Lockheed F-94 Starfire

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F-94 Starfire
A U.S. Air Force YF-97 Starfire on test flight; later to be redesignated the F-94
Role All-weather interceptor
National origin United States
Manufacturer Lockheed Corporation
First flight 16 April 1949
Introduction May 1950
Retired 1958 (USAF)
1959 (ANG)
Primary users United States Air Force
Air National Guard
Produced 1949-1954
Number built 855
Developed from
Lockheed T-33 Shooting Star

The Lockheed F-94 Starfire is a

first-generation jet powered all-weather day/night interceptor aircraft designed and produced by Lockheed Corporation. It was the first operational United States Air Force (USAF) fighter equipped with an afterburner as well as being the first jet-powered all-weather fighter to enter combat during the Korean War
.

The F-94 was developed to fulfil a specification issued by the USAF in 1948, seeking a new interceptor capable of day and night operations to replace its piston-engined types in light of recent military advances made by the

fire control system. Engine thrust was also bolstered by adding an afterburner to the Allison J33
powerplant used.

On 16 April 1949, the prototype YF-94 conducted its

Air Defense Command (ADC), its principal operator, where the type soon replaced the piston-engined North American F-82 Twin Mustang in the all-weather interceptor role. It was soon followed by the F-94B, a refined model that proved to have greater engine reliability and a more spacious cockpit; the F-94C equipped with a thinner wing, a more powerful Pratt & Whitney J48 engine, and a new Hughes E-5 fire control system also followed. Further models, including a dedicated aerial reconnaissance
variant, were proposed but ultimately not pursued.

In the interceptor role, the F-94 proved to have less endurance and greater reliance upon Ground Control Interception methods than some of its piston-engined predecessors. Beyond its use by ADC, it was also operated by the Far East Air Force, which used the type against various Soviet-supplied aircraft during the Korean War of the early 1950s. The Alaskan Air Command (AAC) and the Air National Guard (ANG) also operated the F-94. It had a relatively brief operational life, the replacement process commencing in the mid-1950s in favor of more advanced fighters such as the Northrop F-89 Scorpion and North American F-86D Sabre. The last aircraft was withdrawn from USAF service in 1958, while the ANG opted to retire its F-94s only one year later.

Design and development

Background

On 8 October 1948, the

Northrop F-61 Black Widow and North American F-82 Twin Mustang.[1][2] This new interceptor was specifically designed to counter the emergence of new Soviet aircraft such as the Tupolev Tu-4 bomber (reverse engineered from the Boeing B-29 Superfortress). The Curtiss-Wright XF-87 Blackhawk had been developed with the intention of becoming the USAF's first jet-powered night fighter, but its performance was subpar. Accordingly, Lockheed was approached by the service with a request to design a jet night fighter on a crash program basis.[3][4]

The resulting aircraft was derived from the TF-80C (later designated

fire control system. In November 1948, the P-94 was met with the approval of James Forrestal, United States Secretary of Defense.[1] Having observed the conversion to be relatively straightforward, USAF officials chose to issue a letter contract to Lockheed during January 1949. Months later, a definitive contract for 150 production aircraft was received.[1] By December 1949, the number on order had risen to 368 aircraft.[5]

Into flight

Lockheed YF-94 (S/N 48-373). This was the second aircraft built (from TF-80C)

On 16 April 1949, the first YF-94 prototype performed its maiden flight.[6] To accelerate development, these early test aircraft were converted from existing T-33s; they maintained roughly 75% commonality in terms of components with those used in the earlier F-80 and T-33As.[7][4] Flight testing determined the test aircraft to possess adequate performance.[8] By the end of 1949, the program had been restructured to fulfil pressure from the USAF for more capable fighters; an more austere model, the F-94A, would be delivered quickest while a more capable and ambitious model, the F-94C, was produced.[5][9]

The fire control system selected for the F-94 was the Hughes E-1; this unit incorporated an AN/APG-33 radar (derived from the AN/APG-3, which directed the

gunsight.[10] Due to the short range of this onboard radar system, it was useful only during the terminal phases of the interception mission; instead, the F-94 would largely be directed through traditional ground-controlled interception
, akin to the preceding aircraft that it would replace.

The additional electronic equipment increased the weight of the aircraft, thus it required a more powerful engine. The

afterburner. The J33-A-33 had standard thrust of 4,000 pounds-force (18 kN), and with water injection this was increased to 5,400 lbf (24 kN) and with afterburning a maximum of 6,000 lbf (27 kN) thrust.[7] The combination of added weight and the use of an afterburner considerably reduced the F-94's internal fuel capacity. The YF-94A's afterburner suffered numerous teething problems, typically related to its igniter and the flame stabilization system.[3]

Production versions

F-94A 49-2548, 2d Fighter-Interceptor Squadron, McGuire AFB, NJ

F-94A

The initial production model was the F-94A, which entered operational service in May 1950.

fighter bomber role.[10][11] 109 F-94As were produced. This model was only in operational service for a brief time as it was originally built and was not received well by its aircrews. The main source of complaints was its somewhat unreliable J33 engine, which frequently necessitated ground aborts and had been deemed by many crews to be unsafe.[12] In flight, the aircraft was often judged to be unstable and difficult to maneuver when flown at high altitude by its pilots. The pilot and radar operator commonly found that the cockpit was too narrow for them to be able to quickly enter and exit the aircraft, which was routinely expected during alerts and scrambles.[13] Furthermore, the clearance for the ejection seats was too small, resulting in several tragic accidents during emergency ejections.[14]

61st Fighter-Interceptor Squadron Lockheed F-94B 50-879

F-94B

During January 1951, the improved F-94B entered service; it was outwardly virtually identical to the F-94A.

Air National Guard units where they served until the end of the 1950s.[14]

FFARs

F-94C

The F-94C Starfire was extensively modified from the early F-94 variants. In fact, it was initially designated F-97 before officials decided that it would be treated as a new version of the F-94 instead.

Rolls-Royce Tay, which dramatically increased power over the J33, producing a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 lbf (38.9 kN) with afterburning.[7][18] The fire control system was upgraded to the new Hughes E-5 with an AN/APG-40 radar, a change which required the use of a much larger nose. All of the guns were removed and replaced with all-rocket armament consisting of four groups of six rockets in a ring around the nose.[19] These rockets were carried in four panels that could be hinged upwards and outwards for ground reloading.[20] In flight, these rockets were normally hidden aft of four inwards-folding doors that surrounded the nose cone. According to Lockheed test pilot Tony LeVier, the F-94C was capable of supersonic flight in a steep dive with afterburner engaged.[21]

The F-94C was the only variant to be officially named Starfire.

Semi Automatic Ground Environment
(SAGE) air defense system.

F-94 FA-356

F-94D

An F-94D model was proposed as a single-seat

fighter bomber, being armed with both bombs and rockets under the wings as well as eight nose-mounted machine guns.[4] A single prototype was built, but the model was not ultimately accepted for production. The prototype was later used as a testbed for the 20 mm (0.79 in) M61 Vulcan cannon subsequently used on the Lockheed F-104 Starfighter
and many other combat aircraft.

Operational history

Air Defense Command

The primary users of the F-94 were the squadrons of

B-29 Superfortress, some of which had landed and were impounded in the Soviet Far East during World War II. The F-82Fs proved to be an excellent day/night all-weather interceptor, with long range, but it lacked any logistics support which resulted in a chronic shortage of parts. The jet-powered F-94As, however, had shorter legs than the F-82s and relied more on Ground Control Interception Radar (GCI) sites to vector them to intruding aircraft.[14]

27th FIS F-94C 51-13555 at Griffiss Air Force Base, New York

Once the 317th was equipped in the Pacific Northwest, ADC then re-equipped its

F-86A Sabre day jet interceptors.[14]

In March 1951, upgraded F-94Bs were received from Lockheed by the

Otis AFB, Massachusetts, replacing their F-86A Sabres,[25] although the last squadron of the wing didn't replace its Sabres until May 1952. Three Federalized Air National Guard units, the 121st FIS (DC ANG), 142nd FIS (Maine ANG), and 148th FIS (Pennsylvania ANG), received F-94Bs while they served on active duty during the Korean War call-up to defend the airspace over Washington, D.C. However, these F-94s were retained by the USAF when these ANG squadrons returned to State control in 1952. Also seven more squadrons received F-94Bs as part of the roll out from Lockheed.[14][25]

Three additional squadrons (84th, 436th, and 479th FIS) received F-94Bs in 1953, although these were passed down from squadrons receiving F-94Cs.[25] Beginning in the summer of 1951, the F-94Cs began coming off the production line, with six squadrons being equipped by May 1954. Five more squadrons were equipped in FY 54-55 which ended the production run for the interceptor by Lockheed.[14][26]

Far East Air Force

In the Pacific,

319th Fighter-Interceptor Squadron to South Korea to provide a jet air-defense umbrella over the Seoul
area.

The first shipment of F-94Bs arrived in Japan in March 1951, being assigned to the

Itazuke Air Base, while rotating pilots and radar operators to Suwon Air Base in South Korea where they flew combat missions over North Korea with the F-82Gs as well as air defense alert over Seoul. In July, the 4th FAWS began receiving the F-94As at Naha Air Base, Okinawa. Training for the squadrons proceeded through the summer and in August, the first Fifth Air Force Operational Readiness Test was held by the 339th FAWS with the F-94. Various issues with the aircraft, as well as issues with the Ground Control Interception radar graded the test as "fair".[14][15]

Formation of 4th FIS F-94Bs, Naha AB, Okinawa
68th Fighter-Interceptor Squadron F-94B 51-5358 at Suwon AB, South Korea

In early December 1951, the appearance of Communist

F7F Tigercats. FEAF ordered the 68th to move two F-94Bs to Suwon to supplement the F-82Fs. The Twin Mustangs along with the F7Fs would continue their armed reconnaissance and weather missions against North Korean targets, while the F-94s would fly interception missions over South Korea and the Yellow Sea. Care was taken to not fly the Starfires anywhere that a crash would allow the communists access to the wreck if it were shot down.[14]

During January 1952, ADC was ordered to deploy the 319th Fighter-Interceptor Squadron from the

Sakhalin Island or the Vladivostok area. At Suwon, the 68th had a total of fifty-eight interceptions during February during nighttime hours. It was in February 1952 that the first F-94 was lost in a night interception while pursuing an unknown aircraft over the Yellow Sea. The cause of the loss was unknown. However, a B-26 pilot observed an explosion in the air between the island of Taeyonp'yong-do and the city of Haeju in North Korea. A search was made for the aircraft and crew, which continued for almost three months. It was finally concluded the aircraft had crashed and broken up over the Yellow Sea, with the wreckage settling in deep water with the classified equipment lost at sea.[14]

In March 1952, the 319th FIS began flying operational missions at Suwon, providing Combat Air Patrols (CAPs) for Boeing B-29 Superfortress missions at night.[27] The 68th was relieved and reassigned to Japan, but would remain on one-hour alert for possible combat duty over Korea. In June, the first F-94 contacts against enemy jets was made and the interceptor crews believed at the time that the communists were testing radar-warning equipment. On several occasions just when they were ready to fire on the enemy aircraft, it would start evasive action that indicated the MiGs were equipped with a form of warning radar (as the F-94s were).[14] Other intercepts would take place over North Korea and the F-94 was credited with several air-to-air victories, including the first jet-vs.-jet night victory against a MiG-15. One F-94 was listed as lost due to enemy action, six more to non-enemy causes on combat missions, two were declared as missing on a combat mission and three were lost in accidents.[28] One F-94 was lost when it slowed to 110 miles per hour (180 km/h) during pursuit of a Po-2 biplane.[29]

Following the

F-86D Sabre began replacing it in operational service. By the end of 1954, the Starfires had been returned to the United States for Air National Guard
duty.

Alaskan Air Command

Immediately after World War II ended, most of the

F-82H Twin Mustang replaced the war-weary P-61s during 1949.[30]

These propeller-driven interceptors were augmented in 1950 when the

F-80C Shooting Stars back to the Continental United States in batches of four or five as they were replaced by the F-94As.[14] Elmendorf AFB, being located close to the Gulf of Alaska in the south had much more moderate weather than Ladd AFB, located in Central Alaska where winter temperatures often fell below −40 °F (−40 °C). Hydraulic fluids would turn to jelly, and the engines in the jets would have starting problems. Extreme cold weather training for Air Force personnel assigned to Ladd AFB was mandatory in the event of an emergency ejection or even just being outside in the winter, losing a glove, and dropping a wrench or tool. Skin would freeze upon touching bare metal, and mechanics would have tools "welded" to their fingers at times.[14]

449th Fighter-Interceptor Squadron F-94A parked outside a hangar at Ladd AFB

The 449th utilized its F-82Hs as long-range reconnaissance aircraft along the Siberian coastline and the

Galena AFB where it stood alert to respond to GCI intruder alerts for unknown aircraft detected intruding on Alaskan airspace.[14]

The F-82Hs at Ladd were retired in the summer of 1953 when due to lack of logistics support, the aircraft became too unreliable to keep in the air.[31] The 449th flew the F-94A until F-94Bs became available as hand-me-downs from Elmendorf AFB the 57th FIG was inactivated replaced by the 10th Air Division. There, the 10th AD received new North American F-86D Sabre interceptors. The 449th at Ladd sent their F-94As back to the CONUS and Air National Guard Service. By the end of 1954, it also was being re-equipped with F-86Ds, with the last of the Starfires also being sent to the Air National Guard.[14]

Northeast Air Command

Northeast Air Command (NEAC) was a command formed in 1950 to administer US-controlled bases in the Maritime Provinces of Canada, that were under long-term lease going back to World War II. It was responsible for the defense of the northern approaches to North America and also to support transient aircraft of MATS and SAC, all of which came under the collective command and control of the 64th Air Division.[32]

59th Fighter-Interceptor Squadron F-94B 50-881 flying over Labrador

During 1952, F-94Bs were sent to the

B-36 Peacemaker intercontinental bomber, which would proceed from there in wartime to targets in the Soviet Union using the great circle route over the North Pole. This was both the first F-89 squadron assigned to Canada and also the first squadron assigned to NEAC.[14][33]

After the end of the Korean War, the 319th FIS, which was deployed from ADC to Japan in 1952, was transferred to NEAC in June 1953 and replaced the detachment of the 59th FIS at Thule.

Ernest Harmon AFB, Newfoundland in August 1953.[33] Beginning in 1954, and continuing until 1957, the Starfires of NEAC were slowly replaced with versions of the F-89 Scorpion, although the Northrop interceptor didn't fully replace the Starfires until the 318th Fighter-Interceptor Squadron left Thule in April 1957.[14]

82d Fighter-Interceptor Squadron in April 1953. It provided air defense of Iceland until being relieved in October 1954 when it was reassigned to Presque Isle AFB, Maine.[33] The Starfires were replaced by the 57th FIS and F-89C Scorpions.[14]

Retirement

Beginning in mid-1954, the F-94A/B models were gradually replaced in the active-duty Air Force's inventory by a combination of the Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors.[34] Withdrawn aircraft were typically sent to various Air National Guard (ANG) units where they replaced F-80C Shooting Stars and F-51D/H Mustangs, which in most cases marked the end of operational use for the venerable Mustang in United States military service.[14] Prior to being delivered to the ANG, the F-94As were sent to Lockheed, where they received modifications to render them equivalent to F-94B standards, after which they entered use with the ANG. During the late 1950s, F-94Cs were progressively transferred across to the ANG as well, where they initially supplemented and eventually replaced the F-94A/B models. At the height of operations, a total of 22 ANG Fighter-Interceptor squadrons were equipped with Starfires.[14]

During November 1957, the final F-94C was retired by the active-duty Air Force, the last examples being operated by the

Duluth Municipal Airport, Minnesota during the summer of 1959 when it converted to the F-89J Scorpion; the last aircraft being sent to AMARC in December 1959.[14][35]

Variants

EF-94C 50-963 Photo-Reconnaissance Starfire
YF-94
TF-80Cs converted into YF-94 prototypes, two built.[36]
F-94A
Initial production version, 109 built.[36]
YF-94B
One F-94A modified on the production line with new flight director, modified hydraulic systems, and two enlarged wingtip tanks.[36]
F-94B
Production model based on YF-94B, 355 built.[36][37][nb 1]
YF-94C
F-94Bs modified with
Pratt and Whitney J48
engine, leading edge rocket pods, and swept tailplane, originally designated YF-97A, two modified.
F-94C Starfire
Production version of the YF-94C with longer nose, gun armament replaced with nose mounted rockets, and provision for underfuselage JATO rockets, originally designated F-97A, 387 built.[39]
EF-94C
Test aircraft for proposed aerial reconnaissance variant
YF-94D
Prototype single-seat close support fighter version based on the F-94C, one partly built but construction was abandoned when program was cancelled.
F-94D
Production version of the YF-94D, 112 on order cancelled, none built.[40]
YF-97A
Original designation of the YF-94C.
F-97A
Original designation of the F-94C.

Operators

 United States
see: F-94 Starfire units of the United States Air Force

Aircraft on display

Lockheed F-94A (FA-498)
Lockheed F-94C (FA-575)
F-94C
YF-94A
  • 48-356 – Air Force Flight Test Museum at
    San Antonio, Texas, currently in storage on Edwards AFB awaiting restoration and future display.[41]
F-94A
YF-97C/F-94C

Specifications (F-94C Starfire)

3-view line drawing of the Lockheed F-94A Starfire
3-view line drawing of the Lockheed F-94A Starfire
3-view silhouette of the Lockheed F-94C Starfire
3-view silhouette of the Lockheed F-94C Starfire
External images
F-94A Starfire
image icon F-94A Cut-Away Drawing
image icon F-94A Radar Indicator Screens

Data from RAF Flying Review[7]

General characteristics

  • Crew: 2
  • Length: 44 ft 6 in (13.56 m)
  • Wingspan: 42 ft 5 in (12.93 m)
  • Height: 14 ft 11 in (4.55 m)
  • Wing area: 232.8 sq ft (21.63 m2)
  • Empty weight: 12,708 lb (5,764 kg)
  • Gross weight: 18,300 lb (8,301 kg)
  • Max takeoff weight: 24,184 lb (10,970 kg)
  • Powerplant: 1 ×
    centrifugal-flow turbojet
    engine, 6,350 lbf (28.2 kN) thrust dry, 8,750 lbf (38.9 kN) with afterburner

Performance

  • Maximum speed: 640 mph (1,030 km/h, 560 kn)
  • Maximum speed: Mach 0.84
  • Range: 805 mi (1,296 km, 700 nmi)
  • Ferry range: 1,275 mi (2,052 km, 1,108 nmi)
  • Service ceiling: 51,400 ft (15,700 m)
  • Rate of climb: 7,980 ft/min (40.5 m/s)
  • Wing loading: 78.6 lb/sq ft (384 kg/m2)
  • Thrust/weight: 0.48

Armament

  • Rockets: 24 or 48 × 2.75 in (70 mm)
    Mk 4/Mk 40 Folding-Fin Aerial Rockets

Avionics

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

  1. ^ Knaack claims that 356 F-94Bs were built[38]

Citations

  1. ^ a b c d Knaack 1982, p. 101.
  2. ^ Pace 2016, p. 46.
  3. ^ a b Coniglio, Serigio. "F-94 Starfire (Monopama Special File)." Aviation and Marine International, Issue 34, June 1976.
  4. ^ a b c d e Pace 2016, p. 44.
  5. ^ a b c Knaack 1982, p. 102.
  6. ^ Knaack 1982, pp. 101-102.
  7. ^ a b c d "Technical Gen". RAF Flying Review, September 1962, p. 59.
  8. ^ Pace 2016, p. 48.
  9. ^ Pace 2016, pp. 48-49.
  10. ^ a b Hallion 1980, p. 17.
  11. ^ Francillon 1982, p. 294.
  12. ^ a b Knaack 1982, pp. 102-103.
  13. ^ a b Knaack 1982, p. 103.
  14. ^
    ISBN 0887404510
  15. ^ a b Knaack 1982, p. 104.
  16. ^ Knaack 1982, pp. 103-104.
  17. ^ Knaack 1982, p. 106.
  18. ^ Pace 2016, p. 49.
  19. ^ Pace 2016, p. 51.
  20. ^ Knaack 1982, pp. 106-107.
  21. ^ Schmidt 1997, p. 107.
  22. ^ Knaack 1982, pp. 107-108.
  23. ^ Modern Military Aircraft Anatomy, p. 100, Paul E. Eden ed., Aerospace Publishing Ltd, 2007
  24. ^ a b c Baugher Lockheed F-94A
  25. ^ a b c Baugher Lockheed F-94B
  26. ^ Baugher Lockheed F-97/F-94C Starfire
  27. ^ Knaack 1982, pp. 104-105.
  28. ^ Isham, Marty J. and David R. McLaren. Lockheed F-94 Starfire. Atglen, Pennsylvania: Schiffer, 1993, Chapter 7.
  29. ^ Grier, Peter. April 15, 1953. Air Force Magazine, Air Force Association, June 2011, page 57.
  30. ^
    ISBN 0-933126-47-6
    .
  31. ^ a b c Thompson, Warren E (October 2003). "Alaskan Twin Mustangs, North American F-82 Operations in Alaska". Wings (Sentry Books)
  32. ^ US Air Defense in the Northeast, Lydus H. Buss, USAF Continental Air Defense Command, 1957 Archived 7 June 2014 at archive.today
  33. ^
    ISBN 0-405-12194-6
    .. LCCN 70605402
  34. ^ Cornett, Lloyd H.; Johnson, Mildred W. A Handbook of Aerospace Defense Organization 1946 - 1980. Peterson Air Force Base, Colorado: Office of History, Aerospace Defense Center.
  35. ^ Knaack 1982, p. 110.
  36. ^ a b c d Francillon 1982, p. 295.
  37. ^ Angelucci and Bowers 1987, p. 280.
  38. ^ Knaack 1982, p. 105.
  39. ^ "The Shape of Tomorrow's Planes." Popular Mechanics, March 1954, p. 136, cutaway drawing of F-94C.
  40. ^ see external links for a very rare photo of the YF-94D under construction – note position of machine guns on top of nose instead of below nose as with other F-94 models
  41. ^ "F-94 Starfire/48-356" Archived 2 January 2017 at the Wayback Machine Air Force Flight Test Museum. Retrieved: 12 January 2015.
  42. ^ "F-94 Starfire/49-2498". National Museum of the USAF. Retrieved: 15 July 2017.
  43. ^ "F-94 Starfire/49-2517." aerialvisuals.ca. Retrieved: 30 January 2015.
  44. ^ "F-94 Starfire/50-0877." aerialvisuals.ca. Retrieved: 30 January 2015.
  45. ^ "F-94 Starfire/50-0980." National Museum of the USAF. Retrieved: 15 July 2017.
  46. ^ "F-94 Starfire/50-1006." Peterson Air & Space Museum. Retrieved: 12 January 2015.
  47. ^ "F-94 Starfire/51-5576" aerialvisuals.ca. Retrieved: 12 January 2015.
  48. ^ "F-94 Starfire/51-5605 (51-3556)." tinfeathers.com. Retrieved: 12 January 2015.
  49. ^ "The F-94C Starfire of Memorial Park Fame". 22 July 2013.
  50. ^ "F-94 Starfire/51-5623." Pima Air and Space Museum. Retrieved: 12 January 2015.
  51. ^ Cemetery Jet Gets Much Needed Paint Job, 21 August 2021. Erie News Now. Retrieved: 28 August 2021.
  52. ^ "F-94 Starfire/51-13563." Archived 2015-04-14 at the Wayback Machine Minnesota ANG Museum. Retrieved: 12 January 2015.
  53. ^ "F-94 Starfire/51-13570." aerialvisuals.ca. Retrieved: 30 January 2015.
  54. ^ "F-94 Starfire/51-13575." Archived 6 December 2011 at the Wayback Machine Evergreen Aviation & Space Museum. Retrieved: 9 October 2012.

Bibliography

External links

Wikimedia Commons has media related to F-94 Starfire.
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