hard points – three under each wing, one on each wing tip and another under the fuselage – and launched via LAU-88 launchers and MAU-12 and Orgen ejector racks.
The port wing of the F-16 contains a 20 mm General Electric M61A1 multi-barrel cannon. There are also several air-to-surface missiles that can be carried by the aircraft (Maverick, Shrike and HARM), as well as anti-ship missiles, such as the AGM-119 Penguin and AGM-84 Harpoon. This is on top of its Paveway laser-guided bombs, smaller munitions, and Joint Standoff and Direct Attack weapons.
The F-18 Hornet could carry radar-guided missiles from the get-go, as it was designed to replace an attack aircraft and defend aircraft carriers. It’s largely equipped with the same armament as the F-16 – it’s just that, for the most part, it had many of the weapons when it entered service.
Which is the better aircraft?
US Air Force aircraft. (Photo Credit: aviation-images.com / Universal Images Group / Getty Images)
Despite their differences, the F-16 Fighting Falcon and F-18 Hornet are both cutting-edge, dependable and lethal. Some say it has less to do with the aircraft and everything to do with the pilots who fly them. One Air Force traffic controller shared his opinion on the best pilots in the military, telling SOFREP:
“[The Navy pilots] are very precise flyers. When they would come in on a landing approach they would be dead perfect on the glide path. I can’t remember ever telling any of those Navy guys to correct their rate of descent or speed. They would be flying PERFECTLY on it the whole time. […] They were just… better.”
Certain aircraft are also more suited to different scenarios. An F-16 would be a better choice for long-range missions that require more speed and maneuverability, while the F-18 would provide more firepower and offensive capabilities in a combat scenario. While the former was initially slated to be replaced by 2025, delays have resulted in it being guaranteed a further two decades of service. The F-18s are slated to be replaced at some point between 2025-30.
Sikorsky MH-53 Pave Lows had the ability to perform both search and rescue and special operations missions. “Pave” stands for “Precision Avionics Vectoring Equipment,” the all-weather sensor system that converted several HH-53s into these advanced helicopters. Their long service life with the US military is proof of their effectiveness, with them having racked up a long list of missions and flight hours.
Early variants of the Sikorsky HH-53
Sikorsky HH-53 “Super Jolly Green Giant” with the 40th Aerospace Rescue and Recovery Squadron over Vietnam, October 1972. (Photo Credit: Ken Hackman / USAF / Wikimedia Commons / Public Domain)
The HH-53 was similar to the Sikorsky CH-53A Sea Stallion flown by the US Marine Corps. Better known as the “Super Jolly Green Giant,” it operated throughout the Vietnam War. The HH-53B variant had a retractable in-flight refueling probe and a rescue hoist located just above the passenger door. It held spindle-shaped jettisonable 650-gallon fuel tanks and was armed with either three GAU/2A 7.62 mm six-barreled miniguns or .50-caliber Browning machine guns.
For protection, the HH-53B was equipped with 1,200 pounds of armor, and it was capable of carrying a five-person crew.
The HH-53C was introduced into service in 1968. Forty-four were built. They were similar to their predecessor, with the most noticeable difference being the removal of the fuel-tank bracing struts. In the earlier variant, it was quickly realized the tanks were affecting the helicopter’s overall performance when full, so smaller 450-gallon tanks took their place.
The HH-53C variant was also equipped with more armor and fitted with a better communications system to improve contact with other craft. In the later stages of the Vietnam War, some were fitted with countermeasures pods to handle heat-seeking missiles.
Introduction of Pave Low III
US Air Force pilot with the 20th Expeditionary Special Operations Squadron conducting a pre-flight check of a Sikorsky MH-53 Pave Low at Joint Base Balad, Iraq, September 2008. (Photo Credit: Staff Sgt. Aaron Allmon / U.S. Air Force / Wikimedia Commons / Public Domain)
By 1975, an HH-53B was fitted with the Pave Low II system, changing its designation to YHH-53H. With more adjustments to the system, eight HH-53Cs were then fitted with the system. They were re-designated HH-53H Pave Low IIIs and came with a bunch of upgrades. They became operational on July 1, 1980, and were, at that point, prepared for long-range, low-level missions.
Improvements made by the Pave Low system included forward-looking infrared imagers (FLIRs), as well as terrain-following (TFR) and terrain-avoidance radar. They also packed Doppler-radar navigation and inertial guidance systems (INS), and were equipped with computerized moving-map displays. Radar-warning receivers and chaff-flare dispensers were also added.
In 1986, the CONSTANT GREEN program provided even more improvements to the HH-53H Pave Low IIIs, fitting them with blue-green lighting in their cockpits, making them compatible with night-vision goggles. Following this, they were reclassified as “special operations” helicopters and given the designation MH-53H – “M” standing for “Multi-mission.”
Now, they were upgraded to support both night and adverse weather operations.
Within the Pave Low III program, nine MH-53Hs and 32 HH-53s were converted into MH-53Js. With the upgrades, the MH-53Js became the largest, most powerful and most technologically-advanced helicopters at the US Air Force’s disposal. Their job was to drop-off, pick-up and supply Special Forces behind enemy lines, and were still capable of engaging in search and rescue (CSAR) missions.
Between 1986-90, 31 HH-53Bs, HH-53Cs and CH-53s were upgraded to the new MH-53J configuration. All MH-53Hs were also upgraded, making a total of 41 MH-53Js.
Operation Eagle Claw disaster
Sikorsky MH-53J Pave Low with the 21st Special Operations Squadron. (Photo Credit: Staff Sgt. Dave Nolan / Wikimedia Commons / Public Domain)
In the decades these helicopters served, they participated in numerous missions.
The failed rescue of 52 embassy staff in Iraq during Operation Eagle Claw is what sparked the conversion of the choppers into special operations craft. The Pave Low fleet was assigned to the 20th Special Operations Squadron at Hurlburt Field, Florida. After proving their success, they were assigned to the 21st and 31st Special Operations Squadrons in Europe and East Asia. The 551st Special Operations Squadron at Kirtland Air Force Base, New Mexico also received MH-53Js for training purposes.
MH-53J Pave Lows took part in several critical combat missions for the US Air Force. During Operation Just Cause, the US invasion of Panama, five MH-53Js with the 20th were deployed. They conducted reconnaissance, MEDIVAC, logistics, fire support and small team insertion. Other MH-53Js helped lead the first missions of the Gulf War and War in Iraq.
Several MH-53J Pave Lows were also responsible for evacuating some of the 425 US citizens from the American Embassy located in the war-torn Liberian capital of Monrovia in 1996. Success in this mission proved their implementation to special operations was beneficial and could have greatly benefitted Operation Eagle Claw.
Pave Lows often exercised their CSAR capabilities, despite operating as special operations craft. Some of the fleet successfully rescued two US pilots that had been shot down in Serbia in 1999. They then participated in several dangerous missions in Iraq from 2003 until the end of Pave Low operations.
Retirement of the Sikorsky MH-53 Pave Low
Sikorsky MH-53M Pave Low IV. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)
The final mission for the MH-53 Pave Low fleet was on September 27, 2008. The six remaining flew in support of special operations being conducted in Southwest Asia. It wasn’t long after that the rest of the fleet was retired, replaced by the Bell Boeing V-22 Osprey, which remains in service to this day.
Several MH-53 Pave Low variants stand on-display throughout the US, including at Hurlburt Air Field and Kirkland Air Force Base.
The US Air Force has developed a number of experimental aircraft over the decades, but none was as interesting as the Republic XF-84H Thunderscreech. A derivative of the F-84 Thunderstreak, it was the “loudest aircraft ever built” – and among the most issue-riddled. As a result, it was canceled after just a handful of test flights.
Developing a new type of carrier aircraft
Photo Credit: U.S. Air Force / National Museum of the United States Air Force
The Republic XF-84H Thunderscreech began life as Project 3347. It was developed following a US Navy request for an aircraft that could operate from aircraft carriers without the need for a catapult. This meant it needed to achieve jet speeds, while also featuring the same low fuel consumption, long range and low landing speeds of propeller-driven aircraft.
Co-sponsored by the US Air Force’s Wright Air Development Center at Wright-Patterson Air Force Base, Ohio, the prototypes were originally designated “F-106.” They were subsequently re-designated the XF-84H, after the Republic F-84 Thunderstreak from which it was semi-derived.
When the Navy canceled its order, the XF-84H became a research aircraft for the Air Force’s Propeller Laboratory at Wright-Patterson AFB, with the aim now being to test subsonic propellers.
Republic XF-84H Thunderscreech specs
Photo Credit: San Diego Air & Space Museum Archives / Wikimedia Commons / Public Domain
Before we get into what made the Republic XF-84H Thunderscreech so unique, let’s get the basics out of the way. The aircraft was 51.5 feet long, with a wingspan of 33.5 feet. It was powered by an Allison XT40-A-1 turboprop engine capable of producing 4,360 kW of power and a range of 2,000 miles. Also notable was the XF-84H’s airframe, which was a modified version of Republic F-84 Thunderstreak’s.
The turboprop engine was located behind the cockpit and connected to the nose-mounted propeller via an extension shaft, which spun faster than the speed of sound. This allowed the XF-84H to have a projected speed of Mach 1.18, which meant it became the only turboprop-powered aircraft to feature an afterburner. While capable of providing an additional 5,390 kW of power, it was never used.
Finally, the XF-84H was the first aircraft to feature a retractable and extendable ram air turbine, which swung out to provide electrical and hydraulic power in the event of engine failure.
Issues with the Republic XF-84H Thunderscreech
Photo Credit: USAF / National Museum of the US Air Force / Wikimedia Commons / Public Domain
The Republic XF-84H Thunderscreech was plagued with issues that made it dangerous to fly.
Similar to aircraft equipped with the T40 – North American XA2J Super Savage and Douglas A2D Skyshark – its shafts suffered from aggressive vibrations when traveling at high speeds. In addition to this, the engine required a 30-minute warm-up period, which made it unsuited for use in combat situations.
Given the XF-84H’s speed, special propellers were needed – and this is where the majority of the problems arose. The torque produced by the propellers destabilized the aircraft, with it wanting to spin around them as a result. Attempts were made to rectify this, including the addition of a triangular fin behind the cockpit, but the designers were never able to fully fix the issue.
All this, paired with high maintenance requirements, various equipment failures and the inability for the XF-84H to actually hit the speeds it was designed to made it a particularly problematic aircraft.
Testing the ‘loudest aircraft ever built’
On July 22, 1955, the XF-84H Thunderscreech underwent its first of 12 test flights at Edwards Air Force Base, California. Almost immediately, the aforementioned issues were noted.
Eleven of the flights ended in emergency landings, with one of the test pilots, Lin Hendrix, refusing to re-enter the cockpit after his first flight, saying, “It never flew over 450 knots indicated, since at that speed, it developed an unhappy practice of ‘snaking,’ apparently losing longitudinal stability.”
The pilots weren’t the only ones affected by the XF-84H’s issues. The amount of noise it emitted also proved to be problematic for those stationed on the ground. Loud enough to be heard from 25 miles away, the aircraft created a sonic boom strong enough to knock down anyone standing close by. On top of that, there were reports of ground crews suffering severe headaches and nausea whenever it took off down the runway.
The “loudest aircraft ever built” also affected the control towers – in particular, sensitive components that were vulnerable to the vibrations produced by its subsonic propellers. This forced crews to communicate with the XF-84H crew along the flight line via light signals.
Given these issues, the Republic XF-84H Thunderscreech never made it past its Phase I proving flights. In September 1956, the Air Force canceled the program. Of the two prototypes, only one survived and is currently on display at the National Museum of the United States Air Force at Wright-Patterson Air Force Base.
Among the Fairchild Republic A-10 Thunderbolt IIs operated by the US Air Force, there’s one that stands out from the rest. The reason? Among its many kill markings is the outline of a cow. This particular aircraft was assigned to the Red Devils of the 107th Fighter Squadron, 127th Wing of the Michigan Air National Guard, and how it came to earn the cow kill marking remains unclear.
Why are there kill markings on A-10 Warthogs?
Fairchild Republic A-10 Thunderbolt II with the 107th Fighter Squadron painted with the World War II-era Red Devil scheme, 2017. Its cow kill marking can be seen toward the front of the aircraft. (Photo Credit: Spc. John Brandenburg / 127th Wing Public Affairs / DVIDS / Public Domain)
Placing kill markings on the side of A-10 Warthogs wasn’t always the norm. The practice only really started in 2017, when it was decided new paint jobs would be done on the 107th Fighter Squadron’s aircraft. They were painted green with devil characters to honor the 100th anniversary of the Red Devils, one of the oldest flying units in the Air Force.
In 2018, the specific A-10 with the cow kill marking could be seen flying during the commemorative flights over the beaches of Normandy, which were conducted in honor of the 74th anniversary of the D-Day landings that occurred on June 6, 1944.
Was the cow collateral damage?
Fairchild Republic A-10 Thunderbolt II with the 107th Fighter Squadron painted with the World War II-era Red Devil scheme, 2017. Its cow kill marking can be seen toward the front of the aircraft. (Photo Credit: Spc. John Brandenburg / 127th Wing Public Affairs / DVIDS / Public Domain)
The most commonly accepted rumor as to how this A-10 got its cow kill marking comes from a Close Air Support (CAS) mission.
It’s believed the pilot was performing a sortie over an enemy village in an undisclosed location in Iraq. Using the aircraft’s GAU-8/A Avenger 30 mm cannon, they attempted to blow away the enemy. However, when ground troops moved in to secure the area and conduct a kill count, they found a cow shredded to pieces by 30 mm ammo.
Penelope Carroll, spokeswoman for the 127th Wing, said the A-10 responsible had “inadvertently” killed the animal during the 107th Fighter Squadron’s deployment in Iraq. About 350 airmen and 12 of the attack aircraft from Selfridge Air National Guard Base, Michigan had been sent to the country and Syria as part of Operation Inherent Resolve in 2015.
While unable to disclose more details about the mission, Carroll did clarify that the cow kill was the result of ordnance, rather than the A-10s iconic “BRRRT” gun.
The cow kill isn’t the only strange marking on an A-10
Fairchild Republic A-10 Thunderbolt IIs on a training mission over Michigan, 2016. (Photo Credit: Terry Atwell / 127th Wing Public Affairs / DVIDS / Public Domain)
The strange cow kill marking isn’t the only unexpected one to be present on an A-10 Warthog. There’s another that features markings of both a Lockheed Martin F-22 Raptor and a General Dynamics F-16 Fighting Falcon.
The likely origin of these markings is that the attack aircraft belongs to the Air Command A-10 Demo Team. As such, it sports the marks of the F-16 and F-22, as they’re typically the types that fly in formation during airshows. As incredible as the A-10 is, it would likely be difficult for it to actually score hits against F-22s or F-16s.
Avro Canada’s CF-105 Arrow was a sophisticated aircraft that put the Canadian air industry on the map. The Cold War-era jet interceptor was designed to combat the threat of Soviet bombers, but was ultimately shelved after its budget ballooned to over $1 billion CAD. While little is known about the Avro Arrow, compared to other aircraft from the time period, a 2017 discovery at the bottom of Lake Ontario shed new light on the innovative design.
The Avro Arrow was Canada’s most significant aviation innovation
Unveiling of the Avro CF-105 Arrow, 1957. (Photo Credit: Robert Lansdale / Federal News Photos / Library and Archives Canada / Wikimedia Commons CC BY 2.0)
The Arvo Arrow was a supersonic jet interceptor built in the 1950s by Avro Canada. A product of the Cold War, the Arrow was developed in response to the growing concern that Soviet bombers could attack North America by flying through the Canadian Arctic. It was built to serve as a nuclear interceptor that could fly higher and faster than other aircraft in its class.
Several manufacturers turned down offers to build the Arrow, since it had very specific requirements, but Avro Canada decided to take advantage of the country’s highly-skilled aviation workforce to make the impossible a reality.
The project was a massive undertaking that spawned the most innovative aviation technology the world had seen. The Arrow was a beast, weighing almost 49,000 pounds when empty and featuring a 50-foot wingspan. It also made history by with the world’s first computerized flight control and weapons systems, and could travel at nearly twice the speed of sound.
The project was ultimately shelved
Avro CF-105 Arrow. (Photo Credit: Don Rogers / Wikimedia Commons / Public Domain)
The testing process for the Avro Arrow was extensive, relying heavily on wind-tunnel testing and experiments on smaller models. Nine of these were one-eighth the size of the actual aircraft and launched on rockets over Lake Ontario, where many still rest beneath the waves.
The Avro Arrow was unveiled in 1957, and her historic first flight a year later broke not just one but four speed records. Sadly, this high-tech aircraft’s career was cut short when Canadian Prime Minister John Diefenbaker slashed the funding to a number of federal programs. With a price tag of $1.1 billion CAD, the Arrow was definitely costly for a country with a small population and less-extensive military.
The end of the Avro Arrow left over 14,500 workers without a job. All related materials were destroyed, while the nine scale model aircraft were left at the bottom of Lake Ontario.
Searching for an (Avro) Arrow in a haystack
Replica of the Avro CF-105 Arrow in Barry’s Bay, Ontario. (Photo Credit: Creative Touch Imaging Ltd. / NurPhoto / Getty Images)
In 2017, a new initiative to recover the sunken Avro Arrows from Lake Ontario was launched as part of Canada’s 150-anniversary celebrations. OSISKO Mining Inc. is leading the project with support from OEX Recovery Group Inc., which has used sonar to locate the underwater resting places of the scale model aircraft. The project is being supported by the Canada Aviation Museum, the Royal Canadian Air Force and the Canadian Conservation Institute.
“One of the things we’re not trying to do with this program is to rewrite the history of what happened with the Arvo program,” OSISKO President and CEO John Burzynski told CTV News. “This is simply a search – and ideally, recovery.” He also hopes the project sheds light on the incredible work of the countless people who lost their jobs when the program was canceled.
Finding the submerged Arrows has been no simple task. Originally launched from the Royal Canadian Air Force base in Point Petre, Prince Edward County, the area of Lake Ontario was “littered with targets,” according to Dave Shea from Kraken Robotics. “One of the challenges with this kind of search, it’s not like you’re looking for a needle in a haystack,” he explained. “It’s like you’re looking for a needle in a haystack full of needles.”
In July 2017, it was announced that one of the sunken Avro Arrows had been discovered at the bottom of Lake Ontario, near the city of Kingston – not far from where they were originally launched. The following summer, it was recovered and brought to the surface for the first time in over 60 years.
Since then, another four Arrows have been located.
The Hughes OH-6 Cayuse was a revolutionary rotorcraft operated during the Vietnam War. Adopted after the company behind its design deceived the US Army, the “Loach” helicopter, as it was better known, fast became the primary chopper flown in Vietnam. Almost as soon as production began, however, it was replaced by a competitor’s model.
Battling it out for a US Army contract
Production of the Hughes OH-6A Cayuse, 1967. (Photo Credit: Bettmann / Getty Images)
Following the Second World War, significant advancements were made in the field of rotary-wing flight. The Korean War proved the necessity for such rotorcraft, particularly in regard to search and rescue operations.
In 1960, the US Army issued Technical Specification 153 and established the Light Observation Helicopter (LOH) program. This eventually gave way to the “loach” nickname, and was intended to provide the US military with a light-class, rotary-wing craft that could fulfill a number of purposes: search and rescue, close air support, MEDEVAC, observation, transport, reconnaissance and attack roles.
The LOH program opened the floor to several companies to come up with their own designs. The Aircraft Division of Hughes Tool Company came up with the Model 369, which became one of three finalists, alongside designs from Bell Helicopter Company and Fairchild Hiller.
The Model 369, with its Allison T63-A-5A series turboshaft engine, took its first flight on February 27, 1963, under the military designation YOH-6A. During the testing phase, it became clear the Bell prototype was underpowered, so it was dropped. Up against Fairchild Hiller, Hughes Tool Company purposely undervalued its cost estimates, earning the company favor – and the contract.
The Army requested 714 helicopters in May 1965, a number that was later increased to 1,300.
The OH-6 Cayuse was built with a rugged structure covered in light aluminum. It had a distinct teardrop-shaped fuselage, which made it instantly recognizable, and a cockpit for two crew members, along with two removable seats in the passenger cabin. It was also the right size to fit the necessary avionics and fuel stores, all while keeping the structure nimble and agile.
Overtop of the fuselage was the OH-6’s single engine, attached to a four-blade main rotor assembly. A shaft ran to the tail and powered the two-blade rotor at the back. Underneath, a fixed twin-skid undercarriage was supported at two separate points.
This simple design made maintenance easy, while the chopper’s 26-foot rotor made it much easier to maneuver in tight landing zones. As well, its tough frame made it safer than other helicopters during crashes, as its aluminum skin absorbed the energy and the structure protected the crew.
With all these benefits, several variations were developed.
Flying the Hughes OH-6 Cayuse over Vietnam
US Army soldiers work on a Hughes OH-6 Cayuse that was shot down in Tây Ninh province, South Vietnam, December 1967. (Photo Credit: BOB WILDAU / AFP / Getty Images)
The OH-6 Cayuse, by this point known as the Loach helicopter, made its way to Vietnam in December 1967. Its effectiveness in battle allowed it to quickly replace the Bell H-13 Siouxs being operated in the country. Each could be equipped with any number of armaments, including grenade launchers, 7.62 mm miniguns, Hydra 70 mm unguided rockets, and TOW and Hellfire anti-tank guided missiles.
While in Vietnam, Loach helicopters operated as part of air mobile teams. They were employed in hunter-killer tactics, wherein they flew low over the jungle as bait to draw enemy fire. When the opposing forces exposed themselves, the crew would call upon an accompanying Bell AH-1 Cobra to attack. Infantrymen would also launch an assault from the ground.
While successful in this respect, the Loach helicopter also had a reputation for being easily gunned down. However, the chopper’s frame ensured the crewmen within remained safe. That’s why the majority of pilots who served in Vietnam shared the opinion that, if you were going to crash, it was best to do it in a Loach.
Hughes Tool Company loses its contract
Hughes YOH-6A Cayuse prototype. (Photo Credit: U.S. Army / Wikimedia Commons / Public Domain)
While the already-produced OH-6 Cayuses were being deployed to Vietnam in 1967, production costs were beginning to rise. On top of this, Fairchild Hiller lodged a formal complaint over Hughes Tool Company’s deceitful tactics to earn the original contract.
The US Army subsequently reopened the LOH program to engineering companies, offering a new contract for 2,700 additional airframes. Another flight competition was held, this time without a submission from Fairchild Hiller. The Loach helicopter was pitted against what was then known as the Bell Model 206.
In the end, Hughes lost its contract to Bell, who was deemed to have the superior design. The Army officially adopted the Bell OH-58 Kiowa in 1969.
Kawasaki OH-6D
Kawasaki OH-6D. (Photo Credit: 海上自衛隊 / Wikimedia Commons CC BY 4.0)
Kawasaki Heavy Industries produced 387 OH-6D Cayuses under license in Japan. They were operated by a number of military organizations, including the Japanese Army, Navy and Coast Guard. Several Kawasaki-built Loach helicopters were also flown by civilian customers for a variety of reasons, including emergency medical services, law enforcement tasks and for work in the agricultural sector.
When the 1980 hostage situation of Operation Eagle Claw was deemed a disaster, the US military realized there was a lack of aircraft and personnel trained for such special operations. In response, a task force was developed – originally designated Task Force 158 – for the next attempt to rescue the hostages, Operation Honey Badger.
For this, a small rotorcraft capable of landing in restrictive locations and easily transportable via US Air Force transport aircraft was necessary. The OH-6A Cayuse fulfilled this role and became known as the “Little Bird.” The pilots tasked with operating the choppers were selected from the 229th Attack Helicopter Battalion. They underwent two weeks of qualification training and an additional two weeks of mission training.
Operation Honey Badger never went ahead, as the hostages were released in January 1981. Instead of disbanding Task Force 158, the military opted to turn it into the 160th Aviation Battalion. The Loach helicopters used to transport personnel were given the designation MH-6, while the armed ones were dubbed the AH-6.
Undoubtedly, the United States has put a large amount of money into its Air Force between improving aerial technology, funding production and, of course, dealing with the financial losses from crashes. There is one incident, in particular, that cost the service more than any other. Known as the 2008 Andersen Air Force Base B-2 Accident, it caused $1.4 billion in damages and saw the loss of a stealth bomber named Spirit of Kansas.
Northrop Grumman B-2 Spirit
Northrop Grumman B-2 Spirit named Spirit of Kansas, July 1997. (Photo Credit: Ian Cole / Flickr CC BY-SA 2.0)
The Northrop Grumman B-2 Spirit first flew on July 17, 1989, and was introduced into service on January 1, 1997. It was created as part of the Advanced Technology Bomber (ATB) program to serve as both a heavy bomber and a stealth aircraft for gathering intelligence. This was exactly the type of aircraft intended for use during the Cold War, despite it not having a role in the conflict.
The B-2 was technologically advanced, which meant its production costs were incredibly high. Several problems also arose during the development process, which only drove up the price. The US Congress had intended to buy 132 of the bombers. However, only 21 were purchased (at a staggering $737 million per unit), due to the high price tag and the Cold War coming to an end.
One of the B-2s delivered was named Spirit of Kansas.
Spirit of Kansas
The remains of the Northrop Grumman B-2 Spirit named Spirit of Kansas following the crash at Andersen Air Force Base, Guam, February 2008. (Photo Credit: Federal Aviation Administration / Wikimedia Commons / Public Domain)
Spirit of Kansas was the 12th B-2 Spirit to be built, and joined the US Air Force on February 17, 1995. In 2008, the bomber was in service with the 393rd Bomb Squadron, 509th Bomb Wing, which operated out of Whiteman Air Force Base, Missouri. It’d flown with them for nearly seven months without issue, amassing 5,100 flight hours.
At the time of the crash, Spirit of Kansas had been in Guam for four months, as part of the continued presence of US bombers in the region.
On February 23, 2008, Maj. Ryan Link and Capt. Justin Grieve were supposed to return to Whiteman with “classified material.” Despite having had no prior issues, Spirit of Kansas became difficult to control upon takeoff, with one of its wingtips eventually touching the ground. Fortunately, both pilots were able to eject, and they survived the accident with only minimal hospitalization.
A $1.4 billion crash
Emergency responders who aided in the response effort following the crash of the Northrop Grumman B-2 Spirit named Spirit of Kansas at Andersen Air Force Base, Guam, August 2008. (Photo Credit: Airman 1st Class Nichelle Griffiths / US Air Force / Wikimedia Commons / Public Domain)
Spirit of Kansas was another matter, as it was damaged beyond repair. Its wing had completely broken off upon catching the ground, causing the B-2 Spirit to tumble out of control. At it flipped, fuel spilt and caught fire, and very little was salvageable. However, reports say the classified material that was onboard the aircraft was safely returned to where it came from.
The estimated cost of the crash was $1.4 billion. However, the number is much higher when inflation is taken into account.
As Spirit of Kansas was the first B-2 to crash, it caused quite a stir. While an investigation was underway, the Air Force grounded the remaining 20 bombers. Officials determined the cause of the accident wasn’t pilot error – another staff member had forgotten to activate the air pressure heater. The resulting condensation in the air-data sensors, intensified by “heavy, lashing rains,” had made the control system issue a faulty command to pull away from the runway too early.
With the cause of the crash figured out, the B-2 fleet resumed flights on April 15, 2008. While there have been crashes in the years since, Spirit of Kansas remains the only one to have been damaged beyond repair. It remains the most expensive aircraft crash in history.
The Republic F-84 Thunderjet was an American jet-powered fighter-bomber. Primarily flown by the US Air Force from 1947-64, it suffered many issues during its development and early service. That being said, it performed admirably during the Korean War, and was the first aircraft used by the Thunderbirds.
Development of the F-84 Thunderjet
Republic F-84C Thunderjet with the 33rd Fighter Wing. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)
On September 11, 1944, the US Army Air Forces set requirements for a “day fighter.” It would need a top speed of 600 MPH, a combat radius of 850 miles, and be armed with either eight 12.7 mm or six 15.2 mm cannons. These specifications were later adjusted to feature a smaller combat radius of 705 miles and fewer armaments.
Looking to replace the P-47 Thunderbolt, the USAAF placed an order with Republic for three prototypes of the XP-84. Trusting the company’s reputation, the service didn’t inquire with other manufacturers. The first prototype was completed in December 1945, with testing not occurring until February 1946, following delays with acquiring engines. Wind tunnel tests also showed design flaws with the vertical stabilizer at high speeds, and there were concerns over the weight of the aircraft.
A second prototype was produced in August 1946, and the following month set a national speed record by hitting 607.2 MPH. While this showed the XP-84’s performance, focusing on breaking the national speed record, as well as the international one set by the British (which Republic failed to do), set production behind schedule.
Work commenced in 1947, with the first F-84Bs entering service by December of that year.
Republic F-84 Thunderjet Specs
Republic F-84E Thunderjets with the 526th Fighter-Bomber Squadron. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)
The F-84 Thunderjet’s general characteristics included a central air intake at the nose of the aircraft, straight wings with wingtip tanks, a sliding canopy that would later be modified with support struts and a tandem landing gear configuration. At its nose were six .50-caliber M3 Browning machine guns, and, later on, pylons were added under each wing and beneath the center of the aircraft to hold up to 32 rockets, 4,000 pounds of bombs or one Mark 7 nuclear bomb.
The F-84 was powered by an Allison J35-A-29 turbojet engine. The J-35 was the Air Force’s first axial-flow compressor jet engine, and it featured a simple design consisting of an 11-stage axial-flow and single-stage turbine. When paired with the afterburner, it produced 5,600 pounds of thrust.
New variants aim to fix persistent issues
Republic F-84E Thunderjet with the 9th Fighter-Bomber Squadron, 49th Fighter-Bomber Group. (Photo Credit: USAF / Wikimedia Commons / Public Domain)
In December 1947, the first F-84B Thunderjets were delivered to the 14th Fighter Group at Dow Field, Maine. Maximum speed and acceleration restrictions were soon placed upon pilots, due to issues involving the wrinkling of the aircraft’s skin – a top speed of Mach 0.8 and no more than 5.5 g of acceleration.
Maintenance issues soon earned the F-84B the nickname, “Mechanic’s Nightmare.” These problems grounded the entirety of the F-84B fleet, and modifications were made to the incoming F-84C. These, however, didn’t prevent the new variant from suffering similar issues, with these aircraft also being grounded.
The introduction of the F-84D saved the fighter-bomber. Having fixed the prior issues, it enjoyed a clear superiority over the Air Force’s other jet fighter, the Lockheed F-80 Shooting Star. Modifications were made to the F-84Bs and -84Cs, which allowed them to re-enter service until their retirement in 1952. The F-84D also retired from service with the Air Force that year, but continued with the Air National Guard until 1957.
The F-84E was introduced in 1950. An improvement on the previous iterations, it was the first truly effective version. These improvements included new avionics and systems, a longer fuselage, strengthening of the wings, the addition of pylons to hold external fuel tanks and retractable ones for rockets beneath both wings.
Despite these improvements, the F-84E’s service was hindered by parts shortages, meaning around half of the fleet remained grounded. It was ultimately retired from service with the Air Force in 1956, with the Reserve following suit the next year. It remained in use with the Air National Guard until 1959.
In 1951, the F-84G entered service. Despite the introduction of inflight refueling capabilities, an improved engine and increased payload capability, it was really no more than a stopgap before the swept wing F-84F Thunderstreak was introduced. The Air Force received 789 units, while other countries acquired over 2,000. The F-84G retired from US service in 1964.
Service during the Korean War
Republic F-84 Thunderjet during testing of the “Zero Length Launch (ZELL)” system. (Photo Credit: Unknown Author / USAF / Wikimedia Commons / Public Domain)
Upon the United States entering the Korean War, it was decided that an F-84 Thunderjet wing would be sent overseas. Arriving toward the end of 1950, they began sorties that December and scored their first air-to-air kill on January 21, 1951. However, this victory came at a cost: the loss of two of the fighter-bombers.
It was clear that the air-to-air combat role should be given to the North American F-86 Sabre, as the F-84 was better suited in a ground attack role. By the conclusion of the war, the aircraft had flown 86,408 sorties, dropped 55,586 tons of bombs and 6,129 tons of napalm, and fired 22,154 rockets. The F-84 was responsible for the destruction of 60 percent of all air-to-ground targets, as well as eight air-to-air kills against Mikoyan-Gurevich MiG-15s.
According to the Air Force, 305 F-84s were lost during the conflict, 249 of which were combat-related.
US Air Force Thunderbirds
Republic F-84G Thunderjet with the 3,600th Air Demonstration Team, better known as the US Air Force Thunderbirds. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)
On May 25th, 1953, the 3,600th Air Demonstration Team formed, with the purpose of putting on public displays, promoting the Air Force, and showcasing the abilities of the aircraft and the precision flying of their aviators. The first to be selected for this role was the F-84G Thunderjet, and it was used by the Thunderbirds from 1953-55.
The F-84E was also used by the Skyblazers, the lesser-known demonstration team with the US Air Forces in Europe.
Accomplishments of the Republic F-84 Thunderjet
Boeing YKB-29J Superfortress linked with a Republic F-84E Thunderjet from the 116th Fighter-Bomber Wing. (Photo Credit: USAF / Wikimedia Commons / Public Domain)
In addition to performing efficiently in combat during the Korean War, the F-84 Thunderjet became the first jet aircraft to successfully perform air-to-air refueling with a converted Boeing B-29 Superfortress.
In 1955, a F-84E became the first aircraft to perform a zero-length takeoff. This involved a solid-fuel booster rocket attached to the underside of the fighter-bomber, which enabled it to takeoff from anywhere, including a trailer.
The Vought F-8 Crusader was an American jet-powered fighter that served with the US Navy from 1957-76. During its tenure, the aircraft participated in the Cuban Missile Crisis, as well as the Vietnam War. As the last American-made fighter to have guns as its primary armament, it was nicknamed the “Last of the Gunfighters.”
Development of the Vought F-8 Crusader
Vought F8U-1 Crusader with Marine Fighter Squadron 334 (VMF-334), 1950s. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)
In September 1952, the Navy announced it was looking for a new fighter. It needed a maximum speed of Mach 1.2, a climb rate of 25,000 feet per minute and a maximum landing speed of 100 MPH. The decision was also made to arm the aircraft with 20 mm cannons, due to the inadequacies of .50-caliber machine guns during the Korean War.
Competitors for the contract included the Grumman F-11 Tiger, the McDonnell F3H Demon and the carrier version of the North American F-100 Super Sabre. Vought’s F-8 Crusader was deemed the winner in May 1953, with the Navy ordering three prototypes.
The first F-8 prototype, designated the XF8U-1, flew on March 25, 1955 and exceeded the speed of sound. Seeing no issues with the aircraft, the second prototype flew a few months later, on September 30. In 1956, the F-8 began weapons and carrier tests, with its first successful catapult launch occurring on April 4. A few months later, on August 21, the aircraft set a new US national speed record, reaching 1,015.428 MPH.
In December 1956, Air Development Squadron 3 (VX-3) completed the F-8’s qualifications onboard carriers. Deemed ready for service, the first aircraft joined Fighter Squadron 32 (VF-32), Fighter Squadron 154 (VF-154) and Marine Fighter Squadron 122 (VMF-122) in 1957.
Vought F-8 Crusader specs
Vought F-8E Crusader with Fighter Squadron 194 (VF-194) landing aboard the USS Bon Homme Richard (CVA-31), 1966. (Photo Credit: U.S. Navy / USS Bon Homme Richard 1965-1966 Cruise Book / Wikimedia Commons / Public Domain)
The F-8 Crusader had a distinctive look, with a central air intake under a pointed nose, high-mounted wings and a short landing gear giving it an overall crouched appearance. Unique to the aircraft was its variable-incidence wing. This meant the whole wing could be pitched up to a maximum of seven degrees, allowing for takeoff or landing at slower speeds, without pilots losing any visibility. This design also allowed lift to be maintained and increased by lowering the aircraft’s flaps and leading-edge.
The F-8 was powered by a single 18,000-pound static thrust with reheat Pratt and Whitney J57-P-20 turbojet. Its use with the F-8 was exceptional, allowing for a maximum speed of 1,227 MPH at 36,000 feet – this made it the first operational aircraft to fly faster than 1,000 MPH.
The primary armaments for the F-8 were four forward-firing 20 mm cannons. These weapons, in an era that saw the introduction and movement toward missiles, gave the aircraft its nickname: the “Last of the Gunfighters.” That being said, the F-8 was also equipped with pylons on either side of the fuselage and under the wings, allowing it to carry either four AIM-9 Sidewinders or up to 5,000 pounds of ordnance.
‘Ensign Eliminator’
Pilot with Light Photographic Squadron 62 (VFP-62) ejecting from a Vought RF-8A Crusader, 1963. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)
While the Navy had high hopes for the F-8 Crusader, the fighter wasn’t without its issues. This was largely due to its nose design, which made it particularly dangerous for pilots to land aboard aircraft carriers. To accomplish a safe landing, the vessels had to be traveling at full speed, to subsequently lower the relative landing speed of the F-8s, lest they and their pilots wind up in the ocean.
It already wasn’t an easy aircraft to fly, and this led pilots to give the aircraft another nickname: the “Ensign Eliminator.”
Problems also arose as the F-8 continued to see active service, particularly during the Vietnam War. Pilots had to eject a number of times, often resulting in the loss of the aircraft. It’s estimated that, out of the over 1,200 that were built by Vought, around 1,106 were involved in incidents.
Cuban Missile Crisis
Vought RF-8A Crusader with Photographic Reconnaissance Squadron 63 (VFP-63), 1962. (Photo Credit: U.S. Navy / U.S. Naval and Heritage Command / National Archives and Records Administration / Wikimedia Commons / Public Domain)
Starting on October 23, 1962, F-8 Crusaders played a pivotal role in the capturing of reconnaissance images during the Cuban Missile Crisis. An unarmed variant, the RF-8A, was equipped with cameras, instead of missiles, and tasked with flying low-level reconnaissance missions over Cuba, to capture photos of Cuban and Soviet forces.
Flying two missions a day, these RF-8As would depart from Florida, fly over Cuba and, upon their return, have their images delivered to the Pentagon for examination. The photos captured by these aircraft confirmed the Soviets had begun efforts to install medium-range ballistic missiles in Cuba.
RF-8As continued to monitor the withdrawal of Soviet forces and missiles from the region. At the conclusion of the Cuban Missile Crisis, they’d captured a total of 160,000 images.
Vietnam War
Vought F-8H Crusader with Fighter Squadron 111 (VF-111) over Vietnam, 1969. (Photo Credit: U.S. Navy / USS Ticonderoga 1969 Cruise Book / Wikimedia Commons / Public Domain)
The Vietnam War saw the F-8 Crusader gain its first combat experience.
When the conflict started, the aircraft stationed aboard the USS Hancock (CV-19) became the first from the US to enter into air-to-air combat with North Vietnamese-flown Mikoyan-Gurevich MiG-17s. The incident occurred on April 3, 1965, and saw the F-8s score no kills. Despite one being hit by enemy fire, all safely returned to Hancock.
The first F-8 success came in June 1966. After getting into a dogfight with a MiG-17, Cmdr. Harold L. Marr fired two Sidewinders. The first missed, but the second hit the MiG’s tail, blowing off it and the starboard wing.
By the end of the war, F-8s had claimed between 18-19 air-to-air kills (depending on the source), the majority of which were achieved with Sidewinder missiles. Only four were attributed to the fighters’ guns, due to the magazines’ propensity to jam during high-speed dogfights.
The aircraft enjoyed the greatest kill ratio of all US fighters during the conflict, only suffering three losses in combat. Others, in greater numbers, were lost to flak, surface-to-air missiles (SAMs) and operational accidents. This meant the total number lost in Vietnam hit between 166-170.
Vought F-8 Crusader’s service with the French Navy
French Vought F-8E(FN) Crusader preparing to land, 1983. (Photo Credit: USN / Defense Imagery / Wikimedia Commons / Public Domain)
The F-8 Crusader entered service with the French Navy in 1964 and quickly became the backbone of the country’s naval air power, serving aboard two aircraft carriers, Clemenceau and Foch.
French F-8E(FN)s saw service over Lebanon in 1983. Between 1991-94, they were rebuilt, extending their service life until the end of the decade. Despite its continued service, the F-8 didn’t join the French forces fighting in the Gulf War, nor during the Kosovo Air Campaign.
In December 1999, the French retired their remaining fleet of F-8s, replacing the aircraft with the Dassault Rafale M the following year.
