First of the "Century fighters", the prototype F-100 flew on 25 May 1953. The initial production version was the F-100A, a single-seat day fighter powered by a 43.15kN J57-P-7 or P-39 engine. Armament comprised four 20mm M-39E cannon plus external stores on six under-wing hardpoints. The RF-100A was a photo-reconnaissance conversion of the F-100A with a deeper camera-carrying front fuselage.
The F-100C appeared in 1954 as a single-seat fighter bomber with strengthened wings, up to 3,402kg of bombs on eight underwing hardpoints, in-flight refuelling capability and 75.62kN (with afterburning) Pratt & Whitney J57-P-21A turbojet engine. The similar F-100D introduced design refinements, including a taller fin, and could be armed with four Sidewinder or two Bullpup missiles, or 3,402kg of external weapons in addition to its standard four 20mm cannon. The final version built was the F-100F, a lengthened tandem two-seat operational trainer and tactical attack aircraft, armed with two 20mm cannon and capable of carrying 2,722kg of external stores.
North American F-100 Super Sabre on YOUTUBE
Specification
CREW
1
ENGINE
1 x P+W J-57-P-21 turbo-jet, 66.7kN
WEIGHTS
Take-off weight
12700 kg
27999 lb
Empty weight
9500 kg
20944 lb
DIMENSIONS
Wingspan
11.6 m
38 ft 1 in
Length
14.3 m
47 ft 11 in
Height
4.9 m
16 ft 1 in
Wing area
35.8 m2
385.35 sq ft
PERFORMANCE
Max. speed
1216 km/h
756 mph
Ceiling
15250 m
50050 ft
Range
920 km
572 miles
ARMAMENT
4 x 20mm machine-guns, 2720kg of bombs and missiles
I was stationed at Turner AFB in Albany ,Ga 1955 to 1959. We got the 100D' s in '57. Tdy to Hahn AFB in '58 6 month TDY. I was a PM dock chief and sometimes crew chief. We left our birds at Myrtle Beach on the homeward leg. Tdyed back to Myrtle Beach to crew for departure to the Scandinavian countries on a goodwill tour. I pulled the transfer inspection on the last F100D in Jan. '59 to leave Turner and was discharged 2 weeks later. I got a ride in the 100F while in Germany and we took it to Mach 1.1. great ride in a great fighter at the time. This was the 31st TFW which was transfered in name only to George AFB, CA. While at Hahn was attached to the 307th TFS.
I crewed 55-2947 in 10th TFS in France before we had to move to Hahn Germany. My pilot was Lt Nunn. Chuck Yager (who broke the sound barrier) was in the 417th Sq. of the 50 TFW. Col R Ruby was the Sq. Commander of the 10th and I shore do miss the old Sq. it was the BEST! Wouldn't mind hearing from any of the old 10Th, especially Lt Nunn.
I WAS A YOUNG T /SGT F-100D CREW CHIEF AND FLIGHT CHIEF IN "D" FLIGHT OF THE 44TH FBS, 18TH FBW AT KADENA AB, OKINAWA FROM FEB 57 - OCT 59. WE HAD A HIGH ACCIDENT RATE WITH MOST DUE TO ENGINE FAILURES. WITH ALL THAT WATER AROUND, MOST RESULTED IN EJECTIONS WITH LOSS OF THE AIRCRAFT. TCTO'S ADDED A SEPARATE (FROM THE ENGINE) OIL SYSTEM FOR THE CSD AND AN IMPROVED OILING AND COOLING FOR #4 1 /2 BEARING. ONE ACCIDENT EARLY IN TRANSITION WAS QUITE MEMORABLE. LT. FEARS IN (I THINK) 55-3642 GOT IT INTO A PORPOIS ON TAKEOFF, GOT AIRBORN IN A HIGH ANGLE OF ATTACK AND STOOD ON THE THRUST IN HE PROVERBIAL "SABER DANCE". IT ROLLED TO THE RIGHT AND WHILE INVERTED, SCRAPED THE VERTICAL FIN ON THE RUNWAY WHICH LOWERED THE NOSE TO LEVEL FLIGHT. THE ROLL CONTINUED TO STRAIGHT AND LEVEL AND THE TAKEOFF WAS COMPLETED. DURING THE PORPOIS ALL TIRES WERE BLOWN SO THE HAIRY LANDING WAS MADE ON FLATS. POST LANDING INSPECTION REVEALED NUMEROUS HOLES IN THE FLAPS AND LOWER FUSELAGE FROM TIRE AND WHEEL FRAGMENTS. THE TAIL SKID WAS PUSHED UP INTO THE A /B AND THE A /B NOZZLE WAS EGG SHAPED. WE GOT IT BACK ON THE FLIGHT LINE ABOUT SIX MONTHS LATER AFTER A DEPOT TEAM REPAIR. I GOT A FEW HOURS IN THE BACK SEAT OF AN "F" MODEL DURING CROSS COUNTRY FLIGHTS AND A COUPLE OF DART TOW TARGET FLIGHTS. WHAT A BLAST. ANY 44TH GUYS OUT THERE?
The F-100 was the first aircraft I flew after pilot training and F-86 /F-100 gunnery training at Williams and Nellis AFBs. I was assigned to the 480th FBS at England AFB. The F-100 was the hardest aircraft to land and refuel of any that I ever flew. The probe set behind the cockpit on the swept wing and we refueled off of KB-50s with the long hose /drogue -- a real challenge at night. When I had 500 hours, I was thrilled to fly wing and island hop to deliver our F-100s to Chamont, France. Got to stop by the World's Fair in Belgium coming home. The 366 TFW closed in 59 and I was much relieved to be assigned to the 479th TFW at George AFB flying the F-104.
After years of research, I have found the fate of my beloved USAF F100D 56-3248. I was the Crew Chief of this aircraft during my tour at Ramstein AFB in Germany.
Born in Inglewood, California in May 1958, this fighter spent most of its lifespan in Europe. It did crash once severely damaging the aft section, and I took it over after it was repaired and returned to Ramstein. 248 was a fine aircraft.
After newer aircraft replaced the aging F100 fleet, 248 spent some time with the Colorado and Iowa Air National Guards. I even have a picture of 248 in Iowa.
I lost track of 248 after it was shipped to storage at Davis Monthann AFB in September of 1977. I have been hunting for it for years.
I just received a life history of this F100 and I am sad to know its fate.
248 was sent to Mojave, California in September 1985 for drone modification. Then sent to Tyndall AFB for drone checkout. Then sent to Holloman AFB.
248 gave its life training others to help keep us free.
F100D 56-3248 was killed on March 27th, 1988 over White Sands Testing Range.
F-100D crew chief with the 401st TFW 613 SQ. Station at England AFB Alexandria LA. When England AFB closed the Wing mover to Torregon AFB Spain around 1965. TDY to Germany, Aviano, Wheelus AFB, and of course pad duty in Turkey. Had a ride in a F model while at Wheelus. Great airplane and a lot of memories as a crew chief on the F-100D and sometimes F model.
I was fortunate to have spent over 20 hours riding in the F model, while stationed at Ramstein AFB. I was in Ammo and provided weapons to the Hot Pad. My Commander Lt Col Watkins sent me to Altitude Chamber in Weisbaden and from there on, whenever I had the chance, I rode the wind. Great aircraft!
I was a crew chief at Myrtle Beach 64-66. We went TDY a lot and had rotational duty in Aviano and Turkey.It was fun to travel when we were single but it was real hard on the married men. At one point the wing commander made it mandatory for families off base to move on base, and it was a huge financial strain for the people that had bought homes in the city. We worked 12 to 14 hour days to maintain over 100 aircraft in 4 squadrons.I eventually was assigned to Wheelus and suffered with the C models. It was hot there and the maintenance people had to grin and suffer. We had very few NCOs and not enough airman. During the 6 day war all the families were evaced out, never to return. it was a real Hell Hole.
I WAS STAIONED AR HAHN A.F.B. GERMANY FROM 1961 UNTIL 1964 AND WORKED AT GROUND EQUIPMENT. I REMEMBER WORKING ON THE FLIGHT LINE WITH THE F- 100'S AS WELL AS THE F-102'S TAKING THE GROUND EQUIP. TO AND FROM THE FLIGHT LINE. IT SEAMS LIKE A HUNDRED YEARS AGO. I WAS ONLY 17 YEARS OLD WHEN I GOT THERE AND 20 YEARS OLD WHEN I LEFT ( STILL NOT OLD ENOUGH TO DRINK WHEN I GOT BACK TO THE STATES) ONE THING THAT I WILL NEVER FORGET IS THE T.D.Y. TO NORTH AFRICA (TRIPOLY) THERE WAS NOT MUCH TO DO THERE BUT WE ALL WORKED TOGETHER AND MADE THE BEST OF IT.
Went through Luke AFB CCTS in the Hun in early 69 . Super bunch of IP's: Skipper Webb, Shorty McEnthun , Pete Kehoe , Jay Blume , Ben Briggs and many others got this old ADC retread qualified in a super fighter . Survived 217 missions at Tuy Hoa RVN .
Looking for a cockpit part from an F100 for an award to honor the service of a retired general who flew the Hun. Maybe an instrument or grip or data plate. Any suggestions??
I was a flight chief for the 100C while stationed at Nellis AFB May 1960 - May 1962. I was invited to Florida for the Cuban Crisis. Too many problems with the 100 to get attached to it. Learned to love Nevada and watch the Thunderbirds practice.
Gentlemen; The max airspeed of an F100 Super Saber was 750 knots, which is about 850 mph. You need to adjust your data in the data area. Respectfully; Paul R. Ward
I was assigned to Aviano AB, Italy from '68-'71. Aviano used rotational squadron F-100's from Lackenheath, Upper Heyford, Bentwaters, Mildenhall England.The 'bomb range' was what brought in the F-100's to test their weapons systems.However I think in '92 the range closed and this was the last of the "Rotational Squadrons' at Aviano.
I was stationed at Nellis AFB,NV in 1958. I did radio repairs on the Super Sabre. I loved the bird. It was my first assignment out of tech school at Scott AFB IL. I am now 72 and look back on those days as wonderful. I really enjoyed watching the Thunder Birds practice in the Sabres.
Reading that Herb Greathouse worked on F-100's from George AFB in the late 50's. At the time my father Col Robert W. Stephens was Wing Commander of that fighter group. Late 1959 he was transferred to Langley as Director of Inspection for TAC. Was killed at Cannon AFB on April 6, 1960, "Saber Dance". Trying to put together additional information about my Dad and would love to hear from anyone who might have known him. Thanks, reply to jstephens@gvtc.com
we have a F100D we are putting on static display. does anyone have drawings for the lifting lugs, their attachment points and the spreaderbar all used to lift the airplane off the ground. Dale
For What It's Worth - we (Freinds of the Super Sabre)are working to create a National Museum of the Super Saber with all four models of the F-100 and a collection of artifacts and memorabilia. We are in the embryo stage and are in the process of acquiring an F and an A, along with property. If you are interested in joining us - contact Anne Coleman pnthrs357@earthlink.net. Cheers, BobD
Does anyone know what the tail number of the 481st TFS bird Leprechaun was? It was at Ton Son Nuut with the Crusaders in 1965? Inquiring minds want to know. Post here or send me an e-mail. Cheers, BoBD
