Warbird Tech 18 Republic F-105 Thunderchief

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IVOLUME 181

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LARRY DAVIS AND DAVID MENARD

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VOLUME 18

REPUBLIC F-105

By LARRY DAVIS AND DAVID MENARD

Copyright © 1998 Larry Davis and David Menard

Published by Specialty Press Publishers and Wholesalers 11481 Kost Dam Road North Branch, MN 55056 United States of America (612) 583-3239

Distributed in the UK and Europe by Air/ife Publishing Ltd. 101 Longden Road Shrewsbury SY39EB England ISBN 1-58007-011-6 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing.

Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance or use.

Designed by Greg Compton and Dennis R.Jenkins Printed in the United States of America

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TABLE OF CONTENTS THE FAIRCHILD-REPUBLIC F-1 OS THUDERCHIEF

F»FtIEFI'C:15 • • • • • ~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • ~ AND THE THANKS Go To •••

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CHAPTER 1: THE YF-1 OSA ••••••••••••••••••••••••••••••••••••••••••• 5 DEVELOPMENT OF THE PROTOTYPE

t CHAPTER 2:THE F-1 05B ••••••••••••••••••••••••••••••••••••••••••••• 9 THE THUNDERCHIEF GOES INTO PRODUCTION

CHAPTER

3: F-1 05D AND F-1 OSF •••••••••••••••••••••••••••••••••••• 17

THE ULTIMATE THUDS

CHAPTER ~: FROM T'BIRDS TO WEASELS •••••••••••••••••••••••••••••••• ~2 DIFFERENT BREEDS OF THUD

SPECIAL FULL COLOR SECTION: THE THUD IN COLOR ••••••• ~ ••••••••••••••• 65 COLORS AND MARKINGS OF THE

F-l 05

CHAPTER 5: GOING DOWNTOWN • ~ •••••••••••••••••••••••••••••••••••• 69 THE THUD IN SOUTHEAST ASIA

SIGNIFICANT DATES •••••••••••••••••••••••••••••••••••••••••••••••• 98 KEY DATES IN THE HISTORY OF THE

F-l 05 THUNDERCHIEF

ALPHABET SOUP •••••••••••••••••••••••••••••••••••••••••••••••••• 99 ACRONYMS AND ABBREVIATIONS

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PREFACE

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he thanks for this book must go to the pilots and _ crews of the Republic F-1 05 Thunderchiefs who performed extraordinarily during the Vietnam War. Under the most stringent of rules, and in abominable conditions, against the most heavily defended targets in the history of air warfare, these men did their jobs, and they did them without fanfare, without glory, and by the end of the war, without the thanks of their nation. The pilots of the F-105s who went "Downtown" did so knowing they were going to war with one hand tied behind their backs. The "rules of engagement" forbade them from attacking any target except the one assigned to them that day. During the early years of the war, the Thud pilots weren't even allowed to attack enemy MiG fighters, or surface-to-air missile sites, unless those adversaries attacked them first! If the first wave of strike aircraft completely destroyed the target on the first pass, the rest of the strike force had to bomb the rubble. More often than not, the Thuds attacked targets in the Hanoi region from the same direction and same altitudes, day after day. The North Vietnamese weren'tstupid, they placed their anti-aircraft defenses along the route the Thuds always used.The mountain range just north of the Red River, which leads right into Hanoi, soon became known as "Thud Ridge." Such were the "rules of engagement" the Thud drivers had to live and die by.

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AND THE THANKS Go To •••

On the ground at Korat and Takhli, the maintenance crews toiled day after day, and night after night, to keep the sophisticated Thunderchiefs flying. Remember, the F-1 05 was designed as a nuclear strike fighter. One mission, one time. Get in fast, nuke 'em, and get back out. But in Southeast Asia, the F-1 05s flew almost daily (and nightly), with all kinds of weapons, gas tanks, and ECM equipment hanging from the airplane. It was the kind of daily grind that tears apart sophisticated aircraft. But the crew chiefs worked through the night, every night, in the heat and jungle humidity, battling bugs and snakes right on the flightline, so that a viable force would be ready to fly and fight the next day. When a modification was approved that might give their guys an advantage, it was immediately implemented. When a pilot complained of something, anything, it was thoroughly investigated and corrected. Sleep was something not written into the handbook at Korat and Takhli. The flight and ground crews shared in each others' triumphs and losses. No crew chief wanted to bear the burden of a lost airplane and pilot because of something he didn't check. Likewise, the pilots didn't complain just to complain. These were the men who took the war to the North Vietnamese. They did it because it was their job. This author salutes all those Thud pilots and crew chiefs who came home, and especially those who did not.

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Special thanks should go to my usual cadre of fellow historians like Mick Roth; Dave Hansen, custodian of the Wunderchief Archives; and my personal straight man, David Menard. Special thanks to Kris Hughes and Walter Dranem for what they contributed over the past couple of years. Many people supplied photos taken on the flight lines at Korat and Takhli. Col. Robert Amos, Lt. Col. Barry Miller, Col. Ron Thurlow, Maj. Warren Kerzon, Col. Paul Chesley, Doug Remington, Robert Radliff, and Marty Isham-all took time out from their busy schedules to help with this project. Thanks to all of you, and to any others that I missed. Lastly, there is an organization which keeps the memories alive for those lucky enough to come home again. This is the Red River Valley Fighter Pilots Association, a group of guys whose claim to fame is that they flew down the Red River, day after day. These days they spend their time and money helping educate our politicians on why we must never again force our fine fighting men into a war that they weren't supposed to win. They just weren't supposed to lose it! Those interested in joining the River Rats, should contact them at RRVA National Office, 2 Carlton Drive, Del Rey Oaks, CA 93940. These guys live by the motto "THESE COLORS DON't RUN!"

Larry Davis April 1998

THEY 10SA DEVELOPMENT OF THE PROTOTYPE

THUD., n, nickname affectionately applied to a species of Air Force fighter-bomber aircraft found in considerable numbers over North Vietnam; origin of the name, THUD; U.s. Air Force F-4 pilots description of the sound made by the Republic F-1 05 Thunderchief when it hits the ground. Also known as "Lead Sled,""Ultra Hog,''''Squash Bomber," and "Drop Forged by Republic Aviation."

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he Republic F-10S Thun-

derchief began as a simple

follow-on aircraft to the successful F-84F Thunderstreak series of fighter-bomber and photo reconnaissance aircraft (the RF-84F), used by the u.s. Air Force from the mid-19S0s on. The initial design concept, known as Republic Advanced Project number 63Fighter Bomber Experimental, was in fact a company funded development of the F/RF-84F. The new project was to be powered by the new Allison J71 engine. Funded wholly by the company, the initial AP-63-FBX proposal had an internal bomb bay that could hold up to a pair of 1,OOOIb bombs, or single "special stores," Le., nuclear weapons, weighing up to 3,400Ib. The AP-63-FBX was also designed to hold up to six 1,OOOIb bombs on external pylons under the wings, or another single "special store." In addition to the ordnance loads, the AP-63-FBX would have an internal defensive armament of four T-130 .60 caliber machine guns, mounted in the wing roots. The Allison J71-A-7 engine was an axial flow turbojet, having a maximum thrust of 14,500lb in the afterburner. With a combat weight of

27,S501b, the AP-63-FBX was projected to have a maximum speed of over 800 knots at 35,000 feet, making the aircraft compare favorably with the North American Sabre 45 (F-100) design. But before Republic even proposed the AP-63-FBX to the Air Force, the design went through 108 major changes, including at least one that used two J71 engines for power, which would have brought the speed to approximately Mach 1.5. By the time the AP-63-FBX proposal was formally made to the Air Force,

the aircraft had grown an additional 10ft in length, and was slated to be powered by the brand new and even more powerful Pratt & Whitney J75 engine. In May 1952, Republic sent their proposal to the Pentagon, where it was presented to the Air Force Aircraft and Weapons Board. The new design would be developed around the YJ75-P-3 engine and the new MA-8 Fire Control System. The YJ-75 engine was a two spool, axial flow turbojet offering over 23,OOOIb of thrust in the afterburner.

The original AP-63-FBX proposal was little more than an enlarged RF-84F Thunderflash with an internal weapons bay. The AP-63 was 5 feet longer and had a wingspan ofalmost 4 feet more. (U.s. Air Force Museum)

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PRE-MOCK-UP

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F-I05A

3 DECEMBER 1952

This December 7952 pre-mockup set of drawings clearly shows the RF-84F ancestry of the AP-63-FB)(, which was 5 feet longer than the RF-84F. The additional length was needed for the internal weapons bay. The AP-63 would have been armed with four .60 caliber machine guns. (U.s. Air Force Museum)

This "new" AP-63 proposal was 62ft System with full span leading edge in length, almost exactly 10ft flaps, "spoilerons" on the upper longer than the original proposal. wing surface, replacing the convenThe wingspan was actually tiona I ailerons, and trailing edge decreased, shrinking from 36.7ft to "Fowler flaps" for greater control 35ft. Although both the original during landing. and new AP-63 proposals used a 45 0 sweep to the wing, measured at At the point where the wing lead25 percent of the wing chord, the ing edge and the fuselage joined new proposal used the NACA 65A together, Republic had the engine wing, which was much thinner than air intakes. Much like those found the original RF-84F type wing. The on the RF-84F Thunderflash, the wings would have the General Elec- intakes for the AP-63 had straight tric-developed FC-5 Flight Control across openings,and were very thin

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in cross-section. But they were fixed in the size of the opening. The tailpipe for the YJ-75 engine was variable in size, which increased the amount of thrust available at any time. The weapons bay inside the fuselage, although larger in dimension than the original design proposat could carry less ordnance. The new weapons bay held only a single conventional bomb of up to 2,OOOlb in weight a single "special

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store," again weighing up to 3,400Ib, or a removable 350 gallon bomb bay fuel tank. Under the wings were four hard points, each of which had a pylon installed that held a single 1,0001b bomb; or two 2,0001b bombs and drop tanks; or a single 3,0001b bomb. Another hard point was found on the underside of the fuselage, which could hold up to 2,0001b of ordnance. The internal gun armament was changed from four T-130 .60 caliber machine guns, to a single General Electric T-171 D 20mm rotary cannon, commonly called a Gatling Gun. The electrica Ily-d riven, six-ba rreled T-171 D had a selector switch, which could change the speed of the gun to either 3,000 or 6,000 rounds per minute. A large circular drum held up to 1,028 rounds of 20mm ammunition. The fuselage was designed around an all-new, and very complex fire

control system-the General Electric MA-8 Fire Control System. The MA-8 used a K-19 modified sight system, linked to a AN/APG-31 radar ranging system. This system used the E-34 ranging radar set. Other portions of the MA-8 included a E-30Toss Bomb Computer, and the T-145 Special Stores Weapons Release System.

design mission from the onset of development was that of a nuclear strike fighter. With a combat weight of 28,2471b in the designed mission profile, (with a single "special store" and underwing fuel tanks), the J75 engine, with 23,5001b of thrust, was projected to give the AP-63-FBX a maximum speed of 765 miles per hour at 35,000 feet altitude. The service ceiling was projected to be 33,400 feet, with a combat radius of 959 nautical miles. Of course, with inflight refueling, the range was extended infinitely. And as the design was developed and produced, Republic and the Air Force found that the projected performance figures were totally inadequate.

The fuselage of both the original and the redesigned AP-63-FBX did not incorporate "area ruling," the so-called "wasp waist design," being straight or slab-sided, from the cockpit area to the tailpipe. Stabilizers and elevators were combined as a single, movable slab, that was mounted low on the rear fuselage. Just in front of the cockpit on The Air Force was so enthusiastic the left side, was a retractable about the new Republic nuclear inflight refueling probe that used strike fighter proposal, that they the probe and drogue method of gave a verbal order for 199 aircraft, inflight refueling. now designated the F-105, in September 1952, even though the iniAlthough the AP-63-FBX was consid- tial aircraft weren't expected to ered a fighter-bomber aircraft, its come off the assembly lines until

The YF-1 05A prototype, #54-0098, was rolled out in early October 1955, with the first flight on 22 October. The straight-across air intakes and cockpit rear vision windows are a carryover from the AP-63 program. The YF-105A had a much shorter tail fin than production aircraft. (U.s. Air Force)

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The Variable Air Inlets AUXILIARY AIR DOORS /

DUCT PLUGS

BLEED DOORS

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SUPERSONIC SUBSONIC

of the F- 705 adjusted

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,AUXILIARY AIR INLETS

DUCT PLUG MOVEMENT FORWARD THE AUXILIARY AIR INLETS ARE OPENED AND AFT AS A FUNCTION OF MACH BY DIFFERENTIAL AIR PRESSURE. WHEN NUMBER VARIES THE SIZE OF THE NEGATIVE PRESSURE EXISTS IN THE DUCTS THE AIR INLETS OPEN PROVIDED DUCT THROAT AT SPEEDS ABOVE THE LANDING GEAR IS EXTENDED. WHEN APPROXIMATELY MACH 1.5. THE LANDING GEAR IS RETRACTED, A MECHANICAL INTERLOCK KEEPS THE INLETS CLOSED.

early 1955. This was later reviewed by the Weapons Board, and the order was changed to a more realistic 46 aircraft in March 1953 consisting of 37 nuclear strike fighters and nine high speed reconnaissance aircraft (RF-1 05s). In the Fall of 1953, the F-1 05 mockup was inspected and approved.

BLEED DOORS BLEED DOORS ARE POSITIONED AS A FUNCTION OF MACH NO. AND TOTAL TEMPERATURE. EXCESS AIR, WHICH WOULD TEND TO FORCE THE SHOCK WAVE OUT OF THE DUCT THROAT, IS DUMPED.

attached to the lower forward fuselage. Although Republic built the three RF-105 aircraft, with their slabsided camera nose configuration, the type was canceled shortly after their completion. All three RF-105 airframes were re-designated as JF-1 OS, and used as test and evaluation aircraft throughout the remainder of their ca reers.

the intake flow to engine needs through the use of intake duct plugs and auxiliary air doors. Excess air was removed through the bleed doors. There were auxiliary air inlets inside the landing gear bays which opened when the gear was extended. (u.s. Air Force)

flight tests, the right main landing gear extended during a 5.5G turn at over 550 knots. The landing gear was torn completely off the airplane, and the pilot had to make a crash landing on the Edwards AFB dry lake bed.

But flight tests of the YF-1 05A revealed that the aircraft, even with By February 1954, the initial prothe much more powerful J75 duction order had been reduced Problems with the development of engine, would not be able to meet again, down to 15 aircraft. Seven the Pratt & Whitney YJ-75 engine the performance specifications months later, the YF-1 05 produc- led to a decision by Republic, and called for in the Air Force General tion was again cut-to just three authorized by the Air Force, to com- Operating Requirement (GOR). aircraft! But the Air Force reinstated plete both prototype YF-1 05As Something was holding the aircraft the original production order of 15 (54-0098 and -0099) with the Pratt back. That something was drag. The aircraft in February 1955-two & Whitney J57-P-25, although it had answer was two-fold, an "areaYF-105As (no XF-105 was built), only 15,0001b of thrust. It was the ruled" fuselage and a variable four YF-1 05Bs, six F-105B produc- same engine that powered the opening intake system for the tion aircraft, and three YRF-1 05As. North American F-100A Super engine. On 28 January 1956, the This was later revised to two Sabre. On 22 October 1955, Repub- second YF-1 05A (54-0099), which YF-1 05As, ten F-1 05Bs, and three lic Chief Test Pilot "Rusty" Roth was identical to the first YF-1 05A, RF-105s. lifted the first prototype YF-1 05A made its first flight. Before the third (54-0098) off the runway at Edwards aircraft, the YF-1 05B, came off the The RF-105 would have had a five Flight Test center for the first time. assembly line, the entire aircraft camera suite installed in the nose of He landed back at Edwards 45 min- was almost totally re-designed. an F-1 05A, replacing both the MA-8 utes later after easily breaking Mach From this point through the end of Fire Control System and the T-171 D 1 on this first flight. production, the basic shape of the Gatling Gun and its ammunition F-105 would remain essentially the drum. Defensive armament would Two months after the first flight of same. And it would be known as have been a pair of M39 20mm can- the YF-1 05A, the first in a series of the "Worlds Most Powerful Onenons, mounted in removable pods crashes occurred. During one of the Man Fighter."

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THE

THE THUNDERCHIEF GOES INTO PRODUCTION

he F-1 05B was the first pro- The solution to the drag problem ing both the F-4 Phantom II and the duction variant of the new was found with NACA engineer F-5 Freedom Fighter. Republic nuclear strike Richard Whitcomb's theory of "area fighter. And it was at least 50 per- rule." By "area ruling," the F-105 The area-ruled fuselage now put cent changed over the YF-1 05A fuselage was "bulged" approxi- the F-105B through the supersonic prototype that preceded it. It was mately one foot at the point where barrier in the wind tunnel. But the discovered during flight and wind drag first took effect on the air- engine could not put out enough tunnel testing that even with the plane. This was found to be near power to bring the F-1 05B into the much more powerful J75 engine, the trailing edge of the wing where Mach 1.5 range. That's actually which had over 8,0001b more thrust it mated with the fuselage. By incorrect as it stands. The engine than the J57-powered YF-105As, bulging the fuselage at that point, had the power necessary, but not the F-1 05B would still not be able the effect of drag was delayed. This when installed in the F-105. The to meet the GOR requirement of created the so-called "coke bottle problem was traced to the air being Mach 1.5 capable. The air- fuselage," otherwise known as the intake design. Another NACA engicraft simply had too much drag, "wasp waist." First tested on the neer, Antonio Ferri, developed a and the J75 engine was not going YF-1 02A, the "area rule" was so completely new intake design for to be able to produce the maxi- effective that it became a standard the F-1 05. The new intake was mum thrust it advertised when it feature of all Century Series aircraft swept forward, and incorporated a from the F-101 Voodoo on, includ- variable air inlet (VAl) control syswas installed in the F-1 05.

The second production YF-7 058 over Edwards AF8 during 7956. The aircraft has grown to a length of 64.4 feet, over 70 feet longer than the AP-63 proposal. The first ten YF-7 058s retained the AP-63-style rear vision windows behind the cockpit. (Wayne Mutza)

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The F-l 058 had a conventional style instrument panel with round dialtype gauges. The handle at the left operates the drag chute for stopping. (Mick Roth) MA-8 Fire Control System schematic that also shows the F-l 058 instrument panel with its circular instrument dials. The control stick for the F-l 05 contained not only the trigger, but also the trim switch, nose wheel steering and the 'Target Reject"button. The throttle control had buttons for the microphone and sight caging switch, plus the dive brake switch. (U.s. Air Force) tem. The VAl was controlled by a computer that matched airflow to engine requirements through the entire speed range projected for the F-l OS, from zero to Mach 2. The system used a set of variable "ramps," which were controlled by a Bendix Central Air Data Computer. During low speed and cruise operations, the ramps were retracted allowing the maximum amount of air to attain maximum thrust. At high Mach speeds, the ramps operated to limit the amount of air needed for maximum thrust. In addition, there were small air bleed "doors" within the intake system, which opened to allow excess air to be bled off. Excessive amounts of air would actually choke off the smooth air flow through the intake.

T.O. IF.l05B-2-11

1. RADOME

2. RADAR ANTENNA 3. ACCESS DOOR fF2 4. RADAR·FREQUENCY·

CONVERTER TRANSMmER 5. RADAR MOOULATOR 6. ACCESS DOOR FF4

7. PRESSURE REGULATOR 8. DESICCATOR 9. NOSE RELAY BOX 10. KS-3 CAMERA 11. AUTOMATIC·lEAD· COMPUTING SIGHT 12. ACCESS DOOR ff12 13. ROLL-ERROR COMPUTER 14. SIGHT·ElECTRONICCONTROL AMPLIfiER 15. TOSS-BOMB COMPUTER 16. RADAR·AMPLIfIER POWER SUPPLY 17. PITCH CONTlOl 18. RADAR·RANGE COMPUTER 19. ACCESS DOOR Ffl7 20. RADAR WAVEGUIDE 21. "CAGING" BUTTON 22. MANUAL RANGE CONTROL 23. "MASTER ARMAMENT" SWITCH 24. "SIGHT" CONTROL 25. "SIGHT SPAN" CONTROL 26. "SIGHT RETICLE" CONTROL 27. "ROll" INDICATOR 28. "WEAPON RelEASE" LIGHT 29. BOMB·ROCKET BUTTON 30. "TARGET REJECT" SWITCH

4.5...RAD..... RESET" SWITCH 046. DEPRESSION CONTROL

BREAKER PANEl 34. "WRST HT" CONTROL 35. "IP RANGE" CONTROL 36. "TARGET PRESS" CONTROL 37. "WEAPONS SELECTOR"

SWITCH 38. "RANGE WIND" CONTROL 39. "BOMB MODe SEt" SWITCH

40. "eVOA" CONTROL

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41. "CAMERA EXPOSURE"

SWITCH

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42. "ARMAMENT CONTROLS" PANEL

43. "RANGE WINO" SWITCH

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44. "FAST ERECT" SWITCH

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DErAIL 27 28

One of the things that bothered the engineers and test pilots in the early YF-l OSA flight tests was a lack of control at high Mach numbers. The airplane also suffered from a tail "flutter" which could cause the rudder to destroy itself. It was discovered, as it was on the F-l00 Super Sabre, that the vertical tail

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31. STICK GRIP BBA. 32. "TRIGGER'" SWITCH 33. ARMAMENT·CIRCUIT·

FIRE-CONTROL SYSTEM Installation

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Figure 6-J. Fire Control SYltem Inllallalion IShe.' J 012J

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A

MA-e FIRE CONTROL EQUIPMENT INSTALLATION

was much too short. Republic redesigned the tail, increasing the height from 17.5ft to 19.7ft.ln addition, the fin chord was also increased, and the rudder was made larger in both height and width. At the base of the fin leading edge, Republic had a small air intake that directed air into the rear fuselage to cool the afterburner on the big J75. The final development in the distinctive F-105 design was the engine exhaust system. The YF-105A had a standard circular jet orifice, or exhaust nozzle. But the F-105B would have the exhaust nozzle covered by a four-segment set of doors, referred to as "petals," that were hinged at the forward edge. Now the exhaust doubled as the dive brake system. These brake "petals" could be opened in various configurations.

One of the three RF-1 05As on the ramp at Republic, following cancellation of the program in 1956. The three aircraft were completed and designated JF-1058, and flew many tests of systems and weapons capabilities before being retired. (U.s. Air Force Museum)

During landing, only the two side "petals" opened. There were two reasons for this. First, the lower "petal" had a ground clearance

The extraordinary weapons capabilities of the F-1 05 are demonstrated with this aircraft which carries two multiple ejector racks under the fuselage, two more MERs under the wings, and single bombs on the outer wing panelstwenty-six 500lb bombs! (u.s. Air Force Museum)

problem during landings, and the upper "petal" was directly in front of the drag chute doors. But for dive bombing, when the speed was crucial, all four "petals" were opened. The heart of the F-105B was its all-weather bombing system, Weapons System 306A. The WS-306A included the MA-8 Fire Control System, Bendix Central Air Data Computer, the General Electric FC-5 Flight Control System, with its sophisticated autopilot, and the ANIAPN-1 05 Doppler all-weather navigation system, which was added in January of 1957. However, the complexity of the WS-306A system brought many problems which had to be addressed before testing and operations could continue. In late 1959, the Air Force authorized Project OPTIMIZE, which essentially brought all the F-105Bs up to a single standard, incorporating all the modifications called for during the early years of testing and evaluation.

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The initial YF-1 05B (54-0100) made its first flight on 26 May 1956, with Republic Test Pilot Hank Baird at the controls. Once again, disaster struck the F-105 program. Following a highly successful first flight program, Baird had to belly land the airplane on the dry lake bed following the failure of the nose gear to extend. Although the aircraft suffered relatively minor damage from the landing, the crane operator dropped the airplane while loading it on a trailer, breaking its back. The second YF-1 05B (54-0101) also suffered a crash landing when inexplicably, the main landing gear failed to extend following a test flight. As the pilot climbed out of the slightly bent airplane and start-

ed to walk away, he heard a noise. Turning, he watched as the landing gear doors opened and the gear slowly lowered to the ground. The problem was traced to a set of auxiliary air inlets built into the wheel wells. These were used during ground engine run-ups and taxiing. They had doors which were supposed to keep the intakes closed during flight. But somehow the doors had opened during the test flight, creating enough suction within the wheel well to keep the doors shut and the gear retracted. The crash landing had broken the suction seal, and the gear lowered itself slightly too late. By 1958, the first "combat-ready" F-1 05Bs were ready. Actually, as Pro-

ject OPTIMIZE showed, the airplane wasn't ready, but the Air Force was willing to work the bugs out themselves. On 27 May 1958, the Air Force accepted it's first F-1 05, F-105B-6 #54-0111. It was the only B-6 built. The aircraft was subsequently delivered to the pilots of the 335th Tactical Fighter Squadron at Eglin AFB Test Center in Florida. The 335th TFS was part of the veteran 4th Tactical Fighter Wing, based at Seymour Johnson AFB, North Carolina. But the squadron was sent to Eglin to fly the Category II operational tests of the F-1 05B. The Category III tests were also flown by pilots from the 4th TFW, after the 334th and 335th TFSs were equipped with new F-1 05B-1 0 and B-15 aircraft. These tests began in mid-1960, following the success-

One of the YF-l 05Bs undergoes structural testing in Building 65 at Wright Patterson AFB. Metal plates are glued to the fuselage and weights are attached in an attempt to physically "break" the airplane if possible, to simulate the high G forces that would be encountered in flight. (U.S. Air Force Museum)

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A 335th TFS F-1 058 demonstrates the four-petaled dive brake that also acted as the exhaust cone during normal flight. The aircraft is ready to take on fuel from a tanker aircraft as the refueling probe is extended. (Dave McLaren)

ful modifications called for under OPTIMIZE. The performance of the F-1 05B easily matched the GOR requirements, and then some. It was 63ft, 1in in length, with a wingspan of 34ft, 11 in, and stood 19ft, 8in tall. With a combat weight of 34,870lb, the F-105B was powered by a single Pratt & Whitney J75-P-5 engine that delivered 23,500lb of thrust in the afterburner. With an aircraft that was huge compared with other fighters of the era, all that thrust was necessary. A normal takeoff run was some 8,000 feet with a combat load. Combat loading included 1,160 gallons of fuel in seven fuselage tanks, plus either a pair of 450 gallon wing tanks or a single 600 gallon centerline drop tank. The J75 engine gave the F-105B a maximum speed of Mach 2.08 at 35,000 feet when "clean" (without underwing stores). Of course, F-105s in Southeast Asia (SEA) never flew "clean," as they were always cluttered up with bombs, drop tanks, and missiles. The F-1 05B had a rate of climb of 34,000 feet per minute in the afterburner, with a combat ceiling of 49,000 feet. Although the maximum ferry range was in excess of 1900 miles, the normal combat range was slightly over 200 miles for an F-105 full of bombs. It was this reason that the Air Force had to have tankers ready to refuel the thirsty '1 05s soon after takeoff from bases in SEA.

An F-1 058 from the 335th TFS "Chiefs" at Langley AF8 in January 1959. Pilots needed at least 200 hours in F-1 OOs to qualify for F-1 05 transition training. The gleaming natural metal finish is evident in this photo, as is the immense size of the F-1 058. (Courtesy of Dave McLaren)

The F-1 05 was incredible in the amount of ordnance it was capable of carrying. There was one configuration where the aircraft had two multiple ejector racks (MERs) attached under the fuselage, each loaded with six 750lb bombs, plus an additional four 750lb bombs under the wings, for a total of 16. However, in SEA the normal bomb load was usually a single MER with up to six bombs of varying sizes,

plus two 450 gallon drop tanks and missiles or ECM pods under the wings. Internally, the F-1 05B had the General Electric M-61 A-1 20mm Gatling cannon, with 1,028 rounds in the ammunition drum. The F-105 series of aircraft were officially named "THUNDERCHIEF" in 1956, in keeping with other Republic-built aircraft having a "Thunder" name. But with the

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F-105 THUNDERCHIEF

13

DETAIL

A

FEEDER INSTALLATION

II 1. LINK EJECTION CHUTES

2. CENTRIFUGAL SWITCH

13

GUN INSTALLATION VIEWED FROM LEFT

3. HYDRAULIC DRIYE UNIT 4. CASE EJECTION CHUTE 5. DUAL FEEDER 6. AMMUNITION FEED CHUTES 7. HYDRAULIC CONTROL VALVE 8. CONTROL BOX

9. 10. 11. 12. 13. 14.

LINK COMPARTMENT AFT GUN MOUNT ACCESS DOOR Ff15 M·61 GUN HINGED NOSE SECTION AMMUNITION BOX 15. LEVER ASSEMBLY 16. ACCESS DOOR FF3 17. ACCESS DOOR FF11

Figure 1-18. Gun Installation - F-l05B Aircraft

The F-l 058 had the M-61 A-I 20mm Gatling cannon which could fire at either 4,000 rounds/minute, or 6,000 rounds/minute, using a selector switch in the cockpit. The F-l 058 however, used a linked ammunition belt to feed the 20mm shells into the breech. (U.s. Air Force)

extraordinarily long takeoff rollr another standard Republic aircraft feature, the pilots referred to it as the "Ultra Hog" (the F-84 series being the "Hog"). It was in SEA where the name was shortened to "THUD." The public got their first look at the Thunderchief on 28 July 1958, when the Air Force unveiled the new fighter at the 50th anniversary air show at Andrews AFB, celebrating 50 years of Army and Air Force operations. The public was suitably awed by the immense size of the new single seat fighter aircraft. Then they were treated to a maxi-

14

mum performance takeoff and flyby with the F-105B which impressed all the doubters.

injection. The B-20 had the largest production run, with Republic building a total of 38 aircraft.

Republic built a total of 75 F-105B Although only one Air Force wing aircraft between May 1956 and was combat operational in the December 1959. The F-105B-5 (five F-1 05B, the 4th Tactical Fighter built), B-6 (one built), B-1 0 (nine Wing (TFW) at Seymour Johnson built), and B-15 (18 built), were vir- AFB, the type did equip two other tually identical, all being either pro- operational units. Several B models duction-built or retrofitted with remained in service with the 23rd all the equipment changes called TFW at McConnell AFB, Kansas in a for in the OPTIMIZE program. trainer role long after the type had Beginning with the F-1 05B-20, the been phased out of service with J75-P-5 engine was replaced with the 4th TFW. And the world famous the J75-P-19W engine, which U.s. Air Force Aerial Demonstration offered an additional 1,0001b of Team Thunderbirds flew the F-1 05B thrust in the afterburner with water in 1964.

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The F- 7058 was phased into Air National Guard service with the 747stTFS, New Jersey ANG in April 7964. The 747stTFS was the only Guard ,,1_--,::--....C"": squadron to use the 8 model. The aircraft wears the LOOKALIKE silver paint scheme. (Courtesy Joe Bruch)

L~~~=~=-====-_=_~ ~

iiii:1!!:::~=::=::::=:::::====:J

By 1960, the 4th TFW had three of The F-1 05B almost went to war its four squadrons equipped with long before the D models were F-1 05Bs. The wing was always heading toward downtown Hanoi. slightly below strength with only 60 President John F. Kennedy conF-1 05Bs available at anyone time. A fronted the Soviet Union over normal Air Force wing has approxi- nuclear missile installations in Cuba mately 75 aircraft. The airplane was during mid-October 1962. On 18 so different in both its characteris- October, the 4th TFW was alerted tics and mission that the Air Force for a possible war mission, and had several strict requirements deployed to McCoy AFB, Florida on before a pilot could fly the the 21 st. There they sat one hour F-1 05.These included a minimum of "ready alert" status. Their mission200 flight hours in other Century air superiority! Not nuclear strike, Series aircraft such as the F-100C nor even as conventional fighter Super Sabre. Even with that require- bombers they had trained so hard ment being met, the future Thunderchief pilot still required a 16 day ground school on all the new systems, and 75 hours flying time before he qualified in the F-1 05B.

for. That would come two years down the road. But for the Cuban Missile Crisis, the 4th F-105Bs flew air defense over southern Florida until the crisis eased, returning to Seymour Johnson on 29 November 1962. Interestingly, the 4th had to "borrow" several new F-105Ds to bring them close to operational strength for the crisis. On 20 June 1962, the Air Force had initiated Project LOOK ALI KE for the enti re F-105 fleet. LOOK ALIKE was similar to the earli-

As the F- 705s were camouflaged in regular Air Force -. service, so were the 8 models of the 747 st TFS. The 747 st TFS was based at McGuire AF8-"Home Of The Air Guard Thunderchiefs. "The 747 st TFS flew the F-7 058 from April 7964 through the Spring of 7987. (Nick Williams)

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F-105 THUNDERCHIEF

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er OPTIMIZE program, but was far more involved. LOOK ALIKE brought all the systems up to the latest standards, and required rerigging all the flight controls. All wiring and control cables were inspected for any possible chafing and wear. Replacement of anything that was even suspect was the rule under LOOK ALIKE. Finally, all the aircraft were painted with a silver

lacquer, which effectively sealed all the electronics compartments, which had suffered from water leaks. The Air Force had started LOOK ALIKE in mid-July 1962, and it took some five months to complete each aircraft. When the Cuban Crisis erupted in mid-October, the 4th TFW borrowed 20 F-1 05Ds from the 4500th Combat Crew Training Wing at Nellis to bring the wing up to operational strength.

T.0. IF-I05F-2-2

FUSELAGE Aft Fuselage Ground Handling

One other significant event marked the F-105Bs operational service life with the 4th TFW-Project FAST WIND. On 11 December 1959, Brig. Gen. Joseph H. Moore, Commander of the 4th TFW, broke the World Speed Record for a 100 kilometer closed course. Gen. Moore flew a 9.9 mile circular course over Edwards AFB, at an altitude of 38,000 feet. When he landed back at Edwards, he had the new record-1,216.48 miles per hour, breaking the old record of 1,100+ miles per hour which had been held by France. About two months after the end of the Cuban alert, the 4th TFW began replacement of their F-1 05Bs with new F-1 050 aircraft. By 1964, the F-1 05 B was phased out of active service with the only unit operational in the type. On 16 April 1964, the first F-105Bs were delivered to the 141 st TFS, New Jersey Air National Guard (ANG) at McGuire AFB. One other unit flew the B model in squadron strength, the 466th TFS (Air Force Reserve) based at Hill AFB, Utah.

USE OF 4000A (MODIFIED) TRAILER FOR FUSELAGE DISCONNECT

1. FORWARD FUSELAGE 2. AFT FUSELAGE 3. POSITIONING TRAILER ... TRANSPORTATION TRAILER

5. AFT·FUSELAGE-CRADLE ADAPTER

TRANSFERRING FROM 4000A(MODIFIED)TRAILER TO 3000E TRAILER

figure 5-4. Use of Afi fuselage Ground Handling Equipment

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The last six F-105Bs came off the assembly line in December 1959. The "flyaway cost" of the F-105B program was $5,649,543 million per aircraft, including engine, weapons and electronic systems. However, an additional $282,687 was spent on each F-1 05B in modifications and upgrades (OPTIMIZE and LOOK ALIKE), before the type was phased out of service in the spring of 1981. A hydraulic trailer was used to support the aft fuselage for engine removal. The fuselage was then transferred to another trailer, and the engine was supported by the trailer for removal. (U.s. Air Force)

1

F-10SD~

·T·

!" he

;

F-10SF

THE ULTIMATE THUDS

F-l 05D was developed

to answer an Air Force request to make the Thunderchief a true all-weather aircraft. The F-l05B had a very limited allweather capability. What was needed was an all-new electronics and avionics suite which would take advantage of the latest technology. The Air Force also decided to rectify all the identifiable problems with other systems, instruments, and the engine.

either the visual or blind-bombing technique, depending on the weather. He could use either conventional or nuclear weapons, up to 70 kilotons in strength. The ASG-19 had both an air-to-air and air-to-ground mode, using either bombs, missiles, or the internal gun.

The basis of the ASG-19 was the NASAAR R-14A ground map, terrain avoidance and contour map radar, developed by the Autonetics Division of North American Aviation. Most of the changes to make the D The R-14A had a much improved model into an all-weather aircraft search and ranging radar for both consisted of the installation of the air-to-air and air-to-ground theAN/ASG-19 "THUNDERSTICK" attack modes, and included an bombing and navigational system, X-band beacon. The APN-131 which included the fire control sys- Doppler radar was also included tem. The ASG-19 THUNDERSTICK within the ASG-19 package. Since system gave the pilot the option of the R-14A used a much larger

diameter radar antenna, the entire forward fuselage had to be redesigned around the much larger radome.The redesign resulted in an overall aircraft length increase of 15in, from 63ft, 1in to 64ft, 5.3in, not counting the pitot tube. A portion of the all-weather modifications included a complete redesign of the instrument panel, using the latest vertical tape instruments in place of the standard circular dial instruments found in all other fighter aircraft of the era. The tape instruments were much easier to read, especially during combat conditions. And the on-board computer told the pilot when he was off-course, by matching the "realtime" readings with the pre-set markers set prior to the flight.

An F-I050 demonstrates the conventional weapons capabilities of the type with a single MER on the centerline and two more under the wings. Each MER has points for six bombs. But when carrying MIll l50lb bombs, only four could be carried under the wing due to landing gear door clearance. (Wayne Mutza)

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/

The 335th TFS,4th TFW was again the first operational unit to fly the F- 7050./n October 7962, several F- 7050s were borrowed from the training unit at Nellis, and assigned to the 4th TFW during the Cuban Missile Crisis. The 4th TFW began receiving the F- 7050 in late 7960, but weren't fully equipped for the crisis.

(Pete Bowers)

A 36th TFW F- 7050 on its dispersal pad at Bitburg AB, Germany in 7963. The 36th TFW stood nuclear strike alert against Soviet targets in Eastern Europe during the Cold War era. The noses of the drop tanks have been painted Olive Orab for anti-glare purposes. (Art Krieger)

Four major instruments were changed-the Attitude Direction Indicator (ADI), the Horizontal Situation Indicator (HSI), the Airspeed Mach Indicator (AM!), and the Altitude Vertical Velocity Indicator (AVVI), which measured rate of climb. Other new systems included the AN/ASQ-37 communications set, AN/ARA-48 direction finder, AN/ARN-61 instrument landing system, ANIARN-62 tactical navigation system (TACAN), the AN/APX-27 identification friend or foe (IFF) system, and the ANIAPN-131 Doppler navigator system. Lastly, the engine had a water injection system installed, which added another 2,0001b of thrust for takeoff.The new engine was designated J75-P-19W, and developed a total of 26,5001b of thrust in the afterburner with the water injection sys-

18

tern engaged. This additional 2,0001b of thrust would prove invaluable during the operations conducted from Thailand, where the heat and humidity were way above normal. Without the water injection, the J75-P-19W developed 24,5001b of thrust in straight afterburner, with 14,3001b used during flights at cruise speeds. Externally, except for the larger radome, the F-l 05D was virtually identical to the B model. But internally, there were a large number of modifications. The -19W engine installation required changes in both the engine intake ducting and the aft fuselage around the after-

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burner assembly. The intakes had to be both enlarged and reshaped internally, so as to be able to supply the new engine with the greater amount of air needed for maximum thrust operations. The internal aft fuselage was redesigned around the water injection system. With the new avionics, engine changes, and the new forward fuselage, the F-l05D weighed some 800lb more than the B model, requiring both heavier la~ding gear and braking systems. ./ On 9 June 1959, the first production F-1 05D (#58-1146) made its first flight with Republic Test Pilot Lin Hendrix at the controls.

Although the overall F-105 program was some 3 years behind schedule, the D model first flight was a month ahead of schedule. Category II Tests were slated to begin in May 1960, again with crews from the 335th TFS, which was again TDY to Eglin AFB. However, problems with the new engine delayed testing until 26 December 1960.

systems. But the problems were usually minor, requiring only a little "tweaking"to correct. With all the problems besetting the F-105 program, the Air Force questioned the validity of the decision to go ahead with the aircraft. In 1959, the Air Staff decided a com-

petition was necessary to restore the confidence in the F-1 OS-or to cancel it. The competition was between an F-105D and a McDonnell F-101 Voodoo. The F-1 050 won hands down. The Air Force immediately ordered 1500 F-1 05 Os. But Secretary of Defense Robert McNamara, cut the order in half. The total

Once the engine problems were ironed out, the 335th pilots began flying the Category II tests. And very rapidly, many new problems began to surface. The F-1 05D was the most complicated aircraft ever built, and used many new untried

Originally, the F-7 050 had only the "probe and drogue" inflight refueling system. Unlike the F-700, it was fully retractable on the F- 705. The Boeing-developed Flying Boom receptacle was added during the Operation LOOK ALIKE modifications. (U.s. Air Force Museum)

A 36th TFW F- 7050 on the Boeing-designed "Flying Boom" inflight refueling system. During Operation LOOK ALIKE, all the F- 7050s had the Boeing receptacle installed in addition to the original "probe and drogue" system. In this manner, the F-7 05s could refuel from both SAC and TAC tankers. (Courtesy of David Menard)

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F-105 THUNDERCHIEF

19

number of F-1 05 wings would be seven, with seven more wings having McDonnell F-4C Phantoms. The 4s20th Combat Crew Training Wing at Nellis, had actually accepted its first F-10sDs on 28 September 1960. But these aircraft were "transitional trainer" aircraft, and not considered a true combat aircraft, although all could be combatready if needed. Pilot training in the F-10sD at Nellis required only 45 hours to transition, once the required number of hours in F-100Fs was met. Over half of the training was in radar navigation and target interpretation using the R-14A. In early 1961, the 4th TFW accepted the first "combat operational"

F-10sDs. On 12 May 1961, the first June 1962, the Air Force began ProF-1 OsDs were delivered to the 36th ject LOOK ALIKE, which would bring TFW based at Bitburg AB, Ger- standardization to the many differmany-the first overseas deploy- ent sub-types within the F-10sB ment of the type. In October 1961, and F-10sD inventory. With the D, the 49th TFW at Spangdahlem, Ger- all aircraft were brought to many also received new F-1 OsDs. F-10sD-2s standard. LOOK ALIKE Eventually, seven wings were addressed two major areas: flight control cable, fluid line, and wiring equipped with F-1 05Ds. chafing, which could cause major But the problems persisted problems inflight; and moisture throughout this entire time span. seepage into the electronic and The problems included two major avionics equipment bays. Under accidents in late Spring 1962, which LOOK ALIKE, all the wiring, fuel and grounded the entire F-10s fleet, hydraulic lines were inspected for both Bs and Ds. A strike at the signs of chafing. Any suspect item Republic plant curtailed deliveries was immediately replaced and/or in mid-1962, and only ended when the government invoked the TaftHartley Act. In

The heart of the Thunderstick fire control system was the R- 74A North American Search and Ranging Radar (NASARR), which required an extensive redesign of the forward fuselage to cover the much larger antenna dish of the R-7 4A. (Larry Davis)

ANTENNA LOCATIONS TACAN AN/ARN-62

---=---.. IFF/SIF

AN/APX-37

IFF/SIF

AN/APX-37

RADAR R-\4 MARKER BEACON AN/ARN-6\

-

COMMAND RADIO AN/ARC-70

- ADF AN/ARN--48

The standard F-l 050 and F had Figure 1-41 many antennas for radio, tactical navigation, marker beacons, and identification friend or foe. But those used in the Vietnam War had about double those of the factory aircraft, such as radar homing and warning antennas on the nose and tail. (U.s. Air Force)

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AN/ARW-73

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-

- - - - - - -

In mid- 7965, with the air war in Southeast Asia heating up, the Air Force adopted a tactical camouflage of olive green, dark green, and tan for all aircraft with a tactical mission. The scheme, commonly referred to as SEA camouflage, made the F-7 05s harder to see from above, when framed against the jungle below. These two newly-camouflaged Thuds are from the 49th TFW. (Courtesy of Dave McLaren) rerouted for clearance. The work would be performed at Brookly AFB,Alabama. Weather conditions with the European-based F-105Ds had pointed at the moisture problems within the equipment bays. LOOK ALIKE addressed this problem by opening all the skin panels, even those riveted in place, and re-sealing all the panels. The aircraft were then painted overall with silver lacquer, which effectively sealed the entire surface. While the panels were removed, Republic installed the wiring and electronics needed so that the F-1 05D could fire and guide the Martin AGM-12 BULLPUP air to' ground missile. A tailhook was added to the ventral fin for short field operations. In October 1962, the F-1 05 went on a "war alert" status, then didn't go to war. One of the Air Force units

put on a "war alert" duri ng the Cuban Missile Crisis was the 4th TFW. The 4th deployed to McCoy AFB, Florida with a mixed inventory of F-1 05B and D aircraft, including several Ds borrowed from the Nellis training wing. Although the world stared at the very real possibility of nuclear war, the Soviets eventually backed down, and the 4th TFW Thunderchiefs returned to home plate at Seymour Johnson AFB.

Southeast Asia combat theater necessitated several "quick fixes" for problems created by the constant high Mach, high G, low-level combat flying. The aircraft had always suffered from high temperatures in the aft fuselage near the afterburner, some of which was alleviated by the inclusion of the small scoop at the base of the vertical fin, and through two small vents on the aft fuselage.

That same month, the first F-105Ds arrived in the Far East, assigned to the 18th TFW based at Kadena AB, Okinawa. These were quickly followed by the re-equipment of the 8th TFW at Itazuke AB, Japan in early 1963. Less than 18 months later, some of these very same aircraft and crews would be involved in a real shooting war in someplace called Vietnam.

But these proved inadequate in the heat and humidity of Thailand. Republic designed a pair of small air scoops to bring cool air into the aft fuselage. Ungainly in appearance, these scoops protruded from the rear fuselage directly over the original rear fuselage vents. As with the engine air intakes, these scoops had small bleed openings that carried away spurious amounts of air that built up inside the scoop.

Use of the F-1 05D and F in the

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F-105 T

ERCHIEF

21

One of the answers to full loss of controls in the F-1 05 was to add a third, redundant hydraulic system, which was housed in the small fuselage spine extension shown on this 526th TFS F-1 050. The badge on the fuselage is that of the 835th Air Division, whose Commander was Col. David McNeff. (Tom Brewer)

An F-1 050 from the 121 st TFS, District of Columbia (DC) ANG streams the drag chute upon landing at Andrews AFB in April 1973. The chute was housed in a small compartment underneath the rudder and was used for almost every landing. (Jim Sullivan)

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WARBIRDTECH

ARRESTING GEAR SYSTEM

T.O. IF-l0SF-2-2

Arresting Gear

:I: U

I--

;:

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z

Q 1---_"""""'0./'

en

oQ.

::.::

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:I: :I:

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IJJ

0::::':: 0::0

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IJJ

CD

Under Operation LOOK ALIKE, an arresting gear system was installed for short field operations. The tail hook was held in place by explosive bolt, and operated by a switch on the landing gear panel. (U.s. Air Force)

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This F-l 050 wears an unusual desert camouflage of dark brown, two greens, and a tan, in the wrap-around scheme prevalent in the mid-1970s. Assigned to the 466th TFS, AFRes at Hill AFB, Utah, the Guard and Reserve squadrons were training for a possible desert scenario, which would develop for real seven years later. (Ted Carlson)

In mid-1965, the F-l05s were given an overall camouflage paint job, which defined their low-level mission in SEA. Thecolors were two dark greens and a tan on the upper surfaces, which made the F-l05s harder to see from above against the jungle terrain. The undersides were painted a light gray. The camouflage paint also re-sealed the many fuselage panels, which again were subject to moisture invasion in the humidity of SEA.

the main fuselage frame members. Most of the vertical fin was either missing or holed, including the entire fin tip and most of the rudder. But the airplane kept flying, even going through a relatively routine inflight refueling, before putting down safely at Udorn, the nearest friendly air base.

down attitude-straight down into the jungle below.

Republic came up with another "quick fix" for the stabilizer problem. They installed a simple mechanical "Iock" on the stabilizer. When the pilot lost his hydraulic systems, he could mechanically "lock" the stabilizer in a horizontal position, and However, a single hit in one vital use the ailerons during the egress area could knock an F-l05 out of out of North Vietnam. Later, Repubthe sky, no matter what measures lic came up with a third, redundant the pilot tried to take. If the North pitch control system which gave the The F-l 05D/F was a tough old bird, Vietnamese anti-aircraft, or a SAM, pilot some hydraulic control even if bringing their crews home time hit the primary hydraulic system, the entire primary and secondary and again with extensive damage. the secondary system was close was shot away. One aircraft took a surface to air enough that it could also be taken missile (SAM) hit in, or very near to out, resulting in complete loss of Of course, the main modification the rear fuselage. The pilot was flight controls. Loss of both caused by operations into North wounded in the left hand and leg, hydraulic systems usually locked Vietnam, was the installation of a and the airplane had 87 holes in it, the stabilizers in the "up" position, radar homing and warning (RHAW) including a double break in one of which put the aircraft into a nose- system, which alerted the Thud

24

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ow

pilot to any nearby threat. Applied Technologies Inc., devised a system that could monitor the various radar frequencies used by the Soviet anti-aircraft and SAM guidance systems. This was the Vector IV, standardized as AN/APR-25. In addition, a WR-300 Launch Warning Receiver, later standardized as the AN/APR-26, was installed. The APR-26 alerted the pilot to a SAM launch in his area. The RHAW antennas were mounted on the front of a small fairing under the nose, which also housed the rear-looking strike camera, and on the trailing edge of the fin cap. A small flat fairing on both sides of the fin cap housed the RHAW pre-amp system.

a small cathode ray tube (CRT) display that was installed on the upper right side of the main instrument panel. The CRT indicated where and how strong a threat was through the use of "rings" on the scope. A "three ringer" was imminent danger. The APR-26 antennas monitored the SAM radar frequency, which increased in strength immediately prior to launch. There was a small threat display panel (TOU), which indicated a launch. At that point, all pilots in that area started looking for the tell-tale signs of a SAM launch. If the SAM could be seen in time, a pilot had a good chance of defeating it through some quick maneuvering.

The APR-25/26 RHAW system was installed on all F-1 050/F aircraft operating in SEA. The APR-25 used

Some other changes were mandated by defensive measures required by 7th Air Force. With losses mount-

ing, 7th AF required that every F-105 going into North Vietnam carry electronic counter-measures (ECM) pods under the wings. The ECM pods had the ability to jam North Vietnamese radar frequencies. But when the MiG threat began to grow, the F-105 crews began using one of the stations to carry a single AIM-9B Sidewinder heat-seeking missile. Both Thunderchief wings in SEA experimented with dual-ECM pod installations, and dual AIM-9 launchers on a single station.

THUNDERSTICK II In early 1969, Republic received the go-ahead for an extensive program to upgrade the THUNOERSTICK bombing system. Based partly on results of the Ryan's Raiders pro-

Following service with the 23rd TFW at McConnell AFB, the Thunderstick /I F-1 050s were all transferred to the 457th TF5, Air Force Reserve at Carswell AFB, Texas. The 457th was one of the last units to fly the Thud, with the last flight taking place in 7982. (Tom Brewer)

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The greatly enlarged dorsal spine on this 563rd TFS F- 7050 covered the Thunderstick 1/ weapons delivery system. The Thunderstick 1/ system included the ITT ARN-92 LORAN receiver, which gave the F-7 050 a much greater al/weather capability. (Tom Brewer)

gram for a night/all-weather or blind-bombing system, the new Thunderstick II system would rely on a new long range navigational radar system (LORAN), that was tied in with the Doppler system, to give

much greater accuracy in "blindbombing" situations. The Thunderstick II consisted of a Singer/General Precision gyro-compassing attitude vertical reference

system, that worked in conjunction with the modified AN/ APN-131 Doppler altimeter. An ITT Avionics AN/ ARN-92 LORAN receiver was installed. And North Americans Autonetics Division modified the

Only 30 F-7 050s were modified to Thunderstick 1/ configuration before the project was replaced by the F-4 and F-7 77 as the Air Force aI/-weather fighter bomber aircraft. This Thunderstick 1/ F-7 050 was assigned to Col. Roger Scheer, the commander of the 457th TFS,Air Force Reserve in May 7987. (Courtesy of Stephen Miller)

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REFUELING SYSTEM

CC>I'1-t;~c>Is RADAR ACTION REJECT AIR REFUEL DISCONNECT BUnON If] NOT IN REAR CKPT

[997C or 1044] C/W

~----:NOTE~"""'"

RECEPTACLE POSITION

IF FOR SOME REASON THE PROBE CANNOT BE FULLY RETRACTED, OR THE RECEPTACLE DOOR FULLY CLOSED, EXTERNAL FUEL MAY STILL BE USED IF THE REFUEL PROBE HANDLE IS KEPT IN AS FAR AS IT WILL GO.

PROBE POSITION

With air refueling handle vertical, pulling aft opens receptacle. With handle rotated 90 degrees CCW, pulling aft extends probe.

The F-l 050 came from the factory with a single inflight refueling probe, a retractable unit on the left side of the upper forward fuselage. Operation LOOK ALIKE added the receptacle so that the F-l 050/F could use the Boeingdesigned "Flying Boom" in fligh t refueling system. (U.s. Air Force)

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An F-7 050 from the 749th TFS, Virginia ANG on the ramp at Richmond with the aft fuselage pulled off so that the mechanics can gain access to the engine. The afterburner section of the J75-P-7 9W engine is all that protrudes from the fuselage with the aft section removed. (Jim Sullivan)

NASAAR radar with new state-ofthe-art solid state components. The modified radar was designated R-14K. This gave the F-105D pilot a much better radar image for better target definition. The Thunderstick II gave the F-105D much greater accuracy in both air-to-air and air-to-ground ranging, which now had a CPE of ±50ft at 15,000ft altitude. The terrain avoidance accuracy increased to ±30ft at 1,500ft. The new equipment was installed in a long spinal gondola between the cockpit canopy and the vertical fin. Republic modified 30 F-1 05Ds with the Thunderstick II, between early 1969 and July 1971. The aircraft were all assigned to the 23rd TFW at

28

"High Time Thud" was one of the 466th TFS, AFRes F- 7050s that had a wraparound camouflage in standard SEA colors. The Air Force adopted the wrap-around camouflage for its tactical aircraft during the mid-7 970s so that the aircraft blended into the ground environment, whether it was in a normal attitude or upside down. (Courtesy of Joe Bruch)

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The most colorful aircraft in the Guard/Reserve F- 7OS squadrons were undeniably the Thuds assigned to the 749th TFS, Virginia ANG. The "Hanoi Express" is just one of many colorful F- 70Ss painted by Sgt. "Beetle" Bailey when he was at Richmond. Most of the 749th Thuds were veterans of the war. (Stephen Miller)

McConnell AFB, Kansas, before being transferred to the 4s7th TFS, an Air Force Reserve squadron at Carswell AFB, Texas. The Thunderstick II aircraft were some of the very last F-10Ss retired, staying in service until late 1982.

F-1 OSF Two Seat Trainer Thud Republic had ventured into two-seat Thunderchief design and development no less than three times before the type was accepted by the Air Force. First was the F-1 OSC, which

was based on the F-10sB. The F-10sC featured a tandem cockpit that was covered by a single, rearopening canopy, with the second seat taking the place of the #1 fuel cell. The F-10sC would have served the dual missions of transitional

The first two-seat trainer version of the F- 7OS was the sleek F- 70SC. Dimensionally the same length as the B model, the F-70SC had a second cockpit which took the place of one of the fuselage fuel cells, and had a single, long Plexiglas canopy covering both cockpits.

(Republic)

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F-105 THUNDERCHIEF

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The first F-7 05F during its first flight on 23 May 7962. The F-7 05F differed greatly from both previous two-seat designs in that the fuselage was extended 3 7 inches to make room for the second cockpit. Each cockpit had its own canopy. In this way, the F-7 05F had all the capabilities of the F-7 050. (Republic)

trainer and strike fighter, and using the same electronics and avionics as the F-1 05B. Although five (models

were ordered in June 1956, the type was canceled in 1957 due to rising costs.

The second two-seat Thunderchief design was the F-1 05E. Quite similar in concept to the ( model, the

The initial batch of F- 705F trainers were delivered to the 4520th Combat Crew Training Wing at Nellis AFB. All the F-705Fs were delivered with LOOK ALIKE modifications including the silver paint scheme. The taller and broader vertical tail was a feature of the F model. ((ourtesy of Joe Bruch)

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F-1 05E would have been based on the new F-1 050 that used the R-14A radar with the enlarged radome. Again, the tandem cockpit design would have been covered by a single Plexiglas canopy, hinged at the rear like an F-1 01 B. And again, the type was canceled in 1959 due to cost, even though the prototypes were already under construction. Funding for the F-1 05E was diverted to further purchases of the advanced F-1050 aircraft. In May 1962, the Air Force finally

made the decision to go ahead with production of a two-seat variant of the F-1 050. There was no transitional trainer aircraft available for use by F-1 05 pilots, as F-100F Super Sabre two-seaters were in very short supply. Republic's answer was the F-1 05F.

be the instructor's cockpit for the trainer mission. As such, it had most, but not all, of the same instruments and controls as the front cockpit, including a flight control column, rudder pedals, throttle, engine and flight instrumentation, a weapons control panel, and radar scope.

The new two-seat design was based on a stretched version of the F-1050-31. A 31in section was added to the forward fuselage, which would enclose the second cockpit bringing overall length to 66ft, 11.8in. The rear cockpit would

Since it was a dual-role aircraft, strike fighter and trainer, the F-1 05F had identical attack systems to the F-1 050, including the new ASG-19 FCS with R-14A radar. The F model had an identical weapons delivery 1. 2. 3. 4. 5. 6. 7. 8. 9. lD. 11. 12. 13.

14. 15.

12

17

16

18

19

16. 17. 18. 19.

GUN ACCESS DOOR FF15 ACCESS DOOR FF87 RETURN CHUTE ACCESS DOOR FF29 ACCESS DOOR FFll DRUM ACCESS DOOR FF8 8YPASS CHUTE DRUM·DRIVE FLEXIBLE SHAFT FEED CHUTE TRANSFER UNIT SCAVENGING HOSE EXIT UNIT GUN INDEXING PIN GUN DRIVE UNIT CONTROL VALVE TORQUE TUBE GUN·MOUNTED GEARBOX

15

Figure 1-19. Linkless Feed System - F-105D/F/G Aircraft

Another difference between the F-l 058 and the F-l 05D/F/G was that the M-61 A-l 20mm Gatling cannon had a "Iinkless" ammunition feed system in the D/F/G, with a circular ammunition drum. The 8 model had linked ammunition belts and a rectangular ammunition box with a collector space under the gun for expended links. (U.s. Air Force)

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F- 705F #63-8334 was the prototype aircraft for the ORC-380 internal ECM package modification. With the ECM pods now eliminated from one of the external stores pylons, the (now-designated) F- 705G could carry an additional anti-radar missile. (Dwayne Kasulka)

capability as the 0 model, including all the missiles, conventional and nuclear bombs. And it was armed with the GE M-61 A-l 20mm Gatling cannon with 1,028 rounds of ammunition. Externally, beyond the 31 in fuselage extension, the F-l05F had a much larger vertical tail/rudder assembly, both in height and area. The vertical tail was 6in taller than the 0, being 20ft, 5.6in from the ground to the tail tip. And the chord of the fin assembly was also increased. One significant change between the F-l05F and previous two-seat Thunderchief designs, was that the dual cockpits were covered not by a single long canopy, but by

32

A close-up of the ORC-380 ECM bulges added to the fuselage sides of the F-705G. The ORC-380 was a Westinghouse ALO-707 jamming pod which was split and the internal parts installed in each half-pod. The F-l 05G also included addition of the ALR- 37 upgraded RHAW systems. (Repu bl ic)

two small individual canopies, each of which was hinged at the top. The o model canopy had side hinges. Although the F could be flown from the rear cockpit, it was quite difficult since the rear pilot had very limited vision to the front. The F model did use the same wings, air intakes, stabilizers, and J75-P-19W engine as on the O.

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However, the additional cockpit and seat assembly, and the larger vertical tail fin added 3,1 011b over that of the F-l 050. One would expect the performance to fall off with an increase of over 3,0001b in takeoff weight. But the performance of the F was on a par with the F-l 050. Top speed was Mach 2.04, while the 0 was Mach 2.08. The ferry range was some 300 miles

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The rear instrument panel of an F-7 05F Wild Weasel III aircraft showing the RHAW scopes, ER-7 42 indicator panel, and the various Threat Display Units. Compare this with the photo (pg. 47) of the F-7 05F trainer rear instrument panel.

(u.s. Air Force)

The original F- 705G prototype aircraft back at the Eglin AFB ADTC in 7970 for further tests of newer weapons systems such as the AGM-88B ARM. The aircraft will go back to combat in SEA with the Korat-based 77th WWS during LINEBACKER operations. (Dwayne Kasulka)

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An F- 705F trainer assigned to the 567 st TFS, 23rd TFWat McConnell AFB in August 7977. The F- 705F trainers were equipped with the RHAW systems, the same as all F- 705s, but they lacked the specialized Wild Weasel equipment and antennas. (Tom Brewer)

As with U.S. Air Force active F-705 units, all Guard and Reserve F- 705 squadrons had at least one F- 705F trainer aircraft assigned for proficiency flight training. This F- 705F was assigned to the 727 st TFS, DC ANG at Andrews AFB in July 7972, and had all the required RHAW systems installed. (Frank MacSorley)

F-705Fs were painted with the standard SEA camouflage as they went through IRAN inspections beginning in 7965. This 23rd TFW F- 705F has one of the reversed camouflage schemes as it sits on the ramp at McConnell AFB in 7967. Air Force tail codes were not universally applied unti/7968. (Nick Williams)

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There was at least one F-1 05F assigned to each Air Force squadron, and used for proficiency flight training, as well as being combat operational. This F- 705F from the 8th TFS, 49th THY, sits on the Bitburg ramp during an open house in 1965. By this time, the "FH" buzz number has been deleted from the nose. (Courtesy ofTerry Love)

shorter than the D, but the service ceiling, rate of climb, cruise speed, and combat range were identical. The first F-105F-1 (#62-4412) came off the Farmingdale assembly line on 23 May 1963, almost six weeks ahead of schedule, mostly due to the use of so much of the D structure and systems. Republic Test Pilot Carlton Ardery took the aircraft into the air for its first flight on

11 June 1963, exceeding Mach 1.15 on the initial flight. Six months later, on 7 December 1963, the Air Force accepted the first aircraft and assigned it to the 4520th Combat Crew Training Wing (CCTW) at Nellis AFB. The next F off the assembly line was accepted by the 4th TFW on 23 December 1963.

block of Fs were built at the end of the run of F-105D-31 single seaters. These totaled 36 aircraft with serials from 62-4412 through -4447. The second block had a 1963 fiscal year prefix and totaled 107 aircraft, with serials 63-8260 through -8366. All F-105F aircraft were built with funding for the last 143 F-1 05Ds.

Republic built the F models in two distinct blocks of aircraft. The first

The final F-105 off the assembly line was F-1 05F #63-8366, which

A trio of 22nd TFS, 36th TFWThuds on the ramp at Bitburg AB, Germany in 1965. Since the F model had all the capabilities of the 0 model, including that of nuclear strike aircraft, they stood alert along side their single seat cousins during the Cold War. (Art Krieger)

/

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F-105 THUNDERCHIEF

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A 49th TFW F-1 05F over the North Atlantic in late 1964. The F models were delivered with all the Project LOOK ALIKE modifications including addition of the tailhook and inflight refueling receptacle to accept the Boeing Flying Boom. (Richard Kierbow)

was accepted by the Air Force in January 1965. Since the F model had a dual mission, and was fully combat-capable, the various F-105 squadrons could have several on

the inventory, and still be quite capable of fulfilling whatever mission that squadron was tasked with. This would be pointed out very nicely in the war in Southeast

Asia, where F-10SFs performed every mission that the single-seat D models were flying, and many missions that the single seaters could not perform.

As the F-1 05s were camouflaged, the markings were subdued in size and color. The stars and bars were reduced to 15in in size, and tail markings were a simple black serial number. This aircraft with fresh camouflage is assigned to the 49th TFW at Bitburg AB, Germany. (U.s. Air Force)

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WING GROUP Wing Tip Replacement

T.O.1F-105F-2-2

DETAIL

I Figure 10-10. 10-52

A

Wing Tip Installation - Aircraft Modified by T.O. 1F·105F-540

Change NO. 30

The addition of the ANIALR-31 SEE-SAMS equipment brought a change in the wingtip design of the F-l0SF.A radar warning antenna took the place of the wingtip formation light, which was moved to the wingtip leading edge. (U.S. Air Force)

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F-I05 THUNDERCHIEF

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GROUND MAP

....e>des

SPOIL MODE

[pi & [EJ FRONT

®

•• •• HORIZON BARS GROUND RANGES 13/40/80 NAUTICAL MilES

._.

@ GS

. fEJ REAR

•

NOTE For dority, the range and azimuth cursors ore not shown, and altitude set is not odju,ted. From 0 to 4 blonk oreo, (no rodor return) may oppear when in the 40 and 80 mile range.

PENCIL MODE

[QJ & [EJ

FRONT

• ••• @

HORIZON BARS

GROUND RANGES 13/40/80 tpy.• • NAUTICAL MilES .~ • i.E) REAR

NOTE For c1aritY1 the range and azimuth cursors are not shown, and altitude set is not adju,ted.

The R-14A NASARR radar unit had three basics modes-ground map, contour map, and terrain avoidance (see page 40) mode. The pilot, front or rear, could dial in the mode he wished to use and "read".the terrain on his radar

38

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CONTOUR MAP ~4DCIe NOTE

CLEARANCE PLANE PARALLEL

TO TRUE HORIZON

_ _G_ROUND RANGE 13 OR

UC8L~M1L~E.S~.~"""

THE CLEARANCE PLANE INDICATOR SHOWN IS FOR THE FRONT COCKPIT, For darity, the range and azimuth cursors ore not shown, and altitude set is not adjusted.

CLEARANCE PLANE SETTING o FEET BELOW

[Q] &

lEJ FRONT

•• •• . @)

'

• • •@) lEJ REAR

CLEARANCE PLANE SmlNG 3000 FEET BELOW

•

•••• lEJ

REAR~

CLEARANCE PLANE SETTING 6000 FEET BELOW

,

•

.'•• lEJ

REAR~

scope. The R-7 4A also had an air-to-air and air-to-ground mode for weapons delivery. It was in this section of the R14A that the Ryan's Raiders aircraft were modified. (U.5. Air Force)

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F-105 THUNDERCHIEF

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T.0.1F-105D-1

TERRAIN AVOIDANCE

lnr1c>de

NOSE UP ATTITUDE CLEARANCE PLANE SETTING 3000 FEET BELOW

~R~R~

I.

•

.. .. @ '

EEl REAR

NOSE DOWN ATTITUDE CLEARANCE PLANE SETTING 3000 FEET BELOW 10] & ffl

FRONT

•• • .c... @

•

30 00-

FAIL SAFE CURSOR

®

•••

rEl REAR.

Figure J-38

40

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i

-

CLEARANCE PLANE PARALLEL TO AIRCRAFT FLIGHT PATH

The F- 705F trainer rear instrument panel was virtually identical to the front panel, minus the gun sight. The rear pilot could operate all the weapons systems, including the gun. (Republic) General arrangement drawing of the F-1 05F trainer. The single seat airplanes, F-7 058 and F-7 050, were similar. The drawing shows the placement of the fuselage fuel tanks, as well as the bomb bay tank installation. The main differences between the 8 and the O/F model were in the fire control system, radar unit, and dual inflight refueling modes. (u.s. Air Force)

GENERAL ARRANGEMENT 1. Ammunition Drum 2. Air Refueling Receptacle & Probe 3. ATM (Air Turbine Motor) 4. Optical Sight 5. Ejection Seat 6. If] ONLY Rear Ejection Seat 7. Forward Fuel Tank 8. Main Fuel Tank 9. LE Flap 10. TE Flap 11. AftFuel Tank 12. Engine

13. 14. 15. 16. 17.

18. 19. 20. 21. 22. 23. 24.

GROUND SERVICE UNITS - SEE FIGURE 1·79 ANTENNA LOCATIONS - SEE FIGURE 1-41

Water Tank Position lights (3) Rudder Drag Chute Compt Speed Brakes Stabilizer Arresting Hook Aileron Wing Pylon Tank Spoilers Taxi Light Centerline Pylon Tank

25. Bomb Bay Tank 26. Aux Electronic Compt 27. External Electrical Power Receptacle 28. Left Electronic Compt 29. Landing light 30. Battery 31. M·61 Gun 32. Liquid Oxygen Converter 33. Fwd Electronic Compt 34. Pitot Boom

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4

6

5

7

8

9

16 17

18

31

30

29

28

27

26

25

24

23

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FROM T'BIR..-.. . . TO WEASELS DIFFERENT BREEDS OF THUDS

he F-105 served during a period of change and innovation within the Air Force, and as such there were numerous sub-variants of the Thunderchief-some produced by the Republic engineers, others modified locally to meet needs of specific units. Most of these modifications did not receive unique designations, the exception being the F-1 05G Wild Weasel. The Thunderbird F-105s In May 1963, the U.S. Air Force decided to reequip their aerial

demonstration team. The Thunder- tanks and ballast (to maintain the birds would fly the Thunderchief, aircraft center of gravity) were becoming the worlds first Mach 2 installed where the ammunition demonstration team. Nine F-1058 drum and gun had resided. aircraft were withdrawn from service with the 4th TFW (the 4th was A baggage compartment was in the process of re-equipping with installed in the bomb bay. New F-1 05Ds), and flown back to Repub- radios to communicate with civilian lie Aviation's factory at Farming- control towers were installed. The dale, Long Island. The F-1 058s were aircraft were all modified with the modified for the air demonstration addition ofthe new FC-5 flight conmission, beginning with removal of trois as used in the F-105D.This was the M61 Gatling cannon, its ammu- further modified so that the flaps nition drum and feed mechanism. could be operated at speeds in The MA-8 Fire Control System was excess of 500 knots. The normal also removed. For the air show mis- flaps could not be operated at sion, a pair of 50 gallon smoke oil speeds above 280 knots. On four of

Thunderbird crew members examine the first of nine F-1 058s slated to equip the team for the 1965 season on the ramp at Nellis AF8 in late 1964. Close examination will reveal differences in the nose scallops between the delivery paint scheme and final show scheme (see next page, lower photo). (U.s. Air Force)

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Thunderbird F-1 058s were stripped of the MA-B fire control system and cannon assembly. They also had the flight control system highly modified for continuous close formation flying in a "flaps down" attitude. Structural problems which led to a crash forced the cancellation of the Thunderbird F-1 05 demonstrations after six shows. (U.5. Air Force)

A pair of Thunderbird F-1 058s practicing over Nellis AF8 in the Spring of 1964. The SLOT aircraft, with its distinctive blackened tail, had a stainless steel leading edge on the vertical tail for extended flight time in the exhaust heat of the LEAD aircraft. (U.5. Air Force)

the nine Thunderbird F-1 05Bs, the vertical tail fin leading edge was replaced with a stainless steel unit. These aircraft could be flown in the SLOT position, which often required the vertical tail to be placed directly in the exhaust heat of the LEAD aircraft. On 16 April 1964, the last Thunderbird F-1 05B was delivered to the team at Nellis AFB, Nevada, just in time for the 1964 air show season. But six shows into the season, disaster struck the team. On 9 May 1964, the Thunderbirds were per-

forming at Hamilton AFB, California. Thunderbird Captain Gene Devlin had just completed a high speed pass and was attempting to land. Suddenly, the airplane broke apart in front of the bomb bay, taking Devlin's life. A major structural splice plate on the top of the fuselage had failed. Two occurrences followed that were a direct result of the crash of the Thunderbird F-1 05B. First, the Thunderbirds went back to F-100 Super Sabre aircraft for the remainder of the 1964 season. They would

keep the F-100Ds until being replaced by McDonnell F-4E Phantoms in 1969. Second, the Air Force immediately initiated Project BACKBONE, which replaced the splice plate on all F-105Bs with a newer design. The remaining Thunderbird F-105Bs were brought back to operational status, and transferred to the 141 st TFS, New Jersey ANG. Ryan's Raiders F-l OSFs In early 1967, the weather over North Vietnam was seriously impeding the ongoing ROLLING

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F-105 THUNDERCHIEF

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One of the Ryan's Raiders F-l 05Fs heads north at twilight in late fall of 1967. The Raider aircraft had a modified R-14A radar that gave the bombardier/navigator a much clearer radar image of the target. Most of the Raider missions were flown at night. (Dennis Haynes) THUNDER operations being flown by F-1 05Ds from the 388th and 355th TFWs. Gen. John D. Ryan, CincPACAF, recognized the problem and decided that what was needed to continue bringing the war to Hanoi on a year-round basis, was a true night/all-weather aircraft. Although the F-111 and F-4E would be able to do the job, both types were still under development and would not be ready for combat operations for at least a year. The aircraft chosen for the night mission was a modified F-1 05F twoseat Thunderchief. And since this mission was General Ryan's idea, the aircraft and crews became known as "Ryan's Raiders."

44

In March 1967, under Operation modifications gave the bomNORTH SCOPE (later it became bardier/navigator (BIN) a much known as COMMANDO NAIL), four greater duration to the radar F-105Fs were modified specifically return, resulting in a finer target for a night/all-weather radar bomb- definition on the scope. ing mission. Since that was supposed to be the mission of all the Additionally, the pilot's weapons F-105D and Fs, it was a matter of release switch was wired in parallel "fine-tuning" the systems. The air- to a rear cockpit weapons release craft chosen for the mission, coinci- switch, allowing the B/N to toggle dentally, were all aircraft that had the weapons. And the flight control been modified for the WILD stick was removed from the rear WEASEL III mission, with ER-142 cockpit. A special camera was and APR-25/26 RHAW equipment. mounted over the front radar In addition to the WEASEL equip- scope to record target images for ment, the Raider aircraft had their bomb damage assessment. HowevR-14A radars modified to allow an er, the camera mount seriously expanded scope picture and a impeded the forward motion of the faster sector sweep. These two control stick, and often had to be

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physically bent out of the way by the pilot during combat maneuvering. Lastly, the Raider aircraft all had special paint jobs in an attempt to make the airplane less visible in the night sky. The light gray undersides of "day" aircraft, were repainted with tan and light green. Normal weapons loading was standard for an F-105 in SEA-six M 117 General Purpose 750lb bombs on the centerline MER. Some bombs had fuse extenders, "daisy cutters," and at least one bomb had a 24-

hour delayed action fuse. All aircraft carried a pair of ECM pods as per the 7th AF directive, plus two 450 gallon drop tanks under the wings. However, missions into high MiG threat areas would call for at least one AIM-9B Sidewinder missile on the right outer wing pylon. Although no MiGs were encountered by Raider crews, two pilots were credited with searchlight "kills" using the heat-seeking Sidewinder missiles. And all Raider F-105Fs retained the M-61 A-1 Gatling cannon.

As with other F-105 operations in SEA, Ryan's Raiders were the victims of over-loading the airframe. With a full load of bombs, two drop tanks, and two ECM pods or Sidewinders, a Raider F-105F was at maximum gross weight before the fuselage fuel tanks were full. In daylight operations, the crews would simply takeoff with whatever fuel they had onboard. Then they would immediately rendezvous with a tanker and· top off the tanks. But night refueling was hazardous at best, and a real nightmare in bad weather, or if

A Ryan's Raider F- 705F in the revetment at Korat in early 7968. Officially known as COMMANDO NAIL, the Raider F-705Fs were assigned to the 44th TFS. They were sent to the combat zone to give 7th AF a night/all-weather capability, and to develop tactics for the forthcoming deployment of F- 777As. Under the nose is the APR-25 antenna housing and the strike camera. (U.s. Air Force)

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F-105 THUNDERCHIEF

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SERVICING

Both the F-1 05D and F had single point refueling, i.e. a single fuel inlet to fill all tanks, including droppable external tanks and bomb bay tank.

T.O. IF-IOSF-2-2

Fuel System

(U.s. Air Force) CO, FIRE EXTINGUISHER ISO-POUND MINIMUM)

15,000 feet. But that wasn't what General Ryan called for in his program. His program called for I/Iow profile missions" between 500 and 2,000 feet! The closer to 500 feet, the better. DRAINAGE DITCH OR LOW SPOT

CO, FIRE EXTINGUISHER lSO-POUND MINIMUM) HANGAR OR STRUCTURE

APPROVED STATIC GROUND

NOTE

--= _

~

the tanker was of the I/hose and droguel/ type. With this in mind, most Raider missions took off over maximum gross weight. They still had to refuel over northern Laos. But they only had to do it once. On 4 March 1967, Ryan's Raiders were officially created from a cadre of pilots at Yokota AB, Japan. The first ten pilots were instructor pilots, and became the initial batch of front-seaters for the NORTHSCOPE operation. The back seaters, commonly referred to as GIBs or I/Guys In Back'; were pilots drawn from replacement crews who were slated to go to the combat wings

46

The first four Raider aircraft and crews arrived at Korat on 24 April 1967, being assigned to the 13th TFS. No Raider aircraft or crews were assigned to Takhli. On 26 April, they flew their first missiona night strike against the Ron ferry on the Red River, and the Yen Bai railroad yards. On 8 May, a second contingent of four crews arrived at Korat, followed by a final four crews on 22 May. Over the next 80 days, the Raiders flew 98 missions into RP 5 and 6A (Hanoi).

SERVICE ALL ARMED AIRCRAFT FROM THE REAR.

• A DISTANCE OF 20FT SHALL BE MAINTAINED BETWEEN FUELING UNIT AND SINGLE POINT FUELING RECEPTACLE OR VENTS ON AIRCRAFl:

operating from Thailand. In other words, a Raider would have a two pilot crew, not a pilot, B/N or EWO as other F-1 05s had. The training program was designed to give the GIBs a rapid but intense course on the operation of the R-14A and in radar bombing techniques. As the aircraft were being modified, the Raider crews went through first, a 10 hour refresher course on the R-14A, the toss bomb computer, and radar image interpretation. This was followed by 12 training flights in Japan. Originally, the Raider mission was to be flown at altitudes between 10,000 and

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Following the initial cadre of pilot/pilot Raiders, PACAF changed the makeup of the crews. Since the Raider aircraft were all WILD WEASEL III EF-105Fs anyway, they should have an EWO in the back seat. That way he could function as both a B/N and also operate the Weasel systems for defensive purposes. However, most Weasel EWOs were not qualified as either bombardiers or navigators. Most were ex-SAC bomber EWOs. These new crews had to go through a complete radar bombing program before qualifying for the Raiders. The first of these pilot/EWO crews arrived at Korat on 17 July. The hazards of the Raider mission were quickly pointed out as two aircraft were lost during the first

--------------

for bomb release. Following bomb On 4 October 1967, the low level release, the Raider pilot went "balls- portion of the Raider mission was to-the-wall" out of the area. During halted when another aircraft was this egress from the target area, the lost during a night attack on the BIN changed his hat to that of Phu Tho rail yard near the Chinese EWO, monitoring the ER-142 for border. From 26 April 1967, to 4 SAM and AAA activity. During this October 1967, Raider crews flew a phase, an EB-66 from Takhli would total of 415 sorties, mostly in RP 5 orbit just outside North Vietnam to and 6A. However, after August, provide threat warnings of SAMs, many of the Raider aircraft were AAA, MiGs to the Raider at a much diverted to Wild Weasel support of greater range than his aircraft B-52 missions. A typical Raider mission started off could provide. A regular Wild with a radar calibration during the Weasel aircraft was also part of the Following the 4 October loss, flight to the waiting tanker in strike package, providing defense Raider missions were restricted to interdiction raids into RP 1 in northern Laos. If the radar and suppression for the route home. Doppler checked out, the crew would usually have to use the airT.O,lF-l05D-l to-air mode of the R-14A just to find the tanker in the night skies over u.s. GALLONS AND POUNDS POUNDS SHOWN ARE fOR STANDARD DAY CONDITIONS ONLY AND Laos. Following the final refueling, ARE BASED ON 6.5 POUNDS PER GALLON Of lP4 fUEL. fOR d~~~ MORE PRECISE ACCURACY THE WEIGHT Of fUEL SHOULD BE the Raider pilot would proceed SAMPLED AT THE LOCAL ENVIRONMENT. [-1058 and -1059] C/W p..L-.J_ - - - - ......- - - - - - - - - l DATA DATE, MAY 1968 straight for the North Vietnamese USA8LE FUEL FUllY SERVICED** DATA BASIS, CALIBRATED GALS POUNDS POUNDS GALS border at about 10,000 feet, knowI ing full well that he was being 450 GAL TANK 450.0 2925.0 452.5 2941.0 650 GAL TANK 650.0 4225.0 653.0 4244.5 tracked the entire time by North LEFT INBOARD 450.0 2941.0 2925.0 452.5 I Vietnamese radars. Crossing the PYLON TANK RIGHT INBOARD 450.0 2925.0 2941.0 452.5 border, the Raider would begin a PYLON TANK I slow descent to attack altitude and BOMB BAY 2437.5 375.0 2470.0 380.0 TANK speed, about 450 knots between MAIN TANK* 1026.0 1074.0 6669.0 6981.0 500 and 1,000 feet. The Raider pilot 25.0 162.5 25.0 changed headings every 5 minutes [997C and 1044J N/C/W 2171.0 348.0 334.0 en route to the target, with the alti242.0 1573.0 254.0 tude always staying about 500 feet AFT TANK 450.0 2925.0 472.0 3068.0 below the ridge line. *MAIN TANK FUEL IS OBTAINED FROM THREE INTERNAL TANKS

month of operations. One Raider simply disappeared during a low level penetration into North Vietnam. The probable cause was a malfunction with the Doppler terrainfollowing radar. At 500 knots, an altitude of less than 1,000 feet, and in total darkness, a mistake can be catastrophic in seconds.The second aircraft was shot down by North Vietnamese anti-aircraft fire over Kep.

FUEL QUANTITY

**FULLY SERVICED

As the IP was approached, the Raider pilot would accelerate to 500 knots and climb to 1,000 feet The F-l 05D/F/G had a maximum fuel capacity of 2,976 gallons, when the bomb bay tank was installed, and the aircraft was configured with two 450 gallon wing tanks and the 650 gallon centerline drop tank. However, during the war, the normal loading was only the two wing tanks, as the centerline usually had a multiple ejector rack with six bombs. (U.s. Air Force)

--------

=

USABLE FUEL PLUS UNUSABLE FUEL

[997C or 1044J C/W

USABLE FUEL GALS

POUNDS

MAXIMUM INTERNAL FUEL WITHOUT BOMB' BAY TANK

1051.0.

6831.5

MAX INT FUEL WITH 8/B TANK AND TWO 450 GAL EXT TANKS

2326.0

15119.0

MAX INT FUEL. WITH 8/8 TANK ANO THREE 450 GAL EXT TANKS

2776.0

18044.0

MAX INT FUEL WITH 8/8 TANK AND TWO 450 AND ONE 650 EXT TANKS

2976.0

19344.0

Figure /-15 (Sheet 2 of 2)

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F-105 THUNDERCHIEF

47

The Hallicrafters QRC-l 28 jamming equipment took the place of the rear ejection seat in the Combat MARTIN F-I05Fs. Thus, the rear crew member was referred to as "Colonel Computer." The large blade antenna atop the rear fuselage was the only external change to the Combat MARTIN Thuds. ( Lt. Col. Barry Miller)

southern North Vietnam. These spread the ECM coverage. And flywere still night missions and very ing above the undercast usually hazardous, but required no inflight gave the pilots no warning of a refueling since RP 1 was within SAM launch until it broke through close range of Korat. Another mis- the cloud deck. And by then it was sion tasked to the Raiders was that too late for evasive action. of Pathfinder. Known as COMMANDO NAIL PAPA, a pair of Raider In 1968, the Ryan's Raider mission F-1 05Fs would lead a standard day- ceased and all remaining aircraft light formation of 16 aircraft on a assets were incorporated into Wild mission where the weather was Weasel squadrons, flying regular known to be not conducive to visu- Sam-suppression missions. Howeval bombing rules. er, even with its limited systems and crews, the mission of Ryan's Although successful, the Pathfinder Raiders was deemed a success, and missions left themselves open to led to future deployments of SAM attacks, since the formation F-111 A one plane/one target mishad to spread out to obtain an sions, as well as night interdiction acceptable bomb pattern. But missions flown by the F-4D spreading the formation also equipped 497th TFS "Night Owls."

48

..WARBIRDTECH

Known serial numbers of Ryan Raider aircraft include: 62-4419, -4429 (lost 15 May 1967),63-8263, -8269 (lost 12 May 1967), -8274, -8275, -8276, -8277, -8278, -8293, -8312, -8346 (lost 4 October 1967), and -8353. Combat MARTIN F-l OSFs Developed during the same period as the Ryan Raiders F-105Fs was a small project known as Combat MARTIN. The MARTIN F-105Fs were modified for an entirely different mission during the Vietnam Warairborne jamming of North Vietnamese communications. At least 13 F-105Fs, all of which were originally WILD WEASEL Ills, were modi-

fied for the MARTIN mission. The ejection seat in the rear cockpit was completely removed, including all wiring and hardware. In its place went a Hallicrafters QRC-128 jamming system that blocked communications between the North Vietnamese air defense ground controllers and the MiG interceptors. The crews referred to the "operator" in the rear cockpit as "Colonel Computer." Externally, a MARTIN F-105F could be distinguished by the single large blade antenna mounted on the fuselage spine just aft of the

rear cockpit. And of course, by the (seemingly) empty rear cockpit area, if a North Vietnamese pilot got close enough to see. Although the primary mission of the MARTIN aircraft was airborne jamming, the aircraft retained its complete weapons delivery functions. Once the airplane was inbound over North Vietnam, the pilot turned "Colonel Computer" on, and then returned to the normal mission requirements of the rest of the strike force. MARTIN air-

craft were assigned to both combat wings in SEA, flying into early 1970 with the 355th. When the 355th stood down in November 1970, the MARTIN aircraft were returned to WILD WEASEL configuration, and brought up to F-105G configuration. Only one Combat MARTIN airplane was lost, F-1 05F #63-8337, which was shot down on 15 April 1968. Known serial numbers for Combat MARTIN F-105Fs include: 62-4432, -4435, -4443, -4444, 638268, -8280, -8291, -8318, -8336, and -8337.

One of the F-1 05F Combat MARTIN aircraft near a tanker on the way home from North Vietnam. Combat MARTIN aircraft jammed North Vietnamese radio traffic between the ground controllers and the MiG interceptors. The aircraft also carries an ALQ-87 ECM pod and an empty bomb rack. (U.s. Air Force)

-~--==--

--~-

When the war started to wind down after the late 1968 bombing halt, many of the Combat MARTIN F-1 05Fs were transferred to other squadrons still flying the F-1 05. This Combat MARTIN F-1 05F is assigned to the 561 st TFS at McConnell AFB in 1970, and was modified to F-1 05G status prior to deployment during the LINEBACKER operations. (Courtesy of Joe Bruch)

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49

WILD WEASEL EF-l OSF In late Spring 1965, Air Force RF-1 01 C Voodoo reconnaissance aircraft began seeing something under construction at various places in and around Hanoi, North Vietnam. Something very ominous and familiar-concrete pads in the shape of a star. USAF photo interpreters recognized the shape from similar construction found in Cuba in October 1962-surface to air missile launch sites, commonly called SAM sites. The first SAM went into operation in early Summer 1965. On 24 July, a flight of four F-4Cs from the 47th TFS, came under attack by three Soviet-built SA-2 GUIDELINE surface-to-air missiles. The sudden SAM attack was completely with-

out warning from any friendly air- These pods could be carried by any craft monitoring the area, and fighter aircraft in the inventory. One resulted in the destruction of one of the first operational pods was of the F-4Cs and damage to two of the QRC-160-1, standardized as the remaining three aircraft. This ALQ-71. This pod jammed the Sovinew threat was immediate and et tracking radars, including the deadly. The Air Force had to FAN SONG radar used to guide the counter this new threat immediate- SA-2 SAM. Another pod that saw ly, lest the tide of the air war against extensive use by F-105 crews was North Vietnam be suddenly the QRC-160-2, or ALQ-72, which reversed. The Air Force answer to jammed the NVAF fighter fire conthe SAM threat was two-fold: 1) trol radars. The problem with both Defensive jamming pods that could pods was that they were low in be carried by fighter aircraft. 2) A power, and had to be used in multidefense suppression aircraft had to ple numbers to be effective. Both be developed that could not only pods went operational in 1966. In identify the threat, but warn the 1967, 7th AF ordered that no F-1 05s other aircraft in the area, and then would enter North Vietnamese air space without at least one of the . attack the threat as well. pods. The Air Force developed the electronic countermeasures (ECM) pod The aircraft for the defense supfor the airborne jamming problem. pression mission was a different

The F- 705F was chosen to replace the F-7 OOF as the primary SAM suppression aircraft in Mid- 7966. "Wee Marie," a 44th TFS EF-7 05F, has an unusual weapons load of two AIM-9 Sidewinder missiles on the left wing pylon. The EF- 705F was very capable of mixing it up with the North Vietnamese MiGs, scoring a couple of kills during the war. (U.s. Air Force)

50

WARBIRDTECH ..

-

=~~~~~~~~--~---------------

- - --

story. Where the ECM pods had been under development since the early 1960s, there was no suppression aircraft in the planning stages. The Air Force immediately started a crash program to develop such an aircraft following the disastrous SAM attack on the F-4Cs. The aircraft chosen was the two-seat F-1 OaF Super Sabre. The F-1 OOF was chosen primarily because a defense suppression aircraft needed a twoman crew-one man to fly the airplane, a second to monitor the systems. And F-1 OaFs were reasonably plentiful. The project was called WILD WEASEL.

deployed to Korat on 21 November 1965, slightly over four months after the first SAM attack against an Air Force aircraft. However, althoug h the F-100F worked 'well, and the systems worked almost perfectly, the Super Sabre itself presented a problem. The F-100F was much slower than the F-10SD strike aircraft. Thus, the entire strike force had to fly at a lower speed than needed, so as not to ru n away from the F-100F Weasel. The obvious answer was to install the same, or similar systems in an F-1 OSF two-seat attack/trainer aircraft.

Now the defense suppression aircraft was compatible in performance with the strike aircraft they were protecting. Plus the F-10SF had all the weapons capabilities of the other aircraft in the strike force, if needed. On 8 January 1966, the Air Staff ordered the F-10SF as the follow-on aircraft in the Wild Weasel program. Initially (albeit unofficially), the aircraft was designated EF-1 OSF. The modifications took place under Project WILD WEASEL III. The EF-10SF had the same systems installed as in the F-1 OaF: the ATI Vector IV RHAW system, production

Into the F-100F went several new systems developed by Applied Technology Inc. (ATI). The first item installed was a radar homing and warning (RHAW) system, called the Vector IV. The Vector IV mon itored the entire spectrum of North Vietnamese radar frequencies. Next was the IR-133, panoramic scan receiver that indicated what type of threat the Vector IV had spotted, for example, GCI, AAA, or SAM radar. Lastly, a WR-300 Launch Warning Receiver (LWR) was installed. It had been discovered that the Fan Song radar frequencies increased in strength just prior to launch of the SA-2. The WR-300 monitored that frequency, and indicated a "LAUNCH" by a red light on a threat display panel in the rear cockpit. The F-100F Wild Weasel aircraft Captains Warren Kerzon and Scottie Mcintyre in front of their 44th TFS EF-I05F Wild Weasel III Thunderchief. The Thud carries a "standard"Wild Weasel ordnance load of two AGM-45 Shrike ARMs and a pair of SUU-30 cluster bombs. The diamond-shaped antennas around the nose are for the APR-25 RHAW system. (Warren Kerzon)

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In 1968, the EF-1 05Fs received the first of the next generation ARM, the General Dynamics AGM-78A Standard ARM. The Standard ARM had a range of up to 60 miles. This 357th TFS Weasel Thud sits "cocked and ready" on the Takhli ramp with a full load of ARMs-2 Shrikes and a single AGM-78A. (U.s. Air Force)

The weapon commonly used by the Wild Weasel crews was the Navy-developed Texas Instruments AGM-45 Shrike ARM. The Mach 1.5 Shrike had a 1451b warhead, filled with 20,000 steel fragments. The seeker head "homes in" on the enemy radar source, and follows it right down to the signal source. (John Julian)

designation AN/APR-25(V), the IR-133C panoramic scan receiver, and the WR-300 LWR, designated AN/APR-26. Externally, the new APR-25(V) antennas were installed under the nose on the forward side of the strike camera fairing, and as three small "tit" antennas in front of the nose wheel bay, and in a small

S2

fairing on the trailing edge of the vertical fin tip. The IR-133C antennas appeared as small wedge antennas around the nose, not to be confused with the larger AZ-EL antennas of a different system. The APR-26 LWR antennas could be seen in a small blade antenna under the fuselage, and in the

..WARBIRDTECH-

APR-25 vertical fin fairing. The APR-25/26 system was installed on virtually every aircraft that flew into North Vietnam. On 28 May 1966, the fi rst fou r EF-1 05F Wild Weasel III aircraft arrived at Karat. Initially, they were integrated into the same flights

Following the bombing halt called by President Johnson on 31 October 1968, many Wild Weasel EF-105Fs drew standard bombing missions against targets in South Vietnam or along the Ho Chi Minh Trail. "Half A Yard," a 44th TFS EF-1 05F, is armed with eight Mk 82 500lb LDGP bombs for a mission into Laos in 1970. (U.s. Air Force)

and missions with the F-l00F Wild Weasel I aircraft, flying their first mission on 3 June. On 6 June, an EF-l05F led the F-l05 strike force for the first time. And the next day, the EF-l 05F Weasels scored their first kill-a GCI radar in southern North Vietnam, RP 1. The EF-l05F also had a new weapon-the Texas Instruments AGM-45 Shrike anti-radiation missile (ARM). The Shrike was a solid fuel rocket, with a 1451b warhead filled with small steel projectiles. Traveling at Mach 1.5 above the launch speed of the EF-l 05F, the Shrike ARM "homed in" on a threat radar, traveling back down the beam to the emitter source. The Shrike usually had a proximity fuse to explode near the target, without impacting. The Shrike deployed to

SEA in early 1966, and was operational with the F-l00F Weasels on 18 April. Now the Wild Weasel teams could not only "see" the threat, they could attack it with a reasonable degree of success, as long as the threat radar stayed on the air. Many of the F-l 05Ds were also Shrike-capable, and it wasn't unusual to have a Wild Weasel flight made up of two EF-l05Fs and two F-l 05Ds. The F would find and target the threat, and the Shrike-armed D would take it out. On 11 July 1966, the F-l00F Weasels were withdrawn from action. From that date until October 1972, all Air Force defense suppression missions, code-named IRON HAND, were flown by Wild Weasel F-l 05s.

Both combat wings, the 388th at Korat and 355th at Takhli, had Wild Weasel detachments which eventually evolved into full squadron service. By mid-summer 1966, Wild Weasel EF-l05Fs numbered about 11 aircraft and 25 crews. However, between 6 July and 17 August, five of the electronic fighters had been shot down. It was easily the most dangerous mission ever developed. Fly around in enemy air space, "trolling," make a target of yourself, then try to defeat an enemy that already had the advantage of surprise, before he shot you down. Statistically, it was impossible for a Wild Weasel crew to survive the 100 mission tour. Changes in every area brought the loss rates under control. The EF-l05F had the Republic "quick

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F-105 THUNDERCHIEF

S3

T. O. IF-I05G-2-10 TRIM SWITCH e;---r,s;t\\--lP ITCH AND ROLLI

FREEZE BunON NOSE WHEEL STEERING RANGE SCALE BunON AFCS EMERGENCY DISCONNECT LEVER

DETAIL ( CONTROL STICK GR IP
I.~

"

ALR-.16 CONTROL INDICATOR UNIT

\J.!..!.._--

HSI lHORIZONTAL SITUATION INDICATOR)

~

STANDBY INDICATED AIR SPEED INDICATOR

~~~~~~~==;~

CLOCK

/I'

roii-7~T;;:;;,;~-lIF==~-- APR-35/ALR-46

ALR-46 ;.;;AS~-i;=:::;:;::::::;t~~~~7tit"""" LIGHT

CORRELATE PANEL

AGM-78B MI SSILE CONTROL PANEL

'----'--r'.--AGM-78B HEAD POSITION METERS

REMOTE CHANNEL INDICATOR

ALR--31 CONTROL PANEL

APR--35 REMOTE CONTROL UNIT

APR-35 PANORAMIC INDICATOR

ALR-.16 AUD 10 MANAGENENT UNIT

DETAIL

B

AFT MAIN INSTRUMENT PANEL (TYPICAL ARRANGEMENn

Figure 2-4. Cockpit Location (Sheet 2 of 4)

Both Pages: The rear instrument panel for the Wild Weasel F-l 05F/G was extensively modified from the original trainer version. Almost all the flight and engine instruments are removed and replaced with the various Radar

S4

..WARBIRDTECH..

T. O. IF-I05G-2-8

p-~~_TRIM

SWITCH (PITCH AND ROLLI

BOMB ROCKET

FREEZE

NOSE WHEEL STEERING RANGE SCALE BunON

BUTTON

AFCS EMERGENCY DISCONNECT LEVER

PITCH AND ROLL FORCE .SWITCH HOUSING

DETAIL

D

CONTROL STICK GRIP (TYPICAL BOTH COCKPITS)

w-_--CLOCK

REMOTE CHANNEL INDICATOR FUEL FLOW INDICATOR

TACHOMETER

OIL PRESSURE

ENGINE TEMPERATURE INDICATOR PROGRAMMER

DETAIL ( AFT MAIN INSTRUMENT PANEL (TYPICAL ARRANGEMENTI

Figure 2-1.

Cockpit Location Diagram (Sheet 2 of 4)

Homing And Warning (RHAW) scopes in the upper middle of the panel, as well as the Threat Display Units, actually various lighted switches, that indicate what type of threat has been received. (U.s. Air Force) REPUBLIC

F-105 THUNDERCHIEF

55

The F-7 05G was an effort on the part of Republic to internalize the 7th AF requirement that all F-7 05s with missions into North Vietnam, had to carry at least one ECM pod. The G model had a pair of ALQ- 707 pods mounted to the fuselage sides under the designation QRC-380. This F-7 05G is assigned to the 77th Wild Weasel Squadron at Korat during 7972. (Doug Remington)

fix" that locked the stabilizer in position if hydraulics were shot out. Tactics changes included greater use of "terrain masking," using the nearby landscape as a shield between the airplane and the target radar, and maneuvers that forced the SAM out of its performance envelope. The intensity of the training in Willie Weasel College at Nellis AFB, was much greater than what the Wild Weasel I crews went through. One major change was the basic mission in SEA. The Weasels were developed as a "hunter-killer team" which would roam out in front of the strike force "trolling for SAMs" and attacking any that they encountered. Now the Weasels flew strictly as escorts to the strike

56

force, attacking only those SAM sites directly in the path of the strike force.

In late 1966, 000 began development of a new anti-radar missile for use by IRON HAND crews in both the Navy and Air Force. Based The aircraft weapons systems were on the Navy Standard Missile, a constantly upgraded. The ER- 142 ship-launched surface-to-air misreplaced the IR- 133. The AZ-EL sile, General Dynamics combined antennas were re-designed for the seeker head from a Shrike better corrosion control. The North ARM, with the Standard Missile. American Aviation SEE-SAMS was This was the original Standard replaced by the Loral QRC-31 7A ARM Mod 0, or AGM-78A. The unit, standardized as ANI ALR-3 1. AGM-78A had a range of up to 60 Externally, the addition of the miles, and could be equipped with QRC-317A systems required a various seeker heads for different redesign of the wingtips, with an threat radars. A special launch rail, antenna fairing replacing the the LAU-80A/-80B, had to be wingtip lights, which were moved developed so that an EF-10SF to the wingtip leading edge. Final- could carry the much larger misly, in June 1967, Headquarters u.s. sile. By mid-1967, six EF-1OSFs had Air Force disapproved of the term been modified to carry and launch "EF-l OSF," and all Weasel Thuds the l,3S01b Standard ARM. All remained just F-1OSF WW-Ills. were assigned to the Takhli wing.

WARBIRDTECH

-

With all the underwing stations open for ordnance carriage, the F-I05G had the ability to carry up to four Shrikes on a LAU-34 dual launcher, and two Standard ARMs. This F-l 05G is one of the 561st TFS aircraft rushed to SEA to support the B-52 operations during Operation LINEBACKER in 1972.

(Doug Remington)

F-l OSG Wild Weasel During the late 1966 to early 1967 period, the Weasels' standard ordnance load would be a pair of Shrike ARMs on the outer wing stations, a pair of CBU-24/B cluster bombs on the inboard wing stations, and a 600 gallon centerline drop tank. This varied often, and many times the centerline tank was replaced with a MER full of bombs, with two 450 gallon wing tanks. But

in 1967,7AF ordered that all F-105s tasked with a mission into North Vietnam were to carry at least one ECM pod, including the Wild Weasel EF-1 05Fs. Not only did the ECM pods take up valuable ordnance positions, but they often jammed the EF-1 05F receivers as well as the enemy radars. Republic, the Air Force, and Westinghouse worked together to come

up with an answer to the dilemma of meeting 7th AF orders and still carry a normal weapons load. It had to be an immediate fix as the Standard ARM missile was about to be deployed, which would take up still another weapons station. The answer was to bring the ECM pod inside the aircraft. Westinghouse split an ALQ-101 ECM pod, installing the components in two half-pods attached to the fuselage

An F-l 05G assigned to the 66th Fighter Weapons Squadron at Nellis AFB in 1973. The 66th FWS evolved from the original Wild Weasel training unit, the 4537th FWS, commonly referred to as "Willie Weasel College."The 66th FWS "attacked" Red Force radars in Red Flag exercises. (Mick Roth)

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F-105 THUNDERCHIEF

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T. O. IF-I05F-2-2S-48

BOTTOM VIEW RIGHT- HAND SIDE

Refer to T. O. 1-1- 24 for application-and testing of 6. Add I-inch width of rain erosion coating to leadrain erosion finish of plastic radome. ing edge of ventral fin starting at bottom of fuselage station 565.00 to bottom of ventral fin assembly and proceeding aft to station 596.37. Refer to 2. Add an additional coat of aluminized lacquer to T. O. 1-1- 24 for application. This is done prior area at right fuselage, station 42.62 to 89.12 and to painting ventral fin with two coats of CP 505, from 20 inches below the horizontal centerline of Color NO. 602 (Light gull gray), ANA Bulletin the aircraft following the bottom periphery of the 157, manufactured by R L. Car lisle Chemical aircraft upward to a point 2.76 inches above botand Manufacturing Co., Brooklyn, New York. tom of access door FFl. Exclude that area of left fuselage extending from the aft sides of 7. On aircraft modified by T. O. IF-I05F-516 or T. O. access door FFl, station 68.50 and extending IF-I05F-522 or T. O. IF-I05-982C, apply rain downward 20 inches from the top of painted area. erosion coating to the two flush mounted antenna covers mounted on the left and right sides of hinged nose assembly at station 46.5 and to the 3. Add an additional coat of aluminized acrylic lacantenna fairing mounted between stations 37.5quer to area on right fuselage at station 164.00 to 61.5 at bottom of fuselage. Refer to T. O. 1-1-24 194.00, extending downward from edge of windfor application. shield frame 11 inches.

1.

4.

Add an additional coat of aluminized acrylic lacquer on fuselage bottom from station 297.50 to 304.50, extending the width of the bomb bay doors.

8. On aircraft modified by T. O. IF-I05F-540 apply rain erosion coating to the ANIALR 31 antenna covers mounted on the left and right wing tips. Refer to T. O. 1-1-24 for application.

5.

Add an additional coat of aluminized acrylic lacquer on fuselage bottom from station 525.00 to 550.00. The width should extend from outboard edges of access doors FFI08 and FF54 to FFI07 and FF43.

9.

Figure 1-31.

58

On aircraft modified by T. O. IF-I05F-550 apply rain erosion coating to the forward and aft transmitting antenna and center receiving antenna radomes of ALQ-I05 POD on the left and right hand side of the aircraft. Refer to T.O. 1-1-24 for application.

Corrosion Protection - Forward Fuselage Exterior Surface (RH Side)

WARBIRDTECH

-

T. O. 1F-I05F-2-2S-48

SEE DETAIL A

SEE DETAIL F FF243(LH)

SEE DETAIL

SEE DETAIL B FF237(LH) FF238(RH)

SEE DETAIL D FF239(LH) FF240(RH)

SEE DETAIL

\ FF233(LH) FF234(RH)

SEE DETAIL A

SEE DETAIL C

FF235(LH) FF236(RH)

SEE DETAIL E FF246 (RH ONLY)

A

FF241(LH) FF242(RH) SEE DETAIL B

VIEW LOOKING INBOARD - LH SIDE (SHOWN) VIE W LOOKING INBOARD - RH SIDE (OPP)

ALQ-I05 GENERAL NOTES. 1.

This application figure is to be used in conjunction with figure 1-39, "Procedure For Applying Form-In-Place Seals"

2.

Shaded areas show where parting agent and sealant are to be applied per individual details.

3.

After sealant has cured install camloc retaining rings. Check retaining ring for proper installation. Bent or damaged rings shall be replaced. Ring tines must be engaged properly in camloc stud slots. (Work stud back and forth several times to check stud retention. ) Torque fasteners (camloc studs) to 25 - 30 inch pounds. Do not use impact tool to torque fasteners.

4.

On hinged fairing sections install horizontal row of fasteners first anti then install fore aJld aft fasteners.

Figure 1-40. ALQ-I05 Fairing Installation ,Sealant Application (Sheet 1 of 8)

Both Pages: The ALQ-l 05 (QRC-380) was the Republic answer to the 7th AF order that all F-l 05s carry ECM pods whenever entering North Vietnamese airspace. Republic and Westinghouse split an ALQ-l 0 1 ECM pod in half, and mounted each "half" on the outside of the fuselage above the bomb bay. Installation of the ALQ-l OS, plus the ALR-31 and AGM-78 Standard ARM capability, created the F-I05G Wild Weasel. (U.s. Air Force) REPUBLIC

F-I05 THUNDERCHIEF

S9

sides. The modification was known as QRC-380, standardized as ALQ-1 05. Additionally, the early APR-25/26 RHAW systems were upgraded with the APR-35/36 RHAW system, and the inclusion of the Loral ALR-31 SEE SAMS unit. The Air Force designated the new aircraft as the F-1 05G. All previous upgrades and weapons improvements were incorporated into the F-1 05G. This included the upgraded AGM-78B (Mod 1). The normal ordnance load for the G model was a

pair of Shrikes on the outer stations, a single AGM-78 on the right inboard station. Under the left wing was a single 450 gallon drop tank, as well as the 600 gallon centerline tank. Now the F-105G not only had greater ECM capability, but both the ordnance load and the necessary refuel range, or "loiter time," was increased. Sixty-one F-1 05F Wild Weasel III aircraft were converted to F-105G standard. The first F-105Gs reached the combat squadrons in April

1968, but the first G models with the QRC-380 equipment weren't ready until 1971. However, President Johnson's 1 November 1968 bombing halt ended most of the high-risk Wild Weasel missions into RP 5 and RP 6. This allowed 7th AF time to achieve two goalsreequip the Weasel squadrons with F-105G aircraft, and replace the dwindling Republic F-105D strike force with the new McDonnell Douglas F-4E Phantom II. The transition of the 388th TFW at

---=---

-

-

-

When the 561st TFS returned from operations in SEA, the squadron was attached to the 35th TFW at George AFB, where the crews practiced defense suppression tactics prior to conversion to the F-4G Advanced Wild Weasel. Under the left wing is a SUU-20 practice bomb dispenser. (Jerry Geer)

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ow

The only Guard or Reserve unit to have an F-1 05 Wild Weasel mission ~as the 128th TF5, Georgia ANG at Dobbins AFB. The aircraft of the 128th TF5 were all ex-35th TFW F-105Gs that were transferred into the Guard beginning in

1978. (Lindsey Peacock) Korat into F-4Es began in October 1968. At the same time, the 44th TFS, the Weasel unit at Korat, was transferred to the 355th TFW at Takhli, the sole remaining F-105equipped unit in SEA. Missions escorting reconnaissance aircraft into North Vietnam, and as an escort to gunship activities near the North Vietnamese borders, were flown well into 1970. However, President Nixon began his Vietnamization program at that time, which would bring many units home.The 355th TFW was inactivated on 10 December 1970, and the remaining Wild Weasel aircraft were transferred back to Korat, first as the 6010th Wild Weasel

Squadron, then a year later as the 17th WWS. The 17th WWS was the lone remaining F-105 unit in the war. When the North Vietnamese launched their Easter Offensive on 31 March 1972, President Nixon ordered a resumption of the bombing campaigns against North Vietnam, which had been halted since late 1968. But the only defense suppression aircraft available was the few remaining F-105Gs of the 17th WWS. The squadron was below strength due to combat and operational losses. Fourteen aircraft had been lost escorting photo and electronic surveillance missions that

took place after the bombing halt of 1 November 1968. With the resumption of the air war over North Vietnam under Operation LINEBACKER, Wild Weasel operations were strained to the limit. The Air Force answered their needs by transferring a number of F-105Gs into the depleted inventory of the 17th WWS. They also ordered Det 1 of the 561 st TFS, to take their F-105Gs to Korat. This was augmented with a detachment of 67th TFS F-4C Wild Weasel IV aircraft. Even with the increase in aircraft and crews, it was not uncommon for the Wild Weasel aircraft and crews to fly four mis-

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F-105 THUNDERCHIEF

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A 128th TFS, Georgia Air National Guard, F-1 05G wears wrap-around camouflage on the ramp at Eglin AFB in June 1982. By this time, the F-1 05G had both the ALR-31 and AZ-EL systems deleted in addition to the strike camera under the nose. Under the right wing is a blue and white practiCe Shrike ARM without a rocket motor, but with an active seeker head. (Terry Love)

The North Vietnamese also resort- knew that as soon as they turned ed to mass launchings of SAMs on their tracking radar, a Shrike or against the B-52 strike forces, which Standard ARM would be on its During the LINEBACKER II cam- numbered up to 100 aircraft. The way. It was then that the North paign that began on 18 Decem- B-52, being very large and not too Vietnamese began launching ber 1972, the Weasels went back maneuverable, was an easy target SAMs sporadically, exploding to their original design mission, for the multitude of SAMs that them at the altitude of the strike that of "hunter-killer teams." The were being launched. On 20 force with proximity fuses. There Wild Weasel flights were made December, the North Vietnamese was little the Wild Weasel crews up of a pair of F-1 05Gs and a launched some 220 SAMs against could do about such a desperate pair of F-4Es. The F-105G "hunt- the B-52 force attacking Hanoi, measure, except to take out the ed" the threat, and the F-4Es shooting down six of the big SAM site after a launch had been would take it out. This effectively bombers. Five more went down observed. Four more B-52s went doubled the size of the Wild over the next two days and nights. down before President Nixon Weasel force. However, even the However, between the greater use halted LINEBACKER II operations best efforts of the Weasels could of the B-52 onboard ECM equip- on 29 December. The North Vietnot counter the vastly increased ment, and going to the Wild Weasel namese had had enough, and North Vietnamese defenses. "hunter-killer team" concept, the they went back to the Paris Peace After all, they'd had three full losses abated. No further B-52s Talks on 2 January 1973. years to build up an already were lost until 26 December. impressive array of defenses, With the end of the war in including at least four times as On 26 December, the North Viet- August 1973, the remaining Wild many SAM sites. The Weasels namese began firing SAMs with Weasel assets were returned to were simply overwhelmed. little or no radar guidance. They the United States. The 561 st TFS

sions a day-two in daylight and two more at night.

62

WARBIRDTECH

F-105Ds carry the Operation DESERT STRIKE Olive Drab bands around the rear fuselage, as they sit on the ramp at Anderson AFB in 1965. The aircraft, assigned to the 23th TFWat McConnell AFB and fresh from DESERT STRIKE, are en route to Takhli AB in Thailand for combat operations. (Courtesy of Joe Bruch)

returned to McConnell AFB on 5 September 1973, and were promptly transferred to the 35th TFW at George AFB. The 17th WWS came home one year after the 561 st TFS, with their aircraft and crews becoming the 562nd TFS at George AFB. Their mission was a training one at George, where they brought new Weasel crews into the world of SAM suppression. The new crews would eventually fly the F-4G Advanced Wild Weasel.

By 1978, enough F-4Gs were available to allow the Air Force to begin the phase out of the F-1 05G. The last Tactical Air Command F-105G mission was flown from George AFB on 27 June 1980. All remaining F-105Gs were transferred to the 128th TFS, Georgia ANG at Dobbins AFB, Georgia. The aircraft went through a number of changes as they went into Guard service. The ALR-46 upgrade replaced the older ALR-31 that had been in service for well over 10 years now. The ALR-31

wingtip antennas were removed and replaced with standard F-105 wingtips, and the AZ-EL antennas were removed from the nose. The F-105Gs served with the 128th TFS at Dobbins until their final retirement on 25 May 1983. The last chapter had been written. During the Vietnam War, F-1 05F losses totaled 51 aircraft, including three Ryan's Raiders, one Combat MARTIN, and eight F-105Gs lost during LINEBACKER operations in 1972.

When PEACH Flight landed at Dobbins AFB, Georgia on 25 May 1983, it signaled the end to the F-1 05 Wild Weasel era. The last aircraft to land bore these special ''good-bye'' markings, including the logo "Thuds Forever" on the upper right wing and both drop tanks. Interestingly, the "Iast flight" aircraft is not a Wild Weasel aircraft, but a F-105F trainer. (Courtesy of Marty Isham)

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F-I05 THUNDERCHIEF

63

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THE THUD IN COLOR COLORS AND MARKINGS OF THE

F

or all intent and purpose, the F-10S series came in basically two colors-silver and jungle camouflage. When the F-10S initially came off the assembly line, they were all in natural metal scheme, with prominent national and U.S. Air Force markings. But Project LOOK ALIKE, which began in June 1962, had all F-10S aircraft painted with a silver lacquer, sealing all compartments against corrosion. The national markings were unchanged. Markings of the Thunderbird aircraft were applied over highly polished natural metal.

F-105

Beginning in 1966, tail codes began to be applied. At first, the codes were/small geometric symbols and letters, usually painted on the upper part of the vertical fin. But Air Force soon adopted a uniform set of two letter tail codes, which were applied in 24in white or light gray block letters on the fin. Directly below the code letters was the serial number in lSin white letters. These markings did not change throughout the rest of the F-10S service life, although the color was changed to black after the war.

After the end of the war, F-10Ss began receiving a new tactical camouflage, reflecting possible future operations. One scheme was the Europe One camouflage, which replaced the tan with dark gray; while another was in multiple browns and tan, to reflect a possible Middle East mission. All these new schemes, including those that remained in the original SEA scheme, were in a wraparound motif, meaning the undersides were camouflaged as well.

There were minor variations in the A war in Southeast Asia changed the actual camouflage. Several aircraft vibrant colors of the F-10S to a drab had the pattern "reversed," for examcamouflage of two greens and a tan. ple, the olive green and tan colors Beginning in 1965, the upper sur- changed position. In 1967, the airfaces were camouflaged in dark craft of the Ryan's Raiders, wore a green, olive green, and tan; with a camouflage of tan and gray-green light gray underside. The markings on the undersides for their night were subdued, with a lSin national mission. The upper surface was insignia, and only a small black unchanged. "USAF" and serial number on the tail. No unit markings were applied.

Unit markings were kept at a minimum, usually amounting to a small color band either on the tailor around the nose. But "nose art"abounded, especially in the combat units. Even after the war ended, this "art" could be found on many of the remaining F-1 OSs.lt was part of the story of the THUD

In 1967, several F-1 05Fs were modified for a night mission into North Vietnam. They were known as Ryan's Raiders, and had their undersides camouflaged with tan and SAC gray-green. All Ryan's Raider aircraft were assigned to the 44th TFS at Korat. (U.S. Air Force)

65

All F- 705Bs were delivered in natural metal to Air Force crews. The green and white nose and tail bands indicate an aircraft from the 335th TFS "Chiefs" at Seymour Johnson AFB. (Merle

Olmsted)

F- 705s assigned to the Armament Development and Test Center at Eglin AFB, wore this distinctive overall gloss gray paint scheme, and were used for flight tests of various ordnance and electronic packages.

(Tom Brewer)

During the u.s. Bicentennial celebration which took place in 7976, many aircraft in all branches of the service wore special patriotic markings. This F- 705B from the 747 st TFS, New Jersey ANG was specially chosen because its serial ended in "76."

(Dave Ostrowski)

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WARBIRDTECH

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In 7965, the Air Force ordered that tactical camouflage be applied to all F-7 05s operating in Southeast Asia. "Sittin' Pretty," an F-7050 from the 469th TFS at Korat in 7966, wears the new camouflage of dark ,green, olive green, and tan, over a light gray underside. No tail codes were worn at this time. (APB)

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"My Karma," an F-7050 assigned to the 466th TFS, AFRes, wears a wrap-around scheme called EUROPE I. The tan is replaced with dark gray, and all markings are in black, including the national insignia. (Frank MacSorley)

Following the end of the war in Southeast Asia, Air Force planners began drawing up scenarios for a possible European conflict. For this scenario, many F- 705s wore a "wraparound"SEA camouflage scheme of greens and tan. This F-7 050 is assigned to the 466th TFS, Air Force Reserve in 7982. (Terry Love)

67

The second unit outside the United States to convert to the F- 705 was the 49thTFWat Spangdahlem AB, Germany in October 7967. This 49th TFW F-7 050 is sitting next to a 49th TFW F- 7000 during an Open House in May 7962. The aircraft still retains its natural metal finish, which was replaced with the LOOK ALIKE silver paint in the summer of 7962. (Roger Warren)

When the F- 705 was completely phased out of active Air Force service, the Kansas Air National Guard took over the primary F- 705 crew training mission, supplying pilots for both Guard and Reserve squadrons flying the F- 705. This F- 7050 is assigned to the 72 7TFTS, Kansas ANG, based at McConnell AFB in August 7975. (Bill Malerba)

Nine F-7 05Bs were sent back to Republic in 7964, and converted for use by the U.S. Air Force Thunderbirds. Their natural metal skin was highly polished, and carried the distinctive Thunderbird motif on the underside of the fuselage and wings. (U.s. Air Force)

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GOING

WNTOWN

THE THUD IN SOUTHEAST ASIA

he first F-l05s deployed to Southeast Asia five days after the Tonkin Gulf Incident. Eight F-l05Ds from the 36th TFS went from their home base at Yokota, Japan, to Korat Royal Thai Air Base on 9 August 1964. Their stated mission was to CAP any rescue attempt of pilots that might be downed in Laos. But unofficially, they were on station to supply air support for CIA operations. It was the start of a long, hard nine years of conflict for the F-l 05 crews.

en Thud to 39,000ft, "starved the fire" out, then brought the bird back to Korat. It was the beginning of the legend of the toughness of the F-l 05.

of combat between August 1964 and early 1966, when PACAF organized the two permanent F-l05 combat wings, the 355th TFW at Takhli, and the 388th TFW at Korat.

Six months after opening F-l05 operations from Korat, the 36th TFS went to Takhli RTAB, and began operations from that base. The Thuds would operate from these two bases until the end of the war. Squadrons from F-l05 units around the world, would rotate in and out of the two Thai bases. The 4th TFW On 14 August, Lt. Dave Graben sent two squadrons to Takhli under came under fire during a ResCAP of Operation TWO BUCK in August a CIA T-28 pilot. Pathet Lao 37mm 1965. The 23rd TFW operated two anti-aircraft fire hit Graven's Thud in squadrons from DaNang in August the engine, and started the airplane 1964, and both the 8th and 18th burning. But Graven took the strick- TFWs rotated squadrons in and out

Combat operations for the F-l05 squadrons remained in Laos throughout 1964. But on 7 February 1965, the war heated up. The Viet Cong attacked a U.S. base camp inside South Vietnam. President Johnson ordered the beginning of Operation FLAMING DART, which brought North Vietnamese targets under attack for the first time. Air Force F-l 05s hit the Dong Hoi Army Complex on 8 February in answer to the Viet Cong attack against the base camp. On the 10th, the Viet Cong

An F-1050 from the 469th TFS carries an AGM-45 Shrike ARM for use against SAM and AAA radars in May 1966. With Wild Weasel aircraft in short supply, oftentimes the Wild Weasel"hunter-killer" flight would be made up of a pair of EF-105F Weasels as the "hun ter,II and a pair of Shrike-armed F-1050s as the"killers." (U.s. Air Force)

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A trio of 355th TFW F-7 050s top off their tanks from a YOUNG TIGER KC-7 35A tanker. The first Thud to take on fuel would need to again take on fuel after the last Thud, as his tanks were already Iowa couple of hundred pounds.

(Col. Robert Amos) escalated the war again, attacking Qui Nhon and killing 23 U.s. personnel. That brought FLAMING DART II, an integrated attack against targets in the panhandle region of North Vietnam.

FLAMING DART" continued until 2 March 1965. On that date, President Johnson unleashed Operation ROLLING THUNDER. The idea was to strike targets inside North Vietnam from a target list, in an

attempt to slow the communist aggression in the south. The American air attacks would increase or decrease in response to communist attacks south of the DMZ. A 72th TFS F- 7050 taxi's to the active runway at Korat in 7965. The 78th TFW deployed two of its F- 705 squadrons to the war in late 7964, the 72th and 67th TFS. They were assigned to a "provisional" fighter wing, the 6234th TFW(Prov}. The only markings on these early camouflaged F- 7050s were the small serial on the tail, and a yellow band around the radome to indicate an aircraft from the 72th TFS.

(Courtesy ofTom Brewer)

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The name of this 357th TFS F-1 050 is "Negotiator," a fitting name for the only thing the North Vietnamese understood. Unfortunately, the F-105 crews weren't allowed to do their jobs throughout most of the war. (Doug de Vlaming)

~' 4'~

'The Grim Reaper," a 354th TFS F-1 050 sits "cocked and ready" in a Takhli revetment, for another strike against targets along the Ho Chi Minh Trail in 1969. The 355th TFW was the sole remaining F-1 05 unit in SEA to the time. (Doug de Vlaming)

1-1 -

The Joint Chiefs drew up a select list of targets in the area between the 17th and 19th Parallels. These targets included POL depots, storage areas, bridges, military barracks, ammo dumps, truck parks, etc. Both the Air Force and Navy would conduct the ROLLING THUNDER strikes. The Air Force would use the F-1 05 almost exclusively for the main strike aircraft against North Vietnam.

-

w--------l

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Although various individual squadrons tried several tail code systems, the official uniform tail code system began to make an appearance in 1967. The code letters were supposed to be in light gray 36622, but usually were painted in white. However, after the end of the Vietnam War, all tail codes began to be painted in black. (U.s. Air Force)

~=::~=='\-'I~'---~

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ROLLING THUNDER continued throughout 1965, and the two wings of F-105s bore the brunt of the missions. Both bases had "provisional" wings made up of TOY squadrons that rotated in and out on a timely basis. Korat was home for the 6234th TFW(Provisional),

with the 35th and 80th squadrons early in 1965. Later the 12th and 67th squadrons came in from Kadena. At Takhli, the 6235th TFW(Provisional) had the two 4th TFW squadrons, plus the 354th TFS. On 8 November 1965, the 355th TO 1-1-4

TFW began operations at Takhli, taking over the assets of the 6235th Provisional Wing. On 8 April 1966, the 388th TFW was organized at Korat, replacing the 6234th TFW, which had been conducting combat operations using F-105 and F-1 OOF Wild Weasel aircraft. For the next two years the F-1 05s from these two wings would operate almost daily against the sophisticated air defenses of North Vietnam. The TOY squadron personnel slowly rotated back "to the world." But the aircraft remained behind, flying thousands of hours of constant combat against radar-directed, anti-aircraft fire, surface-to-air missiles, and MiGs. And nowhere were the defenses heavier than in the area known as Route Pack 6. North Vietnam had been divided up into areas known as Route Packages, numbering from one to six heading north from the DMZ. The lower the number, the lighter the defenses. Route Package 6 encompassed the entire northeast section of North Vietnam, including the main port city of Haiphong and the capitol city of Hanoi. Besides the obvious targets within the port city, all the major rail lines bringing supplies from Red China were in RP 6. So were the main steel mills, airfields, and bridges.

D

GRAY No. 36622

Figure D-37.

I8888a

~

GREEN No. 34102

F-105 Aircraft Camouflage Pattern D-41

The Air Force began to use a tactical camouflage beginning in 1965, of two greens and a tan, with a light gray, almost white, underside. It was commonly known as the "Southeast Asia scheme." About one aircraft in every four had the green 34079 and tan 30219 reversed. The radome and exhaust were unpainted. (U.s. Air Force)

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But within RP 6 was the smaller zone known as RP 6A. This was the target-rich area immediately surrounding the city of Hanoi. And it was here that the heaviest defenses were encountered. Thousands of anti-aircraft guns, all radar-directed, and first dozens, then hundreds, of SAM sites wove an impenetrable ring around Hanoi, which was located in the basin of the Red River.

- - - - - - - - - -

In early 7964, aircraft from the 4th TFW deployed to Takhli as part of the 6235th TFW(Prov). Some of the aircraft were camouflaged prior to operations at Takhli. The two nearest F- 7050s are 336th TFS aircraft with a blue tail band and white dots. Both aircraft were lost to hostile fire in 7967.

(U.s. Air Force) The Thud drivers used the Red River almost every time they went "downtown" as a guide post. There was a small mountain range on the north side of the river just before the river widened out into the flats of the city. So heavy was the defensive array around Hanoi, and so many F-105s were shot down in this area, that the mountain range became known as Thud Ridge for all the F-105 wreckage that was strewn over it. But every day the Thuds went back into the thick of the defenses. They were loaded with a single MER on the centerline, usually having six 750lb M 117 General Purpose bombs. Sometimes they went carrying a pair of 2,OOOIb bombs under the wings, with a 600 gallon drop tank under the fuselage. Heavily fortified targets, such as the Paul Doumer Bridge, required 3,OOOIb bombs, which were carried on the outer wing stations. It was also the first use of

air-to-ground guided missiles, when the Thuds went north armed with AGM-12B Bullpups. Everything about the mission was hazardous. During the summer, the airplanes were so heavy with ordnance, that they often had to take off with near empty tanks, then immediately find a tanker before heading north. Over Laos, they again were refueled for the run 'downtown.' The Thuds penetrated North Vietnamese air space at about 600 knots and 1,500 feet alti-

tude. Anything slower or higher, brought you into the radar beams of the SAMs and AAA. Flying down the Red River, the pilots would light the afterburner for the run into the target, pitch up to between 3,000 and 4,000 feet, then bank over and dive on the target. That's if everything went right. Of course, the North Vietnamese were always moving their anti-aircraft defenses around, here one day, there the next. SAM sites were constantly springing up along the path

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T.O.1F-105B-33-1-1

e. The ejector rack contains an inflight lock which, when locked, will positively prevent weapon release even though the releasing force in the bomb rack is generated. The lock is solenoid operated and actuated in flight from the cockpit. It is spring loaded to the locked position. The inflight safety lock is pinned open when carrying non-nuclear stores. 1-14. MULTIPLE-EJECTOR RACK ASSEMBLY, INBOARD (figure 1-7). The centerline multiple-ejector rack, (hereafter referred to as the MER), consists of six individual 14-inch ejector racks mounted in groups of three forward and aft on a support beam which houses the controls and circuitry for operation of the MER. The control circuits consist of a stepper switch, timer, safety switch, release mode switch, homing switch, homing light, test switch, jettison relay current limiting resistors, and electrical connector. The release mode switch is ground set and functions independently of the cockpit sequence selector. This switch selects rocket firing or store release mode. The stepper switch is controlled automatically by the timer controls sequencing operation. The homing switch is used to recycle the MER prior to reloading and the homing light and test switch are used to indicate stepper switch position. The current limiting resistor and store jettison relay are used to simultaneously eject all unarmed stores. A safety switch is used to prevent accidental operation of the ejection or firing circuits during ground maintenance. a. The 14-inch ejector rack consists of an ejector gun, hooks (2), mechanical linkage, store sensing switch, nose-and-tail arming solenoids, sway braces, and manual cocking and release mechanism. Operation of the ejector rack occurs when the ejector gun breech impulse cartridge is ignited, and resultant high-pressure gas drives the breech assembly aft against a snubber spring. This action actuates hook linkage and opens the hooks, The high-pressure gas then drives the ejector gun piston downward to eject the store. Piston remains extended after store release. b. The inboard MER is basically the same as the centerline MER with the exception that inboard MERs carry only four 14-inch ejector racks whereas the centerline MER carries six 14-inch racks.

Figure 1-7. Multiple-Ejector Rack Assembly. Inboard

The Multiple Ejector Rack could be installed on either the fuselage centerline or on the inboard wing pylons. Each MER could hold up to six bombs, but the underwing MERs only had room for four bombs, due to clearance problems with the landing gear. (U.s. Air Force)

74

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A pair of 336th TFS F-7 05Ds ready to take on fuel over northern Laos prior to another ROLLING THUNDER strike in December 7965. Both aircraft carry four M 777 GP bombs and two 450 gallon drop tanks. SAC KC-7 35A tankers refueled both inbound and outbound strike aircraft over Laos or the South China Sea. (U.s. Air Force)

A trio of 355th TFW Thuds begin refueling prior to a strike against North Vietnam under Operation SKYPOINT I in November 7965. All three aircraft carry six Mk 82 500lb GP bombs with Snakeye retarding fins, and a pair of Mk 82s under the wings. The target is probably along the Ho Chi Minh Trail, requiring a low level attack. (U.s. Air Force)

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normally flown by the IIYankee Air Pirates" in their F-1 05s. And the North Vietnamese Air Force had a nice mixture of MiG interceptors, which could spoil your day. The MiG-17, -19, and -21 forces, although never a real threat to halting the air operations into RP 6, were nevertheless something one had to be wary of at all times. Especially when you were low and slow, with a full load of bombs.. An F- 7050 from the 73th TFS over Thailand in early 7966, shows off the "reverse" upper camouflage pattern applied to about one of every four F- 705s. The tan and olive green exchanged places in the reverse scheme. The idea was to not have exactly the same pattern on all the airplanes, which might catch the attention of the MiG pilots. (U.s. Air Force)

"Dixie Twister," a 469th TFS F-7 050, sits in one of the new revetments at Korat that were built in November 7966. The Thud carries six M 717 750lb GP bombs on the centerline MER, which was the standard ordnance load for an F-7 05 going "Downtown." (U.s. Air Force)

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T. O. IF-I05F-2-2

GROUND HANDLING Towing Procedure

1. MD·.! TOW BAR 2. CRANK 3. ARM(2) 4. CRANK 5. LOWER TORQUE ARM 6. STEERING ASSEMBLY 7. COllAR 8. TRUNNION 9. BAll-LOCK PIN 10. PIN (2) 11. LUG PLATE (2) 12. ATTACHING HARDWARE 13. ELECTRICAL CONNECTOR

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DETAIL

A

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TOW BAR ATTACHED TO STRUT

Figure 2-1.

Towing Procedure (Sheet 1 of 3)

Towing the F- 705D/F was accomplished by a tow bar attached to the nose landing gear, with cables attached to the main landing gear. (U.s. Air Force) REPUBLIC

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How good were the North Vietnamese defenses? In 1965, F-1 05 losses were 67 airplanes. And that was when the defenses were just getting organized. In 1966, the two wings together lost 117 F-105Ds, and 7 F-1 05Fs. 50 many F-1 05s were going down that the Air Force hurried the conversion of the two U5AFE wings to F-4Cs to free up their F-105s for the combat That great ace "Snoopy," flew "The Great Pumpkin" in the skies over North Vietnam in 1966. The "Pumpkin," a 469th TFS F-l 050 carries one of the early experimental tail codes as the pilot taxi's to the arming pits at Karat. The "Pumpkin" was shot down on 13 May 1966. (APB)

A trio of 355th TFW Thuds refueling over Laos in 1966. The target is obviously a hardened one, such as a bridge, as all three aircraft have two 3,000lb M 118 GP bombs under the wings. As with other 355th TFW aircraft at the time, the only squadron identifying marks were the blue and white tail bands for the 354th TFS. (U.s. Air Force)

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Up close and personal as an EF-l 05F hangs on the boom of a KC-135A tanker over Laos. During Operation LOOK ALIKE, both F-l 050s and Fs had the Boeing-designed receptacle installed, which was incorporated into the F-l 05 production run beginning with the 0-25. (Dennis Haynes)

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Armorers reinstall the loaded ammunition drum into the nose of a 335th TFS Thud at Takhli in 1965. The ammunition drum held a total of 1,028 rounds of 20mm ammunitionenough for about a 10 seconds burst! The ram air turbine is extendedjust under the ammo drum. (U.s. Air Force)

A 357th TFS F-1 050 taxi's to the active runway at OaNang in early 1966, following an emergency recovery after a mission into North Vietnam. The aircraft has two 450 gallon wing tanks, and the 650 gallon fuselage drop tank for the flight back to Takhli. The tall "stance" of the F-1050 is evident. (Courtesy of Nick Williams)

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Head-on view of "The Jolly Roger," a 357th TFS F-1 050, in the Takhli-revetments armed with a pair of AGM-12C BULLPUP air-to-ground missiles. The BULLPUP was designed for use against hard targets such as bridges and tunnels, but the AGM-12C, with its 1,OOOIb warhead, had little effect on targets like the Paul Doumer Bridge in central Hanoi. (Chuck de

Vlaming)

During Operation LOOK ALIKE, all F-1 05s were made capable of firing the Martin AGM-12 BULLPUP series of air-to-ground missiles. The AGM-12C shown here was more accurate than the -12B, with four small guidance fins on the nose. However, even though the -12C had a 1,OOOIb warhead, it was still too small to knock out the "hardened" targets in North Vietnam. (John Julian)

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Armorers prepare to load Ml17 750lb GP bombs on the centerline MER of''A rkansas Traveler," the personal F-I05D of Col. Paul Douglas, another World War II ace. Col. Douglas, Commander of the 388th TFW at Korat in 1968, had 8 Luftwaffe victories when he flew with the 368th FG, painting them under the cockpit of his Thud. (Jon Alq uist)

A 44th TFS EF-l 05F in the Korat revetments in 1967, carrying a pair of Shrike ARMs and a centerline MER with six Mk 82 500lb LDGPbombs. Many times, the Wild Weasel EF-I05Fs would lead the strike flight to the target, performing a normal attack as well as SAM suppression duties.

(U.s. Air Force)

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Mechanics from the 388th TFW run the engine up during night maintenance activities at Korat in 1966. The F-105D was a very complicated airplane, and required many hours of maintenance for each hour of combat flight time. Under the radome is the APR-25/26 RHAW antenna housing, without the strike camera. (U.s. Air Force)

T.O.1F-1050-1

GROUND SAFETY PINS

Ground safety pins were needed whenever there was a chance that a mechanical item, such as a landing gear strut, could inadvertently move causing a disastrous collapse of the landing gear, or other part to move. Other ground safety pins were installed in the cockpit on the ejector seat handles, and on the underwing and fuselage weapons pylons. Pins were pulled in the arming pits just prior to takeoff. (U.s. Air Force)

Figure 1·30 (Sheet 1 of 2J

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squadrons. In 1967, F-1 05 losses included 93 D models and 16 Fs.

North Vietnamese brought in large numbers of anti-aircraft guns to protest their vital supply routes. In 1969 and 1970, F-1 05 losses included 21 D models and nine Fs.

In 1968, two acts happened which cut the losses drastically. First, President Lydon Johnson ordered that all bombing would be restricted to In late 1968, the 388th TFW relinRP 1 beginning 31 March, then quished their F-105s to the 355th completely halted all bombing of . TFW at Takhli when they converted North Vietnam on 1 November. And to the F-4E. The 355th was the sole at the same time, the Air Force remaining F-105 unit in SEA. And began reequipping the 388th TFW that ended when they were with F-4E Phantom lis. The only brought home in late 1970.The last F-105s going north would be Wild F-105 left Takhli on 10 November. Weasel escorts of reconnaissance The F-1 05Ds came back to the Unitaircraft. Total losses for 1968 were ed States. But the F-1 05F/G Wild 37 F-1 05Ds and nine F-1 05Fs. Weasels went back to Korat and were assigned to the 388th TFW. Although the air war into North Vietnam had, for all intents and The squadron, originally just Det 1 of purposes, ceased for the F-1 05 the 12th TFS, became the 601 Oth strike crews, the combat over Laos Wild Weasel Squadron, then the 17th and Cambodia was still a danger- Wild Weasel Squadron. They ous mission. Attacks against the Ho remained at Korat throughout the Chi Minh Trail were tripled. And the remainder of the war, including both

LINEBACKER I and II operations in 1972. They were the last F-105 squadron to come home, finally coming home in November 1974 By the end of the war, the F-105 fleet had been decimated. Of the 610 F-105Ds that were built, combat losses amounted to slightly over half of the total production, 334 aircraft shot down. Of the 143 F-105Fs built, losses amounted to 51 aircraft, including at least eight of the sophisticated F-1 05Gs. And that doesn't count any operational losses caused by "normal" accidents or wear and tear on the airplanes. Most of the combat losses came at the hands of North Vietnamese anti-aircraft guns. SAMs accounted for only 32 F-1 05D/F/Gs. NVAF MiG interceptors shot down 16 F-105D/F aircraft between 1965 and 1968. In return, the F-1 05 crews

An F-1 050 from the 563rd TFS on the ramp at OaNang in May 1965, following a strike against the Viet Congo The silver paint applied during Project LOOK ALIKE is already showing signs of -extreme wear due to the weather conditions in Vietnam and the daily combat. (SSgt. David Menard)

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"Miss Universe," a 34th TFS F-1 050, sits in one of the newly constructed metal revetments at Korat in 1966. The revetments were built at Thai air bases when the threat of North Vietnamese sapper teams attacking the bases became very real. The metal revetments were filled with dirt. (Art Krieger)

exacted a toll of 27-1/2 MiGs. One MiG was shared between an F-10SF crew and an F-4 crew. One F-10SF, #63-8320, is unofficially credited with the destruction of three MiGs-one by 20mm gun fire, one with an AIM-9 Sidewinder, and the last was downed when the F-1 OSF jettisoned his centerline MER full of bombs directly into the path of the MiG. The men who flew the venerable F-10S into the teeth of the North Vietnamese defenses day after day, deserve the undying praise of this nation. There was nothing glorious about the F-10S air war against North Vietnam. The duty was tough. You had to fly 100 missions before you could rotate home. That was 100 missions into North Vietnam. Anything else didn't count, no matter how dangerous it might be. They asked for nothing special. They just did their duty and then came home. At least most of them did.

The missing panels on the right side of the nose of "Thunderchief," a 469th TFS F-1 050, tell the story-another accurate burst of flak from North Vietnamese radar-directed AAA batteries. The Thud was forced to land at OaNang AB, South Vietnam to make emergency repairs. On 5 May 1967, the flak was even more accurate and the airplane was shot down. (Tom Hansen)

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Thenoseofa 77th WWS F-705G reveals many oftheRHAW antennas found on Wild Weasel aircraft. The triangular-shaped AZ-EL antennas are for the SEE SAMS unit, while the black structure under the radome has the APR-35/36 RHAW antennas in the front, and the strike camera in the rear. (Doug Remington)

Six 355th TFS F-7 050s take on fuel from ''Ark-La-Tex," a SAC KC-7 35A tanker in mid-7 965. Two of the aircraft wear the green band with "v" of the 335th TFS, while the other four have the 354th TFS tail bands. Interestingly, all five of the silver aircraft were shot down between 29 April and 7 August 7966. (U.s. Air Force)

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This Wild Weasel EF-I05F, #63-8301, is flown by Medal Of Honor recipient Major Leo Thorsness. Major Thorsness flew with the 44th TFS, and received the Medal Of Honor for the mission of 19 April 1967, when he destroyed two SAM sites, shot down one MiG-17 and damaged another, while maintaining a ResCAP over his downed wingman. (Paul Chesley)

Lt. Robert Goodman flew the 4000th combat flight hour on 25 March 1970, in F-I05D #61-0159, the 354th TFS Thud nicknamed"Honey Pot 1I."The victory mark under the windscreen is a MiG kill achieved by another pilot flying the airplane. (Chuck de Vlaming)

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In 1968, the General Dynamics AGM-78A Standard ARM was introduced into combat with the 355th TFW"Baby Bear's Lair," has one of the AGM-78As on the specially designed LAU-80 launch rail for the F-1 05F. The aircraft also has the QRC- 317A SEE-SAMS system installed as noted by the formation lights being moved to the leading edge of the wing. (Chuck de Vlaming)

The cockpit of a combat F-105D was slightly different from the production cockpit. The tape instruments can be seen, along with the R-14A NASAAR radar scope just in front of the control stick. On the right top of the instrument panel is the APR-25 RHAW scope. (John Julian)

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A 44th TFS F- 7050 has a full load of M 777 750lb bombs and a pair of ALQ-87 ECM pods as it heads toward North Vietnam in 7966. The small letter "B" on the tail was the beginning of tail codes being used by USAF aircraft. The unpainted fairings on the vertical tail are the RHAW antenna and pre-amp. (Courtesy of Tom Brewer)

The pilot of"Oamn You Charlie Brown," a 44th TFS Thud, "strokes the burner" on takeoff from Karat in 7966. As the North Vietnamese defenses became more active and deadly, the F- 705s employed various defensive systems such as the ALQ-87 ECM pod under the wing.APB

"Flying Anvil IV," a 469th TFS F- 7050, sits on the transient parking ramp at OaNang in 7966. Many Thuds which were hit on the run down Thud Ridge toward Hanoi would continue on, "balls to the wall," and head straight for OaNang, the nearest air base where they could safely land. (Tom Hansen)

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A trio of 355th TFW F- 7050s await their turn on the tanker following a strike against targets in Laos during early 7970. The F-7 05s are from two different squadrons-the 44th TFS (RE) and the 354th TFS (RM). The "flying gas stations" were based at U-Tapao AB in southern Thailand. (U.s. Air Force)

A pair of 355th TFW Thuds en route to targets in South Vietnam in May 7970. Both the F- 7050 from the 44th TFS, and the F- 705F from the 333rd TFS, are armed with 8 Mk 82 LOGP 500lb bombs for a strike against ground targets. Following the bombing halt of 37 October 7968, both Os and Wild Weasel Fs were used as standard strike aircraft.

(U.s. Air Force)

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''Joy 0' My Life" were the thoughts of most of the F-1 05 pilots who flew the airplane. Thud drivers swore by the airplane. ''Joy,'' a 44th TFS D model, carries a centerline MER with six Mk 82 LDGP bombs, and two more under the wings. Four of the bombs have 36in fuse extenders allowing the weapon to explode 3 feet above ground. (John Ju lian)

Lt. David Waldrop taxi's the "Hanoi Special/' a 34th TFS Thud, to the arming pits at Korat in the Fall of 1967. Lt. Waldrop claimed two MiG-17 victories during August 1967, as denoted by the two small red stars under the pilot's windscreen. (U.s. Air Force)

There were quite a few F-1 05 pilots who had experience in all three modern wars -World War '" Korea, and Vietnam. "Old Crow" was flown by Col. Clarence "Bud"Anderson the commander of the 355th TFW at Takhli in 1970. Col. Anderson was an ace with the 363rd Fighter Squadron in World War II, with -76.25 victories over the Luftwaffe. (C.E. Anderson)

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Lt. Chuck de Vlaming flew 'The Grim Reaper/Satan's Angel" during his 700 mission tour with the 3S4th TFS at Takhli in 7968. The gun compartment door was vented to release any buildup of gun gas which could cause a compressor stall, or flameout, if the gas was ingested into the engine air intake. (Chuck de Vlaming)

A pair of 469th TFS Thuds join up after refueling for a strike into the Route Pak 7 area of North Vietnam in October 7968. President Lynden Johnson would halt all bombing of North Vietnam just days later, on 37 October, thus ending the air war over North Vietnam until 7972. For some reason, the near aircraft has the left inner main gear door down. (U.s. Air Force)

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"Red Ball" was one of the early F-1 05Gs assigned to the 561 st TFS at McConnell AFB, . which were rushed to the combat zone in 1972 under Operation CONSTANT GUARD 1. Lacking the ALQ-1 05 internal jamming pods, "Red Balf" has an ALQ-87 underwing ECM pod, in addition to a pair of AGM-78A Standard ARM missiles. (JEM Aviation Slides) This is the original F-1 OSG prototype, which saw service with the 17th Wild Weasel Squadron at Karat during the LINEBACKER operations in 1972. The Wild Weasel Thud has one of the LAU-34/A dual-Shrike launchers installed under the left wing. (Doug Remington)

A 17th WWS F-105G kicks over the big )75 engine using the cartridge start system on the ramp at Korat in 1972. The F-105D/F and G all had cartridge start capability. The cartridge start system emitted a highly toxic smoke, and ground crews often wore respirators during their use. (Barry Miller) REPUBLIC

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An unusual dual Sidewinder launcher was installed on some 355th TFW F- 7050s as the MiG threat became grave during late 7967. With a pair of AIM-9Bs and the internal20mm Gatling cannon, the F-705 was a formidable air-to-air weapon against any MiG foe. (Col. Robert Amos)

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"Thunder Bee," a 333rd TFS F-7050, has the strike camera mounted beside the APR-25/26 RHAW antenna housing, instead of being inline with the RHAW antenna housing as normally seen. In this way, the camera could take forward-looking photographs. (John Julian)

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"Cooter," a 333rd TFS Wild Weasel F-7 05F- hangs on the tanker in 7970, armed with Shrike and Standard ARMs. The extreme nose-up attitude, with the engine in minimum afterburner, was necessary to complete an inflight refueling. This F705F- #63-8320, is unofficially credited with 3 MiG kills-one by gun, one by AIM-9, and one by jettisoned ejector rack! (John Julian)

Major Buddy Jones taxi's "Memphis Belle /I," an F-7 050 assigned to the 357th TFS, out of its revetment at Takhli in 7968. The "Belle" is armed with a pair of 3,OOOlb M 778 GP bombs. The aircraft is now preserved for posterity in the U.S. Air Force Museum in Dayton, Ohio, fu/ly restored to its combat markings. (U.s. Air Force Museum)

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As the MiG threat increased in 7966, the F- 705s sacrificed one of the ECM pods carried on the outer wing stations for a single AIM-9 Sidewinder missile. "Micky Titty Chi," a 34th TFS F- 7050 sits in the Karat arming pits awaiting the "go" signal, carrying six M 777 750lb bombs. (APB)

A fully loaded F-7 05G Wild Weasel from the 607 Oth WWS, leaps off the runway at Karat in 7977. The aircraft carries the asymmetrical load of two Shike ARMs on the outboard wing pylons, a Standard ARM under the right wing, and a 450 gallon drop tank under the left wing, with a 650 gallon centerline tank under the fuselage. (Courtesy of

Marty Isham) One of the early model F- 705Gs on the ramp at Karat on 73 April 7972, still carrying the "ZB" tail codes of the 6070th WWS, later designated the 77th WWS, with the tail code ',)B" on 72 January 7977. The early F- 705Gs did not have the ALQ- 705 ECM bombs on the fuselage sides. Thus they were forced to carry underwing ECM pods. (Thomas Waller)

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"Jo Ann a 34th TFS F- 7050, undergoes some quick patchwork after making an emergency landing atUdorn in December 7968. Although the bombing halt of targets inside North Vietnam was in effect, the F- 705 force continued to fly missions against targets in Laos and South Vietnam. (U.s. Air Force) /I

The 355th TFW was the last unit to take the F- 7050 into combat. It was de-activated at Takhli on 70 December 7970. The crew chief is preparing the aircraft for the flight back to the United States, having already removed most of the "RE" tail codes indicating assignment to the 44th TFS. (John Julian)

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Many of the F-1 05s wore a reverse camouflage, i.e the dark green and tan exchanged places on the aircraft. Tail codes began to be applied in 1966, but they were not universal in regards to letters and size until 1968. This F-1 05F is assigned to the 23rd TFW at McConnell AFB. (Tom Brewer)

The F-1 05G began arriving at bases in Thailand in April 1968. Initially, the G model did not have the familiar ECM bumps on the fuselage sides. The initial batch of F-1 05Gs had upgraded APR-35/36 RHAW systems, the ALR-31 SEE-SAMS, and could fire the AGM-78B Standard ARM missile. This F-1 05G has recently been modified at McClellan AFB with the upgraded equipment. (U.s. Air Force) f

"The Bald Eagle," a 333rd TFS F-1050, was flown by Col. Heath Bottomly, commander of the 355th TFW at Takhli in late 1969. Just visible atop the rear fuselage is the small spinal fairing that covered the redundant hydraulic system which was added after it was discovered that one hit in the wrong place could wipe out all the F-1 05 hydraulic systems. (John Julian)

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SIGNIFICANT DATES

"I

KEY DATES IN THE HISTORY OF THE

;J

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May 1952 Republic Aviation proposal of the AP-63 to the Air Force

16 April 1964 First F-1 05Bs into Air National Guard service

19April1967 First Wild Weasel crew shoots down NVAF MiG

Fall 1953 The Air Force inspects mockup of the AP-63, designated F-1 05

4 August 1964 Gulf OfTonkin Incident

March 1968 469th TFS surpasses 30,000 combat hours in F-1 05s

February 1955 The Air Force orders 15 F-1 05 aircraft

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9 August 1964 First F-1 05 mission in the Vietnam War

22 October 1955 YF-1 05A first flight

14 August 1964 First F-1 05 hit by anti-aircraft fire in Vietnam War

Early 1956 Republic Aviation names new airplane THUNDERCHIEF

10 December 1964 First BARREL ROLL F-1 05 strikes into Northern Laos

26 May 1956 YF-1 05B first flight

13 January 1965 First F-1 05 shot down in Vietnam War

27 May 1958 First F-1 05B is delivered

2 March 1965 Operation ROLLING THUNDER begins

June 1956 F-1 05C two-seater ordered

4 April 1965 First F-1 05 shot down by NVAF MiG fighters

Early 1957 F-1 05C canceled (.

F-l OS THUNDERCHIEF

1958 F-1 05E two-seater ordered 1959 F-1 05E canceled 11 December 1959 F-1 05B sets new World Speed Record 10 April 1961 First F-1 05 pilot class begins at Nellis AFB 12 May 1961 First F-1 05 deployment outside the U.s. May 1962 F-1 05F two-seater ordered into production 20June 1962 Operation LOOK-ALIKE begins 11 June 1963 F-1 05F first flight February 1964 First F-1 05 squadron deploys to Thailand

30 September 1965 First F-1 05 shot down by surface-t6-air missile 3 December 1965 First Wild Weasel I mission is flown from Korat 8 January 1966 Air Staff recommends F-1 05F replace Wild Weasel F-1 OOFs 16 January 1966 First Wild Weasel F-1 05F is flown 28 May 1966 First four Wild Weasel F-1 05Fs arrive at Korat 7 June 1966 First F-1 05F radar "kill" 29 June 1966 First F-1 05 MiG kill credit 6July 1966 First Wild Weasel F-105F is shot down 11 July 1966 Wild Weasel I F-1 OOFs leave Korat

31 March 1968 President Johnson restricts bombing to Route Pack 1 1 November 1968 President Johnson halts all bombing of North Vietnam 9June 1970 First F-1 05Gs delivered to TAC 2 October 1970 355th TFW flies last F-1 05D mission in Vietnam War 4 October 1970 Last F-1 05F/G Wild Weasels transferred to Korat 7 April 1972 CONSTANT GUARD deployment of 561 st TFS F-1 05Gs to Korat 29 October 1974 Last F-1 05Gs leave southeast Asia 27 September 1977 First F-4Gs delivered to George AFB to replace F-1 05G 11 June 1980 Thud SAWADEE Ceremonies at George AFB 27 June 1980 LastTactical Air Command F-1 05G mission is flown from George AFB 8 October 1980 Last TAC F-1 05G is transferred to 116th TFS, Georgia ANG 23 May 1983 Last Air Guard F-1 05F flight by 116th TFS, Georgia ANG 25 February 1984 Last F-1 05D flight by 466th TFS(AFRES) at Hill AFB

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ALPHABET SOUP ACRONYMS AND ABBREVIATIONS AAA Anti-Aircraft Artillery

ECM Electronic Counter Measures

QRC Quick Reaction Capability

AB Air Base

EWO Electronic Warfare Officer

RHAW Radar Homing and Warning

ADI Attitude Direction Indicator

GCI Ground-Controlled Intercept

RP Route Pack

AFB Air Force Base

GIB "Guy In Back"

SAC Strategic Air Command

AFRES Air Force Reserve

GOR General Operational Requirement

SAM Surface-to-Air Missile

AMI Airspeed Mach Indicator

GP General Purpose

ANG Air National Guard

HIS Horizontal Situation Indicator

ARM Anti-Radiation Missile

IFF Identification, Friend or Foe

ATI Applied Technology, Inc. (ECM manufacturer)

Launch Warning Receiver

AWl Altitude Vertical Velocity Indicator AZ-EL Azimuth-Elevation

LWR MER Multiple Ejector Rack MIG Russian aircraft manufacturer

SEA South-East Asia (Vietnam) TAC Tactical Air Command TDU Threat Display Panel TDY Temporary Duty TFS Tactical Fighter Squadron TFW Tactical Fighter Wing

Nickname for EWO

NACA National Advisory Committee on Aeronautics

CCTW Combat Crew Training Wing

NVAF North Vietnamese Air Force

VAl Variable Air Inlet

C1NCPACAF Commander-in-Chief, Pacific Air Forces

PACAF Pacific Air Forces

WWS Wild Weasel Squadron

"BEAR"

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