North American F-100 Super Sabre

F-100 Super Sabre
An F-100 warbird over Airventure 2015
General information
Type	Fighter Fighter-bomber
French Air Force
Number built	2,294[1]
History
Manufactured	1953–1959
Introduction date	27 September 1954
First flight	25 May 1953
Retired	1979, United States Air National Guard; 1988, Republic of China Air Force[2]
Developed from	North American F-86 Sabre
Developed into	North American F-107

The North American F-100 Super Sabre is an American supersonic

The F-100 was envisioned during the late 1940s as a higher-performance successor to the F-86 Sabre air superiority fighter.^[4] Initially referred to as the Sabre 45, it was delivered as an unsolicited proposal to the USAF in January 1951, leading to two prototypes being ordered one year later following modifications. The first YF-100A performed its maiden flight on 25 May 1953, seven months ahead of schedule. Flight testing demonstrated both the F-100's promising performance and several deficiencies, which included its tendency of yaw instability and inertia coupling that led to numerous fatal accidents. On 27 September 1954, the F-100A officially entered USAF service, however, as a result of six major accidents occurred by 10 November 1954, the type was grounded while investigations and remedial work were conducted. The F-100 returned to flight in February 1955.

In response to the Tactical Air Command's (TAC) request for a fighter-bomber, the F-100C was developed, followed by the more capable F-100D. Several other models would be developed, including the two-seat F-100F supersonic trainer. As early as 1958, the USAF began to withdraw its F-100As, but returned them to service during early 1962 amid escalating world tensions. Many F-100s saw combat use during the Vietnam War before being superseded by the high-speed Republic F-105 Thunderchief in the strike mission. The F-100 flew extensively over South Vietnam as the air force's primary close air support aircraft until being replaced by the more capable subsonic LTV A-7 Corsair II,^[5] General Dynamics F-111 Aardvark, and the McDonnell Douglas F-4 Phantom II.^[6] 242 F-100s of various models were lost over Vietnam. Several F-100As were rebuilt into RF-100A aerial reconnaissance aircraft. Several F-100Fs were modified into electronic warfare platforms. Several proposed models and derivatives, such as the F-100B interceptor and the F-107, did not proceed through to production.

Amid a relatively high attrition rate and the arrival of more advanced fighters, the USAF opted to permanently withdraw its remaining F-100s during the early 1970s. The type was also operated by the

The F-100 can be traced back to an internal design study performed by North American Aviation as early as 1949.^[8] It was named Sabre 45 in reference to its 45° wing sweep and essentially represented an evolution of the company's successful F-86 Sabre. In January 1951, the company delivered an unsolicited proposal for a supersonic day fighter to the United States Air Force (USAF).^[8] On 7 July 1951, a mockup of the aircraft was presented for inspection; the USAF produced a general operational requirement that called for an air superiority weapon to be operational no later than 1957, preferably by 1955. During October 1951, the Air Force Council advocated for the development of a refined model of the Sabre 45; furthermore, it agreed with the Aircraft and Weapons Board's recommendation that it be purchased in quantity even prior to flight testing despite the risks involved in this approach.^[8]

By mid-November 1951, in excess of 100 aircraft configuration change requests had been received, necessitating numerous modifications to the original design; several of these alterations were focused on its armaments and were intended to improve its lethality.^[8] The new aircraft was accepted as the F-100 on 30 November 1951. On 3 January 1952, the USAF placed an order for two prototypes; one month later, a follow-on production order was issued for 23 F-100As while an additional 250 F-100As were ordered in August of that year as well.^[9] Around this time, development work slowed considerably while North American focused on improving and ramping up production of the F-86 in response to urgent demands for more aircraft to participate in the Korean War.^[8]

On 25 May 1953,

An operational evaluation of the F-100A was conducted by the USAF November 1953 and December 1955, it determined that the new aircraft possessed superior performance to existing USAF fighters, but declared that it was not ready for widescale deployment due to various deficiencies and functional difficulties in the design.[10] These findings were subsequently confirmed during operational suitability tests performed under "Project Hot Rod". During August 1954, six F-100s arrived at the Air Proving Ground Command (APGC), Eglin Air Force Base. The Air Force Operational Test Center (AFOTC) used four of the fighters for operational suitability tests while the other two aircraft underwent armament tests by the Air Force Armament Center. The Tactical Air Division of the AFOTC conducted the APGC testing under the direction of project office Lieutenant Colonel Henry W. Brown; initial testing was completed by APGC personnel at Edwards Air Force Base.^[12][10]

Despite these shortcomings, the

In response to observed improvements in fighters deployed by the Soviet Union, the USAF directed production of the F-100 to be accelerated via the establishment of a second production line in Columbus in September 1954.^[14] During November 1954, production of the F-100 was reduced to 24 aircraft per month in response to a spate of fatal accidents. Aircraft already built were stored and the corrections were applied later.^[16] Following appropriate remedial work, the USAF opted to partially lift its restrictions on both production and flights of the F-100 in February 1955; deliveries resumed two months later.^[17]

Various adaptions and derivatives of the F-100 were considered during its development. During mid-1954, an interceptor model of the aircraft was being studied; in July of that year, a mockup of the envisioned F-110B1 was completed, it was intended as a backup for the in-development Convair F-102 Delta Dagger interceptor. However, the difficulties experienced with the F-100A were viewed as evidence that the aircraft, even in the face of expected improvements, would be incapable of satisfying the operational requirement to a greater degree than that of the F-102.^[18]

The definitive model would be the F-100D. During May 1954, the TAC had requested a more sophisticated fighter-bomber; the company aimed to address the offensive shortcomings of the F-100C by being primarily a ground-attack aircraft with secondary fighter capabilities.^[19] To achieve this, the aircraft was fitted with autopilot, upgraded avionics, and starting with the 184th production aircraft, compatibility with the AIM-9 Sidewinder air-to-air missile. To further address the dangerous flight characteristics, the wingspan was extended by 26 in (66 cm) and the vertical tail area was increased by 27%.^[20] In October 1954, an initial production contract was issued for the F-100D, follow-on contracts would be issued in March and December of the following year.^[21] On 24 January 1956, the first F-100D (54–2121) flew, piloted by Daniel Darnell.^[21]

In December 1954, a new General Operational Requirement, GOR 68, was issued by the USAF; it called for a tactical fighter-bomber that would also be effective as an aerial superiority fighter under both day and night conditions.^[17] North American opted to respond with a heavily modified version of the F-100; the design was so substantially different that it was promptly decided to redesignate it as the F-107. Intended for speeds as high as Mach 2, the aircraft could be easily distinguished from the F-100 by the placement of the air intake above and behind the cockpit. It was not ultimately produced in quantity, having been passed over in favor of the competing Republic F-105 Thunderchief.^[17]

On 8 September 1955, North American proposed modifying an F-100C into a two-seat trainer model at no expense to the USAF; two months later, the air council decided to produce the type, perceiving a need for a supersonic trainer.^[22] During December 1955, an initial production contract for the F-100F trainer was placed. The prototype TF-100C, which lacked most operational equipment, made its first flight on 6 August 1956; it was followed by the first production aircraft on 7 March 1957.^[22]

The North American F-100 Super Sabre is a supersonic fighter aircraft. It was one of the first aircraft with a stabilator, or all-moving tailplane.^[23] Unlike modern stabilators which use an anti-servo tab, gearing and a variable stiffness spring were attached to the control stick to provide acceptable resistance to prevent pilot-induced oscillation.^[24] Unusually, the aircraft made extensive use of titanium throughout key areas of the airframe.^[25]

The F-100 exhibited several concerning handling difficulties, especially early on in its flying career. Particularly troubling was the

The 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 Convair F-102 Delta Dagger 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 problems.^{[citation needed]}

On 27 September 1954, the F-100A officially entered USAF service with the

During 1961, the withdrawal of all USAF F-100As had been completed; by that time, 47 aircraft had been lost in major accidents.[27] However, as a result of escalating world tensions in response to the Berlin Wall's construction in August 1961, the USAF was compelled to recall the F-100As into active service. During early 1962, it was decided to extend the type's service life.^[28] However, the F-100A was largely used for aircrew training during this time. Due to attrition, the ANG ceased operating the F-100A during 1967 while the USAF opted to permanently retire the model in early 1970.^[15]

The F-100C fighter-bomber entered service on 14 July 1955 with the

The F-100D entered service on 29 September 1956 with the

On 26 March 1958, an F-100D fitted with an

The F-100F two-seat trainer was accepted into USAF service in January 1958.[40] It received many of the same weapons and airframe upgrades as the F-100D, including the new afterburners. Various modifications, largely focused on the structure, were made during the F-100F's service life; several were adapted with special equipment for electronic warfare operations and saw use in this capacity in Vietnam.^[41] By June 1970, 74 F-100Fs had been lost in major accidents. The pilot's operating manual warned that the F-100F would not recover from a spin. The model was phased out of USAF service in 1972.^[42]

On July 15, 1958, the

In 1966, the Combat Skyspot program fitted some F-100Ds with an X band radar transmitter to allow for ground-directed bombing in inclement weather or at night. 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.^[46] 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 McDonnell Douglas F-4 Phantom II in 1968.^[b]

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.^[47] In ANG units, the F-100 was eventually replaced by the F-4 Phantom II, LTV A-7D Corsair II, and Fairchild Republic A-10 Thunderbolt II, with the last F-100 retiring in 1979 as the General Dynamics F-16 Fighting Falcon was phased in. In foreign service, the Royal Danish Air Force and Turkish Air Force F-100s soldiered on until 1982.

Over the lifetime of its USAF service, 889 F-100s were destroyed in accidents, resulting in the deaths of 324 pilots.^[48] The deadliest year for F-100 accidents was 1958, which saw 116 aircraft destroyed and 47 pilots killed.^[48]

After F-100s 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 antiaircraft weapons, including missile-carrying fighters and fighter-interceptors, with FSAT operations being conducted primarily at

North American received a contract to modify six F-100As to RF-100As carrying five cameras, three Fairchild K-17 cameras (see Fairchild K-20 camera) in a trimetrogon 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 were covered by a bulged fairing under the forward fuselage.^[49]

Pilots trained on the F-100A at Edwards Air Force Base and George Air Force Base in California and then at

Once pilot training was completed in April 1955, three aircraft were deployed to

Three RF-100As were also deployed to the 6021st Reconnaissance Squadron at Yokota Air Base in Japan, but details of operations there are not available. Two RF-100As 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.

"High Wire" was a modernization program performed upon selected F-100Cs, F-100Ds and F-100Fs. It comprised two modifications - an electrical rewiring upgrade and a heavy maintenance and inspect-and-repair as necessary (IRAN) 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 (e.g. T.O. 1F-100D(I)-1S-120, 12 January 1970).^[50][51] High Wire modifications took 60 days per aircraft at a cost for the entire project of US$150 million.^{[citation needed]}

On 16 April 1961, six Super Sabres were deployed from Clark Air Base in the Philippines to Don Muang Royal Thai Air Force Base in Thailand for air-defense purposes, the first F-100s to enter combat in Southeast Asia.^[52][37] 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. They served as MiG combat air patrol (CAP) escorts for F-105 Thunderchiefs, Misty forward air control (FAC), and Wild Weasel anti-air defense aircraft over North Vietnam, and were 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 428th TFS; Clarke ejected and survived. On 4 April 1965, as escorts protecting F-105s attacking the

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.[57]

The United States military in the Vietnam War was not known for using activated

French Air Force Super Sabres of the EC 1/3 Navarre flew combat missions, striking from bases within France against targets in French Algeria. The planes were based at Reims, refueling at Istres on the return flight from Algeria.^[65] The F-100 was the main fighter-bomber operated by the French Air Force during the 1960s until the type was replaced by the SEPECAT Jaguar.

Turkish Air Force F-100 units were used during the Turkish invasion of Cyprus in 1974. Together with Lockheed F-104G Starfighters, they provided close air support to Turkish ground troops and bombed targets around Nicosia.^[66] Following previous intrusions in Soviet air space, on 24 August 1976, a pair of Turkish Air Force F-100s entered into the Soviet Union airspace. While three Su-15s were intercepting the intruders, a ground based Soviet SAM battery shot down one of the Turkish F-100s.^[67] In March 1987, Turkish Super Sabres bombed PKK bases in northern Iraq.^[68] On 14 September 1983, a pair of Turkish Air Force F-100F Super Sabres of 182 Filo “Atmaca” penetrated Iraqi airspace. A Mirage F1EQ of the Iraqi Air Force intercepted the flight and fired a Super 530F-1 missile at them. One of the Turkish fighter jets (s/n 56-3903) was shot down and crashed in Zakho valley near the Turkish-Iraqi border. The plane's pilots reportedly survived the crash and were returned to Turkey. The incident was not made public by either side, although some details surfaced in later years. The incident was revealed in 2012 by Turkish Defence Minister İsmet Yılmaz, in response to a parliamentary question by Republican People's Party (CHP) MP Metin Lütfi Baydar in the aftermath of the downing of a Turkish F-4 Phantom II in Syria, in 2012.^[69]

Taiwan took delivery of 119 F-100As, 4 RF-100As, and 14 F-100Fs, and lost a number of F-100As and Fs in the course of service, but never lost a single RF-100A in either combat or accident. Those four RF-100As had never been sent on a reconnaissance mission over mainland China, as they could only produce photographic images of mediocre quality at best. Moreover, after each flying hour, the ground personnel had to spend over 100 hours on the aircraft maintenance. All of the RF-100As were returned to the US after one year and 11 months (1 January 1959 – 1 December 1960) in ROCAF service.

• The first operational aircraft in United States Air Force inventory capable of exceeding the speed of sound in level flight.^[15]
• On 29 October 1953, the first YF-100A prototype set a world speed record of 755.149 mph (656.207 kn, 1,215.295 km/h) at low altitude.^[15]
• On 20 August 1955, an F-100C set a supersonic world speed record of 822.135 mph (714.416 kn, 1,323.098 km/h).^[33]
• On 4 September 1955, an F-100C won the Bendix Trophy, covering 2,235 mi (2,020 nmi, 3,745 km) at an average speed of 610.726 mph (530.706 kn, 982.868 km/h).^[33]
• On 26 December 1956, two F-100Ds became the first-ever aircraft to successfully perform buddy refueling.^[47]
• On 13 May 1957, three F-100Cs set a new world distance record for single-engine aircraft by covering the 6,710 mi (5,835 nmi, 10,805 km) distance from London to Los Angeles in 14 hours and four minutes. The flight was accomplished using inflight refueling.^[33]
• On 7 August 1959, two F-100Fs became the first-ever jet fighters to fly over the North Pole.
• On 16 April 1961, the first USAF combat jets to enter the Vietnam War.
• On 4 April 1965, the first USAF aircraft to engage in aerial jet combat during the Vietnam War, while escorting F-105 Thunderchiefs to target.
• The United States Air Force Thunderbirds operated the F-100C from 1956 until 1964. After briefly converting to the F-105 Thunderchief, the team flew F-100Ds from July 1964 until November 1968, before converting to the F-4E Phantom II.^[47]

The costs are in contemporary United States dollars and have not been adjusted for inflation.^[70]

YF-100A

Prototype, model NA-180 two built, s/n 52-5754 and 5755.^[71]

YQF-100

Nine test unmanned drone version: two D-models, one YQF-100F F-model,^{see DF-100F} and six other test versions.^[72]

F-100A

Single-seat day fighter; 203 built, model NA-192.^[71]

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 Republic of China Air Force and retired in 1960.

F-100B

See North American F-107

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.^[71] Additional fuel tanks in the wings, fighter-bomber capability, probe-and-drogue 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. Also converted for use as a Wild Weasel variant.^[64] First flight: 7 March 1957; 339 built.

DF-100F

This designation was given to one F-100F that was used as drone director.^[72]

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^[73] drones and drone directors for testing and destruction by modern air-to-air missiles used by current U.S. Air Force fighter jets.^[72]

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 Rolls-Royce Spey turbofan engine

 Denmark

• Royal Danish Air Force

Flyvevåbnet operated a total of 72 aircraft. 48 F-100Ds and 10 Fs were delivered to Denmark from 1959 to 1961 as

MDAP equipment. The F-100 replaced the Republic F-84G Thunderjet as a strike fighter in three squadrons; 725, 727 and 730. The F-100s of Eskadrille 725 were replaced by Saab F-35 Draken in 1970 and in 1974 14 two-seated ex-USAF TF-100F were bought. The last Danish F-100s were retired from service in 1982, replaced by F-16s. The surviving MDAP F-100s were transferred to Turkey (21 F-100Ds and two F-100Fs), while six TF-100Fs were sold for target towing.^[74][75]

 France

The Armée de l'Air was the first non-US air force to receive the F-100 Super Sabre. The first aircraft arrived in France on 1 May 1958. A total of 100 aircraft (85 F-100Ds and 15 F-100Fs) were supplied to France and assigned to the NATO 4th Allied Tactical Air Force. They were stationed at German-French bases. French F-100s were used on combat missions flying from bases in France against targets in Algeria. In 1967, France withdrew from NATO's military command structure, and German-based F-100s were transferred to bases in France vacated by the USAF. The last unit using the F100D/F was the Escadron 4/11 Jura, based at Djibouti, which kept the Super Sabre until 1978.

 Republic of China

• Republic of China Air Force

The only non-US air force to operate the F-100A model. The first F-100 was delivered in October 1958. It was followed by 15 F-100As in 1959, and by 65 more F-100As in 1960. In 1961, four unarmed RF-100As were delivered.^[76] Additionally, 38 ex-USAF/Air National Guard F-100As were delivered later, to bring the total strength to 118 F-100As and four RF-100As. F-100As were retrofitted with the F-100D vertical tail with its AN/APS-54 tail-warning radar and equipped to launch Sidewinder air-to-air missiles.

 Turkey

• Turkish Air Force

The Turk Hava Kuvvetleri received 206 F-100C, D and F Super Sabres. Most came from USAF stocks, and 21 F-100Ds and two F-100Fs were supplied by Denmark. Turkish F-100s saw extensive action during the 1974 invasion of Cyprus.

 United States

• United States Air Force
• United States Air Force Thunderbirds

List of F-100 units of the United States Air Force

F-100F

• 56-3927/GT-927 – Denmark Flying Museum, Stauning

F-100D

• 55-2736 – Musée de l'Air et de l'Espace, Paris / Le Bourget.^[77]

F-100D

• 54-2136
  French Air Force – Schwäbisches Bauern Technical Museum, Eschach-Seifertshofen.^[78]
• 54-2185
  French Air Force – Schwäbisches Bauern Technical Museum, Eschach-Seifertshofen.^[79]

• 56-3944
  Flugausstellung Leo Junior, Hermeskeil.^[80]

• 54-2265 – (painted as 54–1871, 32nd FIS) – On display at the
  RAF Wethersfield, England. It was then removed 20 January 1988 and reported at the time to be destined for AMARC, to be held in storage on behalf of USAFM (now NMUSAF).^[81]

• 53-1550 – Taiwan International (Chiang Kai Shek).^[citation needed]
• 53-1571 – Tamkang University.^{[citation needed]}
• 53-1577 – National Tainan Industrial Vocational High School Aircraft Maintenance Department.^[82]
• 53-1589 – National Taiwan University.^{[citation needed]}
• 53-1696 – Chung Cheng Armed Forces Preparatory School, CCAFPS.^{[citation needed]}

F-100C

• 54-2009/3-089 – Istanbul Aviation Museum, Istanbul.^[83]

F-100D

• 54-2245/E-245 – Istanbul Aviation Museum, Istanbul.^[84]

F-100F

• 56-3788/8-788 – Istanbul Aviation Museum, Istanbul.^[85]

F-100D

• 54-2157 – North East Land, Sea and Air Museums, Sunderland.^[86]
• 54-2165 – Imperial War Museum, Duxford^[87]
• 54-2174 – Midland Air Museum, Coventry.^[88]
• 54-2196 – Norfolk and Suffolk Aviation Museum, Bungay.^[89]
• 54-2223 – Newark Air Museum, Newark-on-Trent.^[90]
• 54-2613 – Dumfries and Galloway Aviation Museum, Dumfries.^[91]

F-100F

• 56-3938
  Wright-Patterson AFB in Dayton, Ohio, United States.^[92]

F-100F

• 56-3844 – Collings Foundation in Stow, Massachusetts.^[93][94]
• 56-3916 – privately owned in Belgrade, Montana.^[95]
• 56-3948 – privately owned in Fort Wayne, Indiana.^[96]
• 56-3971 – privately owned in Belgrade, Montana.^[97]

• 52-5755 – Century Circle, West Gate at
  Edwards AFB, California.^[98]

• 52-5759 –
  Lackland AFB, Texas.^{[citation needed}
  ]
• 52-5760 – Museum Desert Storate,
  Air Force Flight Test Center Museum, Edwards AFB, California.^[99]
• 52-5761 – New England Air Museum, Bradley International Airport, Connecticut.^[100]
• 52-5762 – Grand Haven Memorial Airpark, Grand Haven, Michigan.^{[citation needed]}
• 52-5770 –
  Travis AFB Heritage Center, Vacaville, California^{[citation needed}
  ]
• 52-5773 – Commemorative Air Force Headquarters, Midland, Texas.^{[citation needed]}
• 52-5777 –
  Hill AFB, Utah.^[101]
• 53-1532 –
  Kirtland AFB, Albuquerque, New Mexico.^{[citation needed}
  ]
• 53-1533 – Baxter Memorial Park, Melrose, New Mexico.^{[citation needed]}
• 53-1553 – South Dakota Air and Space Museum, Rapid City, South Dakota.^{[citation needed]}
• 53-1559 –
  Springfield-Beckley Municipal Airport, Springfield, Ohio.^{[citation needed}
  ]
• 53-1573 –
  Seymour Johnson AFB, North Carolina.^{[citation needed}
  ]
• 53-1578 –
  140th Fighter Wing / Colorado Air National Guard compound, Buckley Space Force Base, Aurora, Colorado.^{[citation needed}
  ]
• 53-1600 – Tucumcari Historical Museum, Tucumcari, New Mexico.^{[citation needed]}
• 53-1629 – Ebing Air National Guard Base –
  188th Fighter Wing, Fort Smith, Arkansas.^{[citation needed}
  ]
• 53-1684 – Historic Aviation Memorial Museum, Tyler, Texas.^{[citation needed]}
• 53-1688 – stored for
  Mojave Airport, Mojave, California.^{[citation needed}
  ]

• 53-1709 (painted as F-100D 55–2879) –
  Castle AFB), Atwater, California^[102]
• 53-1712 –
  Grissom AFB), Peru, Indiana.^[103]
• 53-1716 – Luke Air Force Base Air Park,
  Luke AFB, Phoenix, Arizona.^{[citation needed}
  ]
• 54-1748 – Holt Heritage Airpark,
  Mountain Home AFB, Boise, Idaho.^{[citation needed}
  ]
• 54-1752 – Dyess Linear Air Park,
  Dyess AFB, Texas.^{[citation needed}
  ]
• 54-1753 – Southern Museum of Flight, Birmingham, Alabama.^{[citation needed]}
• 54-1784 – Prairie Aviation Museum,
  Chanute AFB, Rantoul, Illinois.^[104][105]
• 54-1785 –
  Yankee Air Museum, Belleville, Michigan^[106]
• 54-1786 –
  March AFB), Riverside, California.^[107]
• 54-1823 –
  Davis-Monthan AFB), Tucson, Arizona.^[108]
• 54-1986 (painted as F-100C 54-1954 as flown by former northwest Florida resident and
  Eglin AFB, Florida.^[109]
• 54-1993 – Freedom Historical Air Park,
  McConnell AFB, Wichita, Kansas.^{[citation needed}
  ]
• 54-2005 – 185th Air Refueling Wing / Sioux City Air National Guard Base, Sioux Gateway Airport, Sioux City, Iowa.^{[citation needed]}
• 54-2091 – Yanks Air Museum, Chino, California.^[110][111]
• 54-2106 – Volk Field Air National Guard Base, Wisconsin.^{[citation needed]}

• Langley AFB in Hampton, Virginia.^{[citation needed}

  ]

• 54-2151 – Sheppard AFB Air Park,
  Sheppard AFB, Texas.^{[citation needed}
  ]
• 54-2281 – Harry Bonsall Park, Glendale, Arizona.^[112]
• 54-2299 –
  Air Force Plant 42, Palmdale, California^[113]
• 55-2855 – Toledo ANGB, Toledo Express Airport, Toledo, Ohio.^{[citation needed]}
• 55-2884 –
  Rickenbacker ANGB, Columbus, Ohio.^{[citation needed}
  ]
• 55-3503 – Pueblo Weisbrod Aircraft Museum, Pueblo, Colorado.^[114]
• 55-3595 –
  Nellis AFB, Nevada.^{[citation needed}
  ]
• 55-3650 –
  Toledo Air National Guard Base, Swanton, Ohio.^{[citation needed}
  ]
• 55-3667 – Missouri Air National Guard / Whiteman Air Force Base, Knob Noster, Missouri.^{[citation needed]}
• 55-3678 – Maxwell AFB Air Park,
  Maxwell AFB, Alabama.^{[citation needed}
  ]
• 55-3754 –
  Wright-Patterson AFB, Ohio.^[115]
• 55-3805 – Connecticut ANGB –
  103d Airlift Wing area, Windsor Locks, Connecticut.^{[citation needed}
  ]
• 56-2928 –
  Dobbins ARB, Marietta, Georgia.^{[citation needed}
  ]
• 56-2940 –
  Myrtle Beach AFB), South Carolina.^{[citation needed}
  ]
• 56-2993 – New York ANGB –
  107th Airlift Wing area, Niagara Falls, New York.^{[citation needed}
  ]
• 56-2995 – Massachusetts ANGB –
  Otis ANGB, Falmouth, Massachusetts.^{[citation needed}
  ]
• 56-3000 –
  San Antonio, Texas.^{[citation needed}
  ]
• 56-3008 – Massachusetts ANGB – 104th Fighter Wing complex, Westfield, Massachusetts.^{[citation needed]}
• 56-3020 – Museum Airpark at
  New Orleans, Louisiana^[116]
• 56-3022 – Mansfield Lahm ANGB –
  179th Airlift Wing area, Mansfield, Ohio.^{[citation needed}
  ]
• 56-3025 – Selfridge Military Air Museum, Mount Clemens, Michigan.^[117]
• 56-3046 – Randall County Veterans Park, Amarillo, Texas.^{[citation needed]}
• 56-3055 –
  162nd Fighter Wing complex, Tucson, Arizona.^{[citation needed}
  ]
• 56-3081 – MAPS Air Museum, Akron/Canton Airport Ohio.^[118]
• 56-3141 –
  Planes of Fame, Chino, California.^[119]
• 56-3154 –
  Houston, Texas.^[120]
• 56-3187 – Sioux Falls ANGB – 114th FG, Sioux Falls, South Dakota.^{[citation needed]}

• 56-3208 – Fessenden, North Dakota.^{[citation needed]}
• 56-3220 –
  Holloman AFB, New Mexico.^{[citation needed}
  ]
• 56-3288 – Aerospace Museum of California, Sacramento, California.^[121]
• 56-3299 –
  140th Fighter Wing area, Aurora, Colorado.^{[citation needed}
  ]
• 56-3320 – Terre Haute ANGB –
  181st Fighter Wing area, Terre Haute, Indiana.^{[citation needed}
  ]

• 56-3417 –
  Denver, Colorado.^[122]
• 56-3426 – Des Moines ANGB –
  132nd Fighter Wing area, Des Moines, Iowa.^{[citation needed}
  ]
• 56-3434 – Previously at Arkansas National Guard HQ, Little Rock, Arkansas.^{[citation needed]} relocated to Valiant Air Command Warbird Museum, Space Coast Regional Airport, Titusville, Florida in 2015 for restoration.^[123]
• 56-3440 – Steven F. Udvar-Hazy Center, Fairfax County, Virginia.^[124]

• 56-3727 – Warrior Park,
  Davis-Monthan AFB, Arizona.^{[citation needed}
  ]
• 56-3730 –
  USAF Academy, Colorado.^{[citation needed}
  ]
• 56-3812 – Veterans Park, Duncan, Arizona.^{[citation needed]}
• 56-3813 – Riverside Park, Independence, Kansas.^{[citation needed]}
• 56-3814 – Bay Street Park, Texas City, Texas.^{[citation needed]}
• 56-3819 – Saint Maries Municipal Airport,
  Saint Maries, Idaho.^{[citation needed}
  ]
• 56-3822 – Clay County Veterans Memorial Park, Lineville, Alabama.^{[citation needed]}
• 56-3825 – Aurora Municipal Airport, Aurora, Nebraska.^{[citation needed]}
• 56-3832 –
  Evergreen Aviation and Space Museum, McMinnville, Oregon.^[125]
• 56-3837 –
  Wright-Patterson AFB, Ohio.^[126]
• 56-3855 – Las Cruces Municipal Airport, Las Cruces, New Mexico.^{[citation needed]}
• 56-3897 – Atlantic City ANGB – 177th Fighter Wing complex, Atlantic City, New Jersey.^{[citation needed]}
• 56-3894 – Selfridge Military Air Museum, Selfridge Air National Guard Base, Mount Clemens, Michigan.^[127]
• 56-3899 – Glenn L. Martin Aviation Museum, Middle River, Maryland.^[128]
• 56-3904 – Aviation Cadet Museum, Silver Wings Field, Eureka Springs, Arkansas.^[129]
• 56-3905 – Glenn L. Martin Aviation Museum, Middle River, Maryland.^[130]
• 56-3929 –
  Fayette Regional Air Center Airport, La Grange, Texas.^{[citation needed}
  ]
• 56-3982 – Hangar 25 Air Museum, Big Spring, Texas.^[131]
• 56-3990 – Commemorative Air Force – Highland Lakes Squadron, Burnet, Texas.^[132]
• 58-1232 –
  Brooks AFB, TX)^{[citation needed}
  ]

3-view line drawing of the North American F-100 Super Sabre

3-view line drawing of the North American F-100F Super Sabre

Data from Quest for Performance,^[133] Encyclopedia of US Air Force Aircraft and Missile Systems^[134]

General characteristics

• Crew: 1
• Length: 50 ft (15 m)
• Wingspan: 38 ft 9 in (11.81 m)
• Height: 16 ft 2.75 in (4.9467 m)
• Wing area: 400 sq ft (37 m²)
• Aspect ratio: 3.76
• Airfoil: NACA 64A007^[135]
• Zero-lift drag coefficient: C_D0.0130
• Drag area: 5.0 sq ft (0.46 m²)
• Empty weight: 21,000 lb (9,525 kg)
• Gross weight: 28,847 lb (13,085 kg)
• Max takeoff weight: 34,832 lb (15,800 kg)
• Powerplant: 1 ×
  Pratt & Whitney J57-P-21/21A afterburning turbojet
  engine, 10,200 lbf (45 kN) thrust dry, 16,000 lbf (71 kN) with afterburner

• Maximum speed: 924 mph (1,487 km/h, 803 kn)
• Maximum speed: Mach 1.4
• Range: 1,995 mi (3,211 km, 1,734 nmi)
• Service ceiling: 50,000 ft (15,000 m)
• Rate of climb: 22,400 ft/min (114 m/s)
• Lift-to-drag: 13.9
• Wing loading: 72.1 lb/sq ft (352 kg/m²)
• Thrust/weight: 0.55

Armament

• Guns: 4× 20 mm (0.787 in) M39A1 revolver cannon each with 200 rounds per gun
• Hardpoints: 6 with a capacity of 7,040 lb (3,190 kg), with provisions to carry combinations of:
  • Missiles: ** 4× AIM-9 Sidewinder or
  • 2× AGM-12 Bullpup or
  • 2× or 4×
    LAU-3/A 2.75" (70 mm) unguided rocket dispenser^[136]
  • Bombs: Conventional bombs or Mark 7, Mk 28, Mk 38, or Mk 43 nuclear bombs^[137]

Avionics

• Minneapolis-Honeywell MB-3 automatic pilot^[138]
• AN/AJB-1B low-altitude bombing system^[138]
• AN/APR-26 rearward radar warning^[138]

• Flight airspeed record
• 1959 Kadena Air Base F-100 crash

Related development

• North American F-86 Sabre
• North American FJ-4 Fury
• North American F-107

Aircraft of comparable role, configuration, and era

• Dassault Super Mystère
• Dassault Étendard IV
• Mikoyan-Gurevich MiG-19
• Vought F-8 Crusader

Related lists

• List of military aircraft of the United States
• List of fighter aircraft

Bibliography

• Anderton, David A. (1987). North American F-100 Super Sabre. London: Osprey Publishing.
  ISBN 0-85045-662-2
  .
• Başara, Levent. F-100 Super Sabre in Turkish Air Force – Türk Hava Kuvvetlerinde F-100 Super Sabre. Hobbytime, Ankara, Turkey, 2011.
  EAN 8680157170010
  (in Turkish and English)
• Davies, Peter E. (2003). North American F-100 Super Sabre. Ramsbury, Wiltshire, UK: Crowood Press.
  ISBN 1-86126-577-8
  .
• Davies, Peter E.; Menard, David W. (2011). F-100 Super Sabre Units of the Vietnam War (Osprey Combat Aircraft, No. 89). Oxford: Osprey.
  ISBN 978-1-84908-446-8
  .
• Donald, David (June 2004). "North American F-100 Super Sabre". Century Jets: USAF Frontline Fighters of the Cold War. London: AIRtime Publishing Inc., 2003.
  ISBN 1-880588-68-4
  .
• Drendel, Lou (1980). Century Series in Color (Fighting Colors). Carrollton, Texas, US: Squadron/Signal Publications.
  ISBN 0-89747-097-4
  .
• Everest Jr., Frank K (1958). The Fastest Man Alive. London: Cassell.
• Flintham, Victor (1989). Air Wars and Aircraft: A Detailed Record of Air Combat, 1945 to the Present. Arms and Armour Press.
  ISBN 0-85368-779-X
  .
• Gordon, Doug (December 2009). "Through the Curtain". Flypast.
  ISSN 0262-6950
  .
• Gordon, Doug (March–April 2001). "Turbulent Times: The USAF's 20th TFW in the 1950s, Part Two - Super Sabres". Air Enthusiast (92): 2–8.
  ISSN 0143-5450
  .
• Goodrum, Alastair (January–February 2004). "Down Range: Losses over the Wash in the 1960s and 1970s". Air Enthusiast (109): 12–17.
  ISSN 0143-5450
  .
• ISBN 0-933424-32-9
  .
• Hobson, Chris (2001). Vietnam Air Losses: United States Air Force, Navy and Marine Corps Fixed-Wing Aircraft Losses in Southeast Asia, 1961–1973. North Branch, Minnesota, US: Specialty Press.
  ISBN 1-85780-115-6
  .
• Jenkins, Dennis R.; Landis, Tony R. (2008). Experimental & Prototype U.S. Air Force Jet Fighters. North Branch, Minnesota, US: Specialty Press.
  ISBN 978-1-58007-111-6
  .
• Knaack, Marcelle Size (1978). Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945–1973 (PDF). Washington, D.C.: Office of Air Force History.
  OCLC 834250508. Archived from the original
  on 3 March 2016.
• Pace, Steve (1991). X-Fighters: USAF Experimental and Prototype Fighters, XP-59 to YF-23. St. Paul, Minnesota, US: Motorbooks International.
  ISBN 0-87938-540-5
  .
• Thompson, Kevin F. (1999). North American NA-180>NA-262 YF-100A/F-100A/C/D/F Super Sabre North American: Aircraft 1934–1999 – Volume 2. Santa Ana, California, US: Johnathan Thompson, Greens, Inc.
  ISBN 0-913322-06-7
  .
• Thompson, Warren E. (June–July 2008). "Centuries Series: F-100 Super Sabre". Combat Aircraft. 9 (3). London: Ian Allan.
• Weaver, Michael E. (Spring 2020). "The F-100 Super Sabre as an Air Superiority Fighter". Air Power History. 67 (1): 8–15.

External links

Wikimedia Commons has media related to North American F-100 Super Sabre.

Wikisource has several original texts related to Audio recordings and transcripts with comments of actual Wild Weasel combat missions over Vietnam..

• JoeBaugher: F-100 Super Sabre Index
• JoeBaugher: Foreign Air Forces with F-100s
• F-100 Photo Database
• Warbird Alley: F-100 page – Information about privately owned F-100s
• F-100 Super Sabre Survivors, Static displays, locations, serial numbers, and links
• "Supersonic Fighter" a 1955 Flight article on the F-100 Super Sabre by Bill Gunston (missing pages)
• Video of an F-100 (s/n 56-2904) Zero Length Launch at British Pathe (1958, silent, b/w)
• The Intake – The Journal of the Super Sabre Society – full archives dating back to 2006

Bibliography for further reading

• F-100.org: Bibliography