UNITED STATES MILITARY AIRCRAFT by Jos Heyman

Air Force

F = Fighter (1924 - 1962)

The F series was introduced on 11 June 1948 and continued the P series.

For F = Photoreconnaissance, refer R

Last update: 1 January 2016

F-1 Curtiss 34 Hawk

Specifications: span: 31'7", 9.63 m length: 22'10", 6.96 m engines: 1 Curtiss V-1150-1 max. speed: 163 mph, 262 km/h

(Source: Jack McKillop, via 1000aircraftphotos.com photo #7528)

The Curtiss Hawk was a production version of the XPW-8B design. 15 were ordered as P-1 on 7 March 1925. The serials were 25-410/419. In addition P-2s with serials 25-421/423 were converted as P-1. Eventually the P-1s remaining in service were redesignated as ZP-1. The P-1A version had a length of 22'11", 6.99 m and 25 were ordered on 9 September 1925 with serials 26-276/300. In addition three P-2s with serials 25-421/422 and 25-424 were converted to this standard. One of these aircraft, 26-280, was used for tests as XP-1A . The P-1B version had a V-1150-3 engine and 25 were ordered on 17 August 1926 with serials 27-063/087. Two of these were used for development testing as XP-1B . The serials were 27-071 and 27-073. The P-1C had a length of 23'3", 7.09 m and had a V-1150-5 engine. On 3 October 1928 33 were ordered with serials 29-227/259. A single aircraft with serial 29-238 was used for tests as XP-1C . In 1929 35 AT-4s were converted to similar standards as the P-1B and were redesignated as P-1D . The serials were 27-088/097 and 27-213/237. In a similar manner five AT-5s, where converted to P-1B standards but with a length of 22'7", 6.88 m. These were redesignated as P-1E and had serials 27-238/242. Finally a number of AT-5As and a single XP-21 were converted to P-1B standards as P-1F and had serials 28-042/044, 28- 046/051, 28-055/064, 28-066 and 28-070/072 and 28-189. The designations ZP-1B , ZP-1C and ZP-1F are know to have been used as well. Various aircraft were also flown with Wright Field serials: 25-410 as P-400, 26-280 as P-508, 26-288 as P-574, 26-296 as P- 526, 27-068 as P-457, 27-071 as P-523, 27-073 as P-572, 27-080 as P-462, 27-082 as P-460, 27-082 as P-573, 27-087 as P- 461, 29-227 as P-537 and 29-238 as P-579.

Refer also to AT-4, AT-5, F-2, F-3, F-5, F-6, F-11, F-17, F-20, F-21, F-22, F-23, PW-8, F7C

F-2 Curtiss

Specifications: span: 31'7", 9.63 m length: 22'10", 6.96 m engines: 1 Curtiss V-1400 max. speed: 180 mph, 290 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9629)

Five aircraft, which were originally ordered on 7 March 1925 as P-1, were completed as P-2 with serials 25-420/424. The first flight was in December 1925 and eventually one aircraft was tested as XP-2 with a two stage super charger. The serial of this aircraft was 25-420 and it was also flown with Wright Field serial P-431. Some of the P-2s were later converted to other standards.

Refer also to AT-4, AT-5, F-1, F-3, F-5, F-6, F-11, F-17, F-20, F-21, F-22, F-23, PW-8, F7C

F-3 Curtiss

Specifications: span: 31'7", 9.63 m length: 22'7", 6.88 m engines: 1 Pratt & Whitney R-1340-3 max. speed: 151 mph, 243 km/h

(Source: USAAF?)

A single P-1A with serial 26-300 was to be re-engined with a Curtiss R-1454 as XP-3, but when the engine failed the R-1340-3 was installed, giving it a length of 22'6", 6.86 m. It was then redesignated as XP-3A in October 1927. The XP-3A designation was also used for a P-3A with serial 28-189, which tested the NACA engine cowling. This aircraft was also later converted to XP-21 before it was converted to P-1F. The P-3A production aircraft had a length of 22'5", 6.83 m and had either R-1340-3 or R-1340-7 engines. Five were ordered in December 1927 with serials 28-189/193. Aircraft 26-300 was also flown with Wright Field serial P-451 whilst aircraft 28-189 was flown with Wright Field serials P-524 and P-541.

Refer also to AT-4, AT-5, F-1, F-2, F-5, F-6, F-11, F-17, F-20, F-21, F-22, F-23, PW-8, F7C

F-4 Boeing 58

Specifications: span: 32'1", 9.78 m length: 23'4", 7.11 m engines: 1 Packard 1A-1500 max. speed: 169 mph, 272 km/h

(Source: David Gauthier, via 1000aircraftphotos.com photo #8070)

The XP-4 was a development of the PW-9 and comprised a re-engined PW-9 with serial 25-324. It was initially tested with Wright Field serial P-446 and was delivered as XP-4 on 27 July 1926 but was abandoned after a few hours of test flying.

Refer also to AT-3, F-7, PW-9, FB

F-5 Curtiss

Specifications: span: 31'7", 9.63 m length: 22'11", 6.99 m engines: 1 Curtiss V-1150-3 max. speed: 159 mph, 256 km/h

(Source: Gordon Hubbard, via 1000aircraftphotos.com photo #3378)

The XP-5 was a development of the Curtiss Hawk and a single aircraft was ordered on 14 May 1927 with serial 27-327. It was also flown with Wright Field serial P-502. In addition to the XP-5 being redesignated as P-5 upon completion of testing, another four aircraft with serials 27-328/331 were delivered as P-5. Of these aircraft 27-330 was also flown with Wright Field serial P- 542.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-6, F-11, F-17, F-20, F-21, F-22, F-23, PW-8, F7C

F-6 Curtiss

Specifications: span: 31'6", 9.60 m length: 23'7", 7.19 m engines: 1 Curtiss V-1570-17 max. speed: 180 mph, 290 km/h

(Source: Jack McKillop, via 1000aircraftphotos.com photo #1647)

In 1927 a single P-2 with serial 25-423 was converted as XP-6 as a racer for the 1927 National Air Races. It had a span of 31'7", 9.63 m, a length of 22'8", 6.91 m, a V-1570-1 engine and a max speed of 182 mph, 293 km/h. The YP-6 designation was assigned to a P-11 with serial 29-367 which was converted with a Curtiss H-1640-1 engine and had a length of 23'9", 7.24 m. According to some reference sources a second aircraft with serial 29-368 was also converted. The P-6 was a production aircraft to which the specifications apply.18 were built with serials 29-260/273 and 29-363/366 whilst it has been suggested that the two P-11s could have been converted to this standard, rather than YP-6. Nine of the P-6s were later converted as P-6A and the other nine as P-6D. The XP-6A designation was assigned to a single P-1A with serial 26-295 which was converted for the 1927 races. It had a span of 30', 9.14 m and a V-1570-1 engine. It crashed in 1928. The designation was also used for P-6A 29-260 and 29-263 in development tests. The designation P-6A was assigned to the conversion of six P-6s with serials 29-260/268 when fitted with a V-1570-23 engine. One of 29-262 was further converted to XP-22. In 1929 one P-1C, with serial 29-259, was fitted with a V-1570-1 engine and special tanks for a long range flight from New York to Alaska. Redesignated as XP-6B it had a span of 31'7", 9.63 and crashed on the way. The Y1P-22s were to be converted to the P-6C standard with a V-1570-23 engine and a length of 23'2", 7.06 m but they were changed to P-6E before delivery. The serials were 32-233/278 although 32-233 and 32-254 might not have carried the P-6C designation as they were first converted to other standards. The P-6E had the Curtiss model designation 35. In April 1931 a single P-6A was fitted with a V-1570-23 engine and was redesignated as XP-6D . It had serial 29-260 and was later reconverted to P-6A standards. In March/April 1932 nine P-6s and all P-6As were converted to a standard similar to the XP-6D and were redesignated as P-6D . The serials included 29-266, 29-268/273, 29-363/368 and others. Aircraft 29-260 was also flown with Wright Field serial P-580. The XP-6E designation was assigned to a YP-20 converted to P-6C standards. It had serial 29-374 and served as a prototype for the Curtiss model 35. It was later converted to XP-6F when it was re-engined with a V-1570-55 engine. In addition a XP-6H (32-233) was converted to that standard. A single P-6E was fitted with a V-1570-51 engine and was redesignated as XP-6G . The serial was 32-254 and on completion of testing it was redesignated as P-6G . It was later converted back to P-6E standards. The XP-6H designation was assigned to a single P-6E which was converted to this standard in April 1933. Being similar to the XP-6G, the aircraft, with serial 32-233 was later converted to XP-6F. The P-6S designation was a company designation applied to a number of Hawks supplied to Cuba. Several aircraft were also flown with Wright Field serials: 25-423 as P-494, 26-295 as P-488, 29-259 as P-590, 29-260 as P- 580 and 29-263 as P-586.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-11, F-17, F-20, F-21, F-22, F-23, PW-8, F7C

F-7 Boeing 93

Specifications: span: 32', 9.75 m length: 24'1", 7.34 m engines: 1 Curtiss V-1570-1 max. speed: 167 mph, 269 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #7744)

The last PW-9D was converted as XP-7 and was delivered on 4 September 1929. It had serial 28-041 and was later converted back to PW-9D standards. It was also flown with Wright Field serial P-520. Production of the service test YP-7 and four P-7s was cancelled.

Refer also to AT-3, F-4, PW-9, FB

F-8 Boeing 66

Specifications: span: 30'1", 9.17 m length: 23'4", 7.11 m engines: 1 Packard 2A-1530 max. speed: 171 mph, 275 km/h

(Source: David Gauthier, via 1000aircraftphotos.com photo #9281)

Evolved from the F2B design a single XP-8 was ordered in July 1927 with serial 28-359. It was tested with Wright Field serial P-507 but failed to meet requirements and was eventually scrapped in June 1929. Plans to re-engine the aircraft with a R-1690 engine were cancelled.

Refer also to F2B, F3B

F-9 Boeing 96

Specifications: span: 36'6", 11.13 m length: 25'8", 7.82 m engines: 1 Curtiss SV-1570-15 max. speed: 181 mph, 291 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9614)

On 29 May 1928 a single XP-9 was ordered and flew for the first time on 18 November 1930 although some reference sources claim that the aircraft, 28-386, never flew. A production order of five Y1P-9s was cancelled. The aircraft was a gull winged monoplane.

F-10 Curtiss

Specifications: span: 33', 10.06 m length: 24'6", 7.47 m engines: 1 Curtiss V-1710-15 max. speed: 173 mph, 278 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9619)

The gull winged XP-10 monoplane was ordered on 18 June 1928 with serial 28-387. It was delivered in August 1928 and after a flight time of 10 hours it was scrapped in November 1930.

F-11 Curtiss Hawk

Specifications: span: 31'6", 9.60 m length: 23'9", 7.24 m engines: 1 Curtiss H-1640-1 max. speed: 170 mph, 274 km/h

A development in the Hawk series of fighter aircraft, three P-11 s were ordered on 3 October 1928 with serials 29-367/368 and 29-374. The first of these was delivered as P-6 whereas the others became YP-20 as the H-1640 engine proved unsuccessful. Some sources use the alternative designation of YP-11 whilst some sources also claim that two aircraft were delivered as YP-6.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-17, F-20. F-21, F-22, F-23, PW-8, F7C

F-12 Boeing

Specifications: span: 30', 9.14 m length: 20'3", 6.17 m engines: 1 Pratt & Whitney R-1340-9 max. speed: 171 mph, 275 km/h

(Source: David Gauthier, via 1000aircraftphotos.com photo #8983)

Based on the F4B design, the P-12 , also known as model 102, had a length of 20'1", 6.12 m and a R-1340-7 engine. 9 were built with serials 29-353/361 and the first flight was on 11 April 1929. One P-12 was flown with Wright Field serial P-544. This was followed by the XP-12A or model 101 which was similar to the later P-12B. One XP-12A was built with serial 29-362 and the first flight was on 10 May 1929. The P-12B version, to which the specifications apply, was also known as model 102B and 90 were ordered from 10 June 1929 with serials 29-329/341, 29-433/450 and 30-029/087. The first flight was on 12 May 1930. Later some were redeignated as ZP- 12B . The P-12C or model 222 had a length of 20', 6.10 m. 96 were ordered from 2 June 1930 with serials 31-147/242. The first flight was on 30 January 1931 and most aircraft were later fitted with P-12E tail units. Aircraft with serials 31-152/156, 31-159/161, 31-175, 31-195, 31-209/212, 31-233, 31- 234 and 31-236 were converted to P-12D. The 35 P-12D s, with serials 31-243/277, were also known as model 227 and were fitted with a R-1340-17 engine. The first flight was on 2 March 1931. Aircraft 31-267 was later redesignated as ZP-12D . The P-12E was similar to the P-12D but had a length of 20'3", 6.17 m. Known as model 234, 110 examples were ordered from 3 March 1931 with serials 31-553/586 and 32-001/076. A single P-12E was used from 1 October 1931 as the XP-12E development test aircraft. It had serial 31-553 and was temporarily converted as YP-12K and XP-12L but was eventually converted back to P-12E standards. In addition a company owned prototype of the P-12E, known as Boeing 218, was tested at McCook Field as XP-925 . It was later sold to China. Eventually those P-12Es remaining in service were redesignated as ZP- 12E , including 31-580 and 32-043. The P-12F or model 251 was based on the P-12E but had a length of 23'3", 7.09 m and a R-1340-19 engine. Originally ordered as P-12E 25 aircraft with serials 32-077/101 were completed to this standard. Eventually those P-12Fs remaining in service were redesignated as ZP-12F , including 32-101. A single P-12B was temporarily re-engined with a R-1340-15 engine and redesignated as XP-12G . It had serial 29-329 and flew in 1932 before it was converted back to P-12B. The designation XP-12H was assigned to a P-12D which was temporarily converted with a GISR-1340E engine and had a length of 20'5, 6.22 m. It had serial 31-273 although other sources quote 31-275. The P-12J was a P-12E fitted with a R-1340-23 engine. Carrying serial 32-042 the aircraft was further converted to YP-12K before it was brought back to P-12E standards. The YP-12K designation was used for five P-12Es, a XP-12E and the P-12J which were fitted with a R-1340-17 engine. They carried serials 31-553, 32-033, 32-036, 32-040, 32-042, 32-046 and 32-049. All were converted back to P-12E standards although some sources suggest they were redesignated as ZP-12K . The YP-12L or XP-12L designation was assigned to a single YP-12K (31-553) fitted with a supercharger from 2 January 1934. In 1940 one P-12C, five P-12Ds, 16 P-12Es and 1 P-12F of the USAAC were transferred to the Navy as F4B-4A with serials 2489/2511 and were converted as radio controlled targets. The aircraft involved were 31-151, 31-154, 31-209, 31-210, 31-245, 31-258, 31-561, 31-564, 31-576, 32-010, 32-013, 32-025, 32-033, 32-040, 32-041, 32-044, 32-045, 32-048, 32-056, 32-066, 32-069, 32-071 and 32-085.

Refer also to F4B

F-13 Thomas Morse Viper

Specifications: span: 28', 8.53 m length: 23'6", 7.16 m engines: 1 Curtiss H-1640-1 max. speed: 172 mph, 277 km/h

(Source: Jack McKillop, via 1000aircraftphotos.com photo #6388)

The Viper was an all metal fighter aircraft. One was built as XP-13 with serial 29-453 and it was also flown with Wright Field serial P-559. In September 1930 it was re-engined with a Pratt & Whitney R-1340-9 engine which gave it a length of 23'3", 7.09 m. The designation was changed to XP-13A . The aircraft crashed.

F-14 Curtiss

Specifications: span: length: engines: 1 Curtiss H-1640-1 max. speed:

The XP-14 was designed in competition with the XP-13 but the failure of the XP-13 as well as the H-1640 engine, led to the cancellation.

F-15 Boeing 202

Specifications: span: 30'6", 9.30 m length: 21', 6.40 m engines: 1 Pratt & Whitney R-1340-D max. speed: 185 mph, 298 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #4133)

The aircraft was developed as a private venture and was tested as XP-15 which designation was unofficial. The aircraft retained its civil registration NX270V and crashed on 7 February 1931 following which the parasol monoplane design was rejected.

Refer also to F5B

F-16 Berliner Joyce

Specifications: span: 34', 10.36 m length: 28'10", 8.79 m engines: 1 Curtiss V-1570-25 max. speed: 175 mph, 282 km/h

(Source: Ray Crupi, via 1000aircraftphotos.com photo #10471)

The two-seat monoplane design was the result of a contest which took place in April 1929. A single prototype was built with designation XP-16 and serial 29-326. It had a length of 28'5", 8.66 m. This was followed by 25 Y1P-16 production aircraft with serials 31-502/515, 31-597 and 32-221/230. On completion of the tests these were redesignated as P-16 whilst in 1935 those remaining in service were redesignated as PB-1.

Refer also to PB-1

F-17 Curtiss

Specifications: span: 31'6", 9.60 m length: 22'10", 6.96 m engines: 1 Wright V-1460-3 max. speed: 164 mph, 264 km/h

(Source: Gordon Hubbard, via 1000aircraftphotos.com photo #3384)

In June 1930 a single P-1 with serial 25-410 was converted as the XP-17 and remained in use until March 1932.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-11, F-20, F-21, F-22, F-23, PW-8, F7C

F-18 Curtiss

Specifications: span: length: engines: 1 Wright V-1560-1 max. speed:

The XP-18 was a project only and no design work was undertaken.

F-19 Curtiss

Specifications: span: length: engines: 1 Wright V-1560-1 max. speed:

The XP-19 was a project for a low wing monoplane fighter but no detailed design work was undertaken.

F-20 Curtiss

Specifications: span: 31'6", 9.60 m length: 23'9", 7.24 m engines: 1 Wright R-1820-9 max. speed: 186 mph, 299 mph

(Source: RMP Archive, via 1000aircraftphotos.com photo #3108)

The YP-20 designation was assigned to one aircraft with serial 29-374 which was originally ordered as P-11 and completed in October 1930. As the engine installation proved unsatisfactory, the YP-20 was later converted to XP-6E.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-11, F-17, F-21, F-22, F-23, PW-8, F7C

F-21 Curtiss

Specifications: span: 31'7", 9.63 m length: 22'3", 6.78 m engines: 1 Pratt & Whitney R-985-1 max. speed: 137 mph, 220 km/h

(Source: USAAF?)

In December 1930 two XP-3As were converted as XP-21 . They had serials 26-300 and 28-189. Aircraft 26-300 was later converted with a Wright R-975 engine and redesignated as XP-21A . The other aircraft was modified to P-1F.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-11, F-17, F-20, F-22, F-23, PW-8, F7C

F-22 Curtiss

Specifications: span: 31'6", 9.60 m length: 22'7", 6.88 m engines: 1 Curtiss V-1570-23 max. speed: 202 mph, 325 km/h

(Source: Ray Crupi, via 1000aircraftphotos.com photo #10768)

A single P-6A with serial 29-262 was temporarily converted as XP-22 . Following this an order was placed for 46 Y1P-22 s with serials 32-233/278 but these were redesignated as P-6C and then P-6E before they were delivered. The Y1P-22 had a length of 23'2", 7.06 m.

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-11, F-17, F-20, F-21, F-23, PW-8, F7C

F-23 Curtiss 63

Specifications: span: 31'6", 9.60 m length: 23'2", 7.06 m engines: 1 Curtiss V-1570-23 max. speed: 203 mph, 327 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9630)

A single P-6E with serial 32-278 was converted as XP-23 and delivered on 16 April 1932. It was later fitted with a V-1570-27 engine giving it a length of 23'8", 7.21 m and was redesignated as YP-23 . It has been suggested, but not confirmed, that this aircraft was tested as XP-904 .

Refer also to AT-4, AT-5, F-1, F-2, F-3, F-5, F-6, F-11, F-17, F-20, F-21, F-22, PW-8, F7C

F-24 Detroit

Specifications: span: 42'9", 13.03 m length: 28'9", 8.76 m engines: 1 Curtiss V-1570-23 max. speed: 214 mph, 344 km/h

(Source: Ray Crupi, via 1000aircraftphotos.com photo #11076)

The YP-24 was a tandem two-seat monoplane fighter which was originally tested as XP-900 and was purchased on 29 September 1931 as YP-24 with serial 32-320. The aircraft was written off on 19 October 1931. Four pre-production aircraft were ordered as Y1P-24 and with serials 32-321/324 but due to the collapse of Detroit, two were completed as Y1P-25 (32-321/322) whilst the other two were cancelled.

The F-24 designation was after 1948 used for Douglas A-24 Dauntless aircraft which remained in service.

Refer also to A-9, F-25

F-25 Consolidated 25

Specifications: span: 43'10", 13.36 m length: 29'4", 8.94 m engines: 1 Curtiss V-1570-27 max. speed: 247 mph, 397 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9616)

After the collapse of Detroit the designer of the YP-24 joined Consolidated and continued the further development of the design resulting in the Y1P-25 and two aircraft were ordered with serials 32-321/322, of which 32-322 was completed as Y1A-11.

Refer also to A-11, F-24, F-27, F-28, F-30, F-33, PB-2

F-26 Boeing Peashooter

Specifications: span: 28', 8.53 m length: 23'10", 7.26 m engines: 1 Pratt & Whitney R-1340-27 max. speed: 234 mph, 377 km/h

(Source: USAF)

Known as the model 248, three company owned aircraft were tested as XP-936 and made the first flight on 20 March 1932. They were purchased as XP-26 on 15 June 1932 with serials 32-412/414. They were later redesignated as Y1P-26 and P-26 . The span was 27'5", 8.35 m, the length 23'9", 7.24 m and the aircraft had a R-1340-21 engine. The first production version was the P-26A or model 266 to which the specifications apply. 111 were ordered on 11 January 1933 with serials 33-028/138 and the first flight was on 10 January 1934. Eventually those remaining in service were redesignated as ZP-26A . The P-26B had a R-1340-33 engine and 2 aircraft were built with serials 33-179/180. The first flight was on 10 January 1935 and 18 P-26Cs with serials 33-186/203 were also converted to this standard. Eventually those remaining in service were redesignated as ZP-26B. The P-26C was similar to the P-26A and 23 were built with serials 33-181/203.

F-27 Consolidated

Specifications: span: 43'10", 13.36 m length: engines: 1 Pratt & Whitney R-1340-21 max. speed:

(Source: Authors collection)

The Y1P-27 was a projected version of the P-25 design which was not built.

Refer also to A-11, F-25, F-28, F-30, F-33, PB-2

F-28 Consolidated

Specifications: span: 43'10", 13.36 m length: engines: 1 Pratt & Whitney R-1340-19 max. speed:

The Y1P-28 was a projected version of the P-25 design which was not built.

Refer also to A-11, F-25, F-27, F-30, F-33, PB-2

F-29 Boeing 264

Specifications: span: 29'1", 8.86 m length: 23'10", 7.26 m engines: 1 Pratt & Whitney R-1340-31 max. speed: 220 mph, 354 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #9150)

The Boeing owned prototype was tested as XP-940 and made its first flight on 20 January 1934 before it was purchased as XP-29 with serial 34-024 and was later further redesignated as YP-29. The YP-29 designation was assigned to two aircraft purchased with serials 34-023 and 34-025 as well as the redesignated XP-29. These aircraft had a length of 25'2", 7.67 m and a R-1340-35 engine. They also featured a different cockpit design. 34-024 was later converted with an open cockpit as YP-29A and redesignated as P-29A on completion of testing, by which time it had received a R-1340-27 engine. Aircraft 34-025 was fitted with a different wing planform and redesignated as YP-29B . Production of the P-29 would have taken place as the Boeing model 297.

Refer also to F-32

F-30 Consolidated

Specifications: span: 43'11", 13.39 m length: 29'4", 8.94 m engines: 1 Curtiss V-1570-57 max. speed: 239 mph, 385 km/h

(Source: Consolidated)

A development of the P-25 design, four P-30 s were ordered with serials 33-204/207. Two of these were later redesignated as PB-2 although other references have suggested all four were redesignated. The P-30A had a span of 45', 13.72 m, a length of 30'3", 9.22 m and had a V-1570-61 engine. 50 were ordered on 6 December 1934 with serials 35-001/050 but were redesignated as PB-2A shortly before delivery.

Refer also to A-11, F-25, F-27, F-28, F-33, PB-2

F-31 Curtiss 66 Swift

Specifications: span: 36', 10.97 m length: 26'3", 8.00 m engines: 1 Curtiss V-1570-53 max. speed: 208 mph, 335 km/h

(Source: David Horn, via 1000aircraftphotos.com photo #9097)

The Curtiss Swift was a low wing monoplane which made its first flight in July 1932 and was tested at Wright Field as XP-934 . It was procured on 25 February 1933 as XP-31 and with serial 33-178 but was rejected in favour of the P-26 design. On completion of testing it was redesignated as ZXP-31 and remained in use until 10 December 1936.

F-32 Boeing 278

Specifications: span: 31', 9.45 m length: 27'5", 8.36 m engines: 1 Pratt & Whitney R-1535-1 max. speed:

(Source: unknown)

The YP-32 was a projected variant of the YP-29A which was not built.

Refer also to F-29

F-33 Consolidated

Specifications: span: 43'11", 13.39 m length: engines: 1 Pratt & Whitney R-1830-1 max. speed:

(Source: unknown)

The XP-33 was a proposed development of the P-30/PB-2 design which was not built.

Refer also to A-11, F-25, F-27, F-28, F-30, PB-2

F-34 Wedell Williams

Specifications: span: 27'9", 8.46 m length: 23'6", 7.16 m engines: 1 Pratt & Whitney R-1535-1 max. speed: 308 mph, 496 km/h

(Source: via secretprojects.co.uk)

The XP-34 designation was assigned to a series of studies based on model 44 racer and ordered on 1 October 1935. An alternative engine was the Pratt & Whitney R-1830-1 and no aircraft was constructed as the company ceased to exist.

F-35 Seversky SEV.7 or AP-1

Specifications: span: 36', 10.97 m length: 25'2", 7.67 m engines: 1 Pratt & Whitney R-1830-9 max. speed: 281 mph, 452 km/h

(Source: nationalmuseum.af.mil/factsheets/index.asp)

The P-35 was developed in competition with the Curtiss P-36 design and the first aircraft flew in August 1935 with civilian registration NX-18Y. 77 examples of the P-35 were ordered with serials 36-354/430 whilst the last on the order, 36-430, was completed as XP-41. In 1941 Sweden had ordered 120 model EP-106s which had a length of 26'10", 8.18 m and a R-1830-45 engine. The USAAC impressed the 60 aircraft completed as P-35A of which 12 were sent to Ecuador whilst those remaining in service on 22 October 1942 were redesignated as RP-35A . The serials were 41-17434/17493.

Refer also to F-41

F-36 Curtiss 75 Hawk

Specifications: span: 37'4", 11.38 m length: 28'6", 8.69 m engines: 1 Pratt & Whitney R-1830-13 max. speed: 300 mph, 482 km/h

(Source: nationalmuseum.af.mil/factsheets/index.asp)

The model 75 monoplane single seat fighter flew for the first time in May 1935 but lost the competition to the P-35. The USAAC ordered three Y1P-36 s in June 1936 with serials 37-068/070 and on completion of the tests these were redesignated as P-36 . These aircraft had a length of 28'2", 8.59 m and a R-1830-13 engine. Those remaining in service on 22 October 1942 were redesignated as RP-36 . Based on the model 75L, 210 P-36A s to which the specifications apply, were ordered on 22 June 1937 but only 180 were completed with this designation with serials 38-001/180. The others, 38-181/210 were completed as P-36C. The first flight of the P-36A was on 20 April 1938. Those remaning in service on 22 October 1942 were redesignated as RP-36A. The P-36B designation was assigned in November 1938 to a single P-36A which was fitted with a R-1830-25 engine. The serial was 38-020. In addition to the 30 P-36As (38-181/210) which were completed as P-36C , two P-36As (38-001 and 38-085) were converted to the P-36C standard. The P-36C had a R-1830-17 engine. Those remaning in service on 22 October 1942 were redesignated as RP-36C. A single P-36A (38-174) was fitted with four guns in the wings and redesignated as XP-36D whilst P-36A 38-147 was tested with 6 wing guns as XP-36E and P-36A 38-172 with two 23 mm cannons as XP-36F . The designation P-36D has been connected to serials 39-456/555 which were cancelled. The P-36G version had a length of 28'10", 8.79 and a Wright R-1820-95 engine. 30 aircraft which had been ordered by Norway were impressed with serials 42-38305/38322 and 42-108995/109006. They were later redesignated as RP-36G . The model 75 was also produced to China, Norway, the Netherlands (but diverted to the Netherlands East Indies), Thailand, Argentine and France (with a large number diverted to Britain) but none of these were procured through the USAAC.

Refer also to F-37, F-40, F-42.

F-37 Curtiss 75I or 80

Specifications: span: 37'4", 11.38 m length: 32'10", 10.01 m engines: 1 Allison V-1710-21 max. speed: 330 mph, 531 km/h

(Source: Jack Fisher, via 1000aircraftphotos.com photo #9620)

The XP-37 , which had a length of 31', 9.45 m and a V-1710-11 engine, was a progressive development of the P-36 design. One aircraft was built with serial 37-375 and flew for the first time in April 1937. This was followed by 13 YP-37 s which were ordered on 11 December 1937 with serials 38-472/484. They were later redesignated as P-37 . Further development was cancelled due to mechanical problems.

Refer also to F-36, F-40, F-42

F-38 Lockheed 22 Lightning

Specifications: span: 52', 15.85 m length: 37'10", 11.53 m engines: 2 Allison V-1710-27/29 max. speed: 413 mph, 665 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Lightning was a twin engined fighter aircraft which was originally named Atlanta. One XP-38 , with V-1710-11/15 engines, was ordered on 23 June 1937 with serial 37-457. The first flight was on 27 January 1939 but was destroyed in a crash on 11 February 1939. This was followed by 13 YP-38 , to which the specifications apply, with serials 39-689/701. The first flight was on 16 September 1940. 30 P-38s were ordered in September 1939 with serials 40-744/773 and those remaining in service on 22 October 1942 were redesignated as RP-38 and yet later ZRP-38 . The XP-38A designation was assigned to a single P-38 (40-762) which was fitted with a pressurised cockpit as model 622. The project was also identified as MX-6. The P-38B and P-38C designations were reserved for projected developments. Also known as model 222, 39 P-38D s were ordered with serials 40-774/809. Those remaining in service on 22 October 1942 were redesignated as RP-38D . The P-38E version was built with serials 41-1983/2120, 41-2157, 41-2172, 41-2219 and 41-2221/2292. One aircraft, 41-1986, had a raised tail for experimental purposes. Aircraft 41-2157 was later redesignated as F-4 and then F-5A. Those remaining in service on 22 October 1942 were redesignated by RP-38E . A batch with serials 42-12650/12666 was completed as P-38F. The next version was the P-38F which was fitted with V-1710-49/53 engines. 527 were built outright with serials 41-2293/2361, 41-2382/2392, 41-7484/7680, 42-12567/12666 and 43-2035/2184. The P-38G version was powered by V-1710-51/55 engines and was built with serials 42-12687/12766, 42-12787/12866, 42-12870/13066, 42-13127/13266, 42-13327/13557 and 43-2185/2558. It was also known as model 222. A number were converted to F-5A whilst other interspersing batches were completed outright as F-5A. One, with serial 42-13534 was converted as TP-38G . The P-38H or model 422 had 2 V-1710-89/91 engines. 601 were built with serials 42-13559 and 42-66502/67101. 128 were converted as F-5C. The model designation 442 was also used for the P-38J which was similar to the P-38H but was fitted with a chin radar. 2970 were built with serials 42-12867/12869, 42-13560/13566, 42-67102/67311, 42-67402/68191, 42-103979/104428, 43-28248/29047 and 44-23059/23768. The first three aircraft may have been commenced as P-38G. The designation TP-38J has been associated with aircraft 43-28865, 43-28919, 44-23416 and 44-23459. Those remaining in service on 11 June 1948 were redesignated as ZF-38J . A number of aircraft were converted to F-5C and F-5E reconnaissance aircraft. The P-38K version was fitted with V-1710-75/72 engines and one was built with serial 42-13558. A single P-38E, 41-1983, was also converted to this standard and was designated as XP-38K . The P-38L , or model 422, was fitted with V-1710-111/113 engines and 3810 were built by Lockheed and 113 by Vultee. The serials were 43-50226/50338, 44-23769/27258 and 44-53008/53327. Batches with serials 43-50339/52225 and 44-53328/54707 were cancelled. Those remaining in service on 11 June 1948 were redesignated as ZF-38L . A number of P-38Ls were converted as TP-38L with tandem seating. They were aircraft with serials 44-23905, 44-24032, 44-24255, 44- 24512, 44-25272, 44-25488, 44-25805, 44-25807, 44-25944, 44-26542 and 44-27059. Other P-38Ls were were converted as P-38M (model 522) night fighters with serials 44-25237, 44-26825, 44-26831, 44-26863, 44-26865, 44-26892, 44-26951, 44-26997, 44-26999, 44-27000, 44-27108, 44-27233, 44-27233, 44-27234, 44-27236, 44- 27237, 44-27238, 44-27245, 44-27249, 44-27250, 44-27251, 44-27252, 44-27254, 44-27256, 44-27257, 44-27258, 44-53011, 44-53017, 44-53019, 44-53020, 44-53022, 44-53023, 44-53025, 44-53029, 44-53030, 44-53031, 44-53032, 44-53034, 44- 53035, 44-53042, 44-53050, 44-53052, 44-53056, 44-53062, 44-53063, 44-53066, 44-53067, 44-53068, 44-53069, 44-53073, 44-53074, 44-53076, 44-53077, 44-53079, 44-53080, 44-53082, 44-53083, 44-53084, 44-53085, 44-53086, 44-53087, 44- 53088, 44-53089, 44-53090, 44-53092, 44-53093, 44-53094, 44-53095, 44-53096, 44-53097, 44-53098, 44-53100, 44-53101, 44-53106, 44-53107, 44-53109, 44-53110 and 44-53112. A large number of aircraft were converted to F-5E, F-5F and F-5G reconnaissance aircraft. The designation XP-38R has been associated with a P-38L (44-53236) used at the Armament Laboratory to test a new gun- bomb-rocket sight. The designation P-322 was used for 140 Lightning Is which were transferred from the RAF to the USAAC. Whilst serials were allocated to some of these aircraft (42-14237/14296) they were never carried and instead these aircraft retained their RAF serials. The serials were AE978/999, AF101/104 and AF108/221, with AF105, AF106 and AF107 having been delivered to the RAF. Twenty of the P-322s retained their V-1710-C15 engines (USAAF designation V-1710-33) whilst the rest of the P-322s were fitted with V-1710-27 and -29 but were not given turbosuperchargers. AE221 was the only Lightning II and was designated as P-38F.

Refer also to F-49, F-58, R-4, R-5, FO

F-39 Bell Airacobra

Specifications: span: 34', 10.36 m length: 30'2", 9.19 m engines: 1 Allison V-1710-37 max. speed: 368 mph, 592 km/h

(Source: USAF)

A single seat fighter of which a total of 9588 were built. Originally to be named Caribou, the XP-39 was the model 11 and a single aircraft was ordered on 7 October 1937 with serial 38-326. It had a span of 35'10", 10.92 m, length of 28'8", 8.74 m, and a V-1710-17 engine. It flew for the first time on 6 April 1938 and was eventually converted to XP-39B standards. The YP-39 , to which the specifications apply, was the model 12 and thirteen were ordered as 40-027/039 on 27 April 1939. A single YP-39A , which was to have a V-1710-31 engine, was completed as YP-39, the serial being 40-039. The XP-39B had a span of 34'10", 10.62 m, length of 29'9", 9.07 m and an Allison V-1710-37 engine. The first flight was on 25 November 1939. The XP-39 was converted to this standard. The serial was 38-326. The P-39C had a span of 34'10", 10.62 m, length of 30'2", 9.19 m and V-1710-35 engine. 20 were ordered on 10 August 1939 as P-45 with serials 40-2971/2990 but were subsequently redesignated as P-39C. Those remaining in service on 22 October 1942 were redesignated as RP-39C . A batch with serials 40-2991/3050 was completed as P-39D. The P-39D version was similar to the P-39C. Known as model 14A it was built with serials 40-2991/3050, 41-6722/7052, 41-7057/7115, 41-28257/28406 and 41-38220/38563. The XP-39E (model 23) had a span of 35'10", 10.92 m, length of 31'11", 9.73 m and was powered by a V-1710-47 engine. As model 33, it was previously designated as XP-76. They had laminar flow wings with clipped tips and a different tail configuration and three were built with serials 41-19501/19502 and 42-71464. The production version, previously designated as P-76, was the P-39E and 4000 were cancelled on 20 May 1942. The P-39F was similar to the P-39C and 229 were built with serials 41-7116/7344. The TP-39F designation was assigned to a single P-39F fitted with a second cockpit. The P-39G version was similar in dimensions to the YP-39 and was fitted with a V-1710-63 engine. It was ordered with serials 42-4244/5043 and 42-8727/9726 but these were delivered as P-39K, P-39L, P-39M and P-39N. The P-39H designation was not assigned although there is a reference to a Bell model 45 as XP-36H . The P-39J version was similar to the P-39G but with a V-1710-59 engine. 25 were built with serials 41-7053/7056 and 41-7059/7079. The P-39K version was similar to the P-39G except for equipment detail, and 210 were built with serials 42-4244/4453. At least two, with serials 42-4255 and 42-4341 were converted as TP-39K . The P-39L , of which 250 were built with serials 42-4454/4703, was the next version of the P-39G. The P-39M version was based on the P-39G but with the V-1710-83 engine. 240 were built with serials 42-4704/4943. One aircraft with serial 42-4910 was converted as TP-39M . The P-39N version of the P-39G had an Allison V-1710-85 engine and 2095 were built with serials 42-4944/5043, 42-8727/9726, 42-18246/19240. Most of these were supplied to the USSR. Aircraft with serials 42-19241/19445 were not built. Aircraft with serials 42-5022, 42-9667, 42-9722, 42-18290, 42-18294, 42-18490, 42-18525, 42-18856, 42-18881 and 42-18903 were converted as TP-29N. The P-39P version was not assigned and the next version, which was similar to the P-39N, was the P-39Q . 4905 were built with serials 42-19446/21250, 44-2001/4000, 44-32167/32666 and 44-70905/71504 whilst aircraft with serials 42-21251/22245 were cancelled. Most of these were supplied to the USSR. One (42-20807) went to the USN Navy as XTDL-1. It was also known as F2L-1K as was another P-39Q (42-19976). Aircraft with serials 42-19597, 42-19627, 42-19631, 42-19640, 42-19656, 42-19914, 42-19980, 42-20024, 42-20410, 42-20711, 42-20813, 44-3002 and 44-3483 were converted to TP-39Q . Those P-39Qs remaining in service on 11 June 1948, were redesignated as ZF-39Q . A few P-39Qs were converted as operational trainers and were redesignated as RP-39Q . The serials included 44-3879, 44-3885, 44-3886, 44-3887, 44-3889, 44-3895, 44-3897, 44-3905, 44-3906, 44-3908, 44-3917 and 44-3918. On 11 June 1948 those remaining in service were redesignated as TF-39Q . In the South West Pacific area the USAAC used up to 253 Airacobras obtained from the RAF as P-400 . They did not receive serials. The number of aircraft supplied to the USSR is generally estimated at 4924, made up of 108 P-39Ds, 40 P-39Ks, 137 P-39Ls, 157 P-39Ms, 1113 P-39Ns and 3291 P-39Qs but other estimates vary between 4700 and 5700. It is believed 4719 aircraft reached the USSR indicating that a number were written off before delivery or were not taken up for whatever reason.

Refer also to F-45, F-63, F-76, PQ-7, F2L, TDL

F-40 Curtiss 31 Hawk

Specifications: span: 37'4", 11.38 m length: 31'9", 9.68 m engines: 1 Allison V-1710-33 max. speed: 357 mph, 574 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Curtiss models 81 and 87 were based on the model 75. In addition to the USAAC it was also ordered by the RAF as Tomahawk and Kittyhawk. Other users were France, China, USSR, Australia, New Zealand and Brazil, whilst many other nations used the type after the war. In total 13738 were built. The XP-40 , with a V-1710-19 engine, was converted from P-36A 38-010. It flew for the first time on 14 October 1938. The model designation was 75P. The P-40 or model 81A, to which the specifications apply, was the initial production model and 200 were ordered from 26 April 1939 with serials 39-156/289 and 40-292/357. Aircraft with serials 39-290/455 were cancelled. The first flight took place on 4 April 1940 and a number of aircraft were supplied to the USSR. Those aircraft remaining in service on 22 October 1942 were redesignated as RP-40 whilst later the designation ZRP-40 was also used. 100 of this version were ordered by the RAF as Tomahawk I. The P-40A designation was initially not assigned but was used in March 1942 for a single P-40 fitted with a camera in the rear fuselage. The serial was 40-326. The P-40B version incorporated some minor improvements over the P-40A. 131 were built with serials 41-5205/5304 and 41-13297/13327. Those remaining in service on 22 October 1942 were redesignated as RP-40B . In addition 1041 were procured by the RAF as Tomahawk II. The P-40C was further improved and 193 were built with serials 41-13328/13520. The first aircraft flew on 10 April 1941 and those remaining in service on 22 October 1942 were redesignated as RP-40C . In 1942 a single P-40C (41-13456) was modified as a mock-up for an undesignated twin engined heavy fighter. It had a span of 11.30 m, a length of 9.65 m and was fitted with two V-1650-1 engines. No further information is available on this development. These days it is generally believed this was not a serious proposal as the wing would have been incapable of carrying two engines.

Twin engined version (Source: BCF Klein, via 1000aircraftphotos.com photo #4862)

The P-40D version had a length of 31'2", 9.50 m and a V-1710-39 engine. Known as the model 87, 23 were built with serials 40-359/381. Contracts for another 1520 were transferred to other types. Those remaining in service in 1943 were redesignated as RP-40D . The RAF procured 560 direct as Kittyhawk I. A single P-40D was fitted with a Rolls Royce Merlin 28 engine, giving it a length of 33'4", 10.16 m. It had serial 40-360. The P-40E version was similar to the P-40C but with a V-1710-39 engine. 2320 were built with serials 40-358, 40-382/681, 41-5205/5744, 41-13521/13599, 41-24776/25195 and 41-35874/36953. P-40D 40-368 was also converted to P-40E raising the possibility that some of the earlier P-40Es were also converted P-40Ds although there is no support whatsoever for this suggestion, especially since 40-368 was later redesignated as RP-40D. Two P-40Es were converted as TP-40E whilst at least one P-40E (40-582) was converted as a two seater with no apparent change in designation. 1500 P-40Es were supplied to the RAF as Kittyhawk IA. The XP-40F had the US built version of the Merlin, the Packard V-1650-1. It had a length of 31'7", 9.63 m and was converted from P-40D 40-360. 1311 P-40F production aircraft were built with serials 41-13600/13695, 41-13697/14599 and 41-19733/20044. 41-13696 was cancelled. In addition the RAF purchased 150 direct as Kittyhawk II. A single P-40F (41-13602) was used for tests as YP-40F . Aircraft with serial 41-13601, 41-13606, 41-13660, 41-13678, 41-13683, 41-13701, 41-13718, 41-13743, 41-13785, 41-13786, 41-14032, 41-14075, 41-14123, 41-14140, 41-14147, 41-14157, 41-14158, 41-14160, 41- 14162 and 41-14181 were converted as TP-40F . A P-40 (39-221) was fitted with armour protection and self sealing tanks as the XP-40G prototype. In 1943 it was redesignated as RP-40G . On addition P-40s with serials 39-162, 39-176, 39-182, 39-187, 39-190, 39-191, 39-196, 39-197, 39-204, 39-209, 39-217, 39-220, 39-226, 39-235, 39-238, 39-243, 39-248, 39-249, 39-257, 39-263, 39-267, 39-275, 39-276, 39-279, 39-288, 40-292, 40-297, 40-299, 40-300, 40-301, 40-303, 40-309, 40-315, 40-318, 40-320, 40-323, 40-326, 40-331, 40-332, 40-333, 40-335, 40-336, 40-337, 40-338, 40-340 and 40-348 were converted to P-40G standard in August and September 1941. Also a number of P-40s repossessed from a British order were remanufactured as P-40G and were given new serials 42-14261/14274, 42-14277/14278 and 42-14281. Some of these were exported to the United Kingdom and Russia and a few were used by the USAAC. Those remaining in service in 1943 were redesignated as RP-40G. With the P-40H designation not having been assigned, the next version was the P-40J which was cancelled on 18 May 1942. The P-40K version was similar to the P-40F but had a V-1710-73 engine. 1300 were ordered from 28 October 1941 with serials 42-9730/10429 and 42-45722/46321. 352 of these went to the RAF as Kittyhawk III whilst another 1303 with serials 42-9727/9729, 42-64502/65201, 42-65902/66501 and 42-66387/66501 were cancelled. A single P-40K, with serial 42-10181 was converted as the TP-40K trainer, whilst aircraft 42-10219 was fitted with a different radiator system as XP-40K . The P-40L version was similar to the P-40K but had the Packard V-1650-1 engine. 700 were built with serials 42-10430/11129 and aircraft with serials 42-11130/11676, 42-65314, 42-65202/65901 and 42-65556/65576 were cancelled. The P-40M was an improved version of the P-40K with a V-1710-81 engine and 600 were built with serials 43-5403/6002 of which a number were supplied to the RAF as Kittyhawk III and IV. One aircraft, with serial 43-5487 was converted as a two seater with the designation TP-40M . The P-40N had a V-1710-99 engine as well as additional armament, 5219 were built with serials 42-104429/106428, 43-22752/24751, 44-7001/8000 and 44-47749/47968 whilst 780 with serials 44-47969/48748 were cancelled. The last production batch was fitted with V-1710-115 engines and is sometimes referred to as P-40P . A number of P-40Ns were converted as TP-40N two seaters, including serials 42-104788, 42-105109, 42-105231, 42-105364, 42-105394, 42-105412, 42-105428, 42-105452, 42-105499, 42-105617, 42-105782, 42-105812, 42-105831, 42-105886, 42-105893, 42-105927, 42- 106006, 42-106249, 43-23087, 43-23283, 43-23414, 43-23769, 43-23838, 43-23891, 43-23912, 43-23944, 43-23996, 43- 24003, 43-24005, 43-24088, 43-24256, 43-24290, 43-24392, 43-24432, 43-24466, 43-24468, 43-24547, 43-24554, 43-24563, 44-7017, 44-7068, 44-7084, 44-7156, 44-7218, 44-7335, 44-7442, 44-7541, 44-7731, 44-7736, 44-7744, 44-7754, 44-7788, 44-7793, 44-7795, 44-7993, 44-47749, 44-47753, 44-47755, 44-47854, 44-47855, 44-47920, 44-47922, 44-47923 and 44- 47924. Some aircraft were converted as RP-40N . Serials included 44-47750, 44-47757, 44-47758, 44-47763, 44-47856, 44-47857, 44-47858, 44-47859, 44-47860, 44-47861, 44-47862, 44-47863, 44-47864, 44-47865, 44-47883, 44-47921, 44-47925, 44- 47928, 44-47933, 44-47938, 44-47951, 44-47953, 44-47955, 44-47958, 44-47959, 44-47961, 44-47963, 44-47965, 44-47966 and 44-47967. The XP-40N designation was unofficially assigned to a single P-40N with a bubble canopy. Some P-40Ns were supplied to the RAF as Kittyhawk IV whilst those remaining in service on 11 June 1948 were redesignated as ZF-80N . A single P-40K was modified with a V-1710-121 engine as XP-40Q-1 and a P-40K and P-40N were modified as XP-40Q-2. The serials were 42-9987, 42-45722 and 43-24571. Eventually 300 P-40Fs and P-40Ls were converted with V-1710-81 engines and redesignated as P-40R . The serials included 42-10513, 42-10616, 42-10642, 42-10648, 42-10669, 42-10676, 42-10712, 42-10864, 42-10873, 42-10874, 42-10883, 42- 10883, 42-10903, 42-10913, 42-10924, 42-10944, 42-10953, 42-10954, 42-10964, 42-10974, 42-10983, 42-10991, 42-10992, 42-11010, 42-11026, 42-11037, 42-11039, 42-11053, 42-11055, 42-11058, 42-11059, 42-11064, 42-11065, 42-11068/11070, 42-11075, 42-11076, 42-11078, 42-11080, 42-11083, 42-11085, 42-11090/11092, 42-11105, 42-11109, 42-11110, 42- 11112/11116 and 42-11120. A number of P-40Fs were converted as P-40R-1. Serials included 41-13600, 41-13615, 41-13640, 41-13641, 41-13651, 41- 13659, 41-13662, 41-13663, 41-13666, 41-13676, 41-13682, 41-13691, 41-13715, 41-13722, 41-13747, 41-13794, 41-13818, 41-13822, 41-13825, 41-13830, 41-13834, 41-13842, 41-13853, 41-13916, 41-13976, 41-13977, 41-13982, 41-13992, 41- 14046, 41-14051, 41-14071, 41-14078, 41-14124, 41-14129, 41-14132, 41-14150, 41-14167, 41-14168, 41-14189, 41-14190, 41-14256, 41-14268, 41-14293, 41-14304, 41-14332, 41-14333, 41-14334, 41-14335, 41-14382, 41-14383, 41-14387, 41- 14420, 41-14497, 41-14499, 41-14500, 41-14561, 41-19733, 41-19782, 41-19783, 41-19784, 41-19788, 41-19845, 41-19880, 41-19886, 41-19889, 41-19919 41-19935, 41-19971, 41-19989, 41-19990 and 41-20039. Some of the P-40Rs and P-40R-1s were converted as TP-40R trainers. They included aircraft with serials 41-13640, 41-13682 and 41-13651. A number of P-40R-1s were eventually redesignated as RP-40R . They included serials 41-13830 and 41-13982. Some aircraft supplied to the UK under lend-lease were recalled by the USAAC during the North African campaign.

Refer also to F-36, F-37, F-42

F-41 Seversky AP-2 or AP-4D

Specifications: span: 36', 10.97 m length: 27', 8.23 m engines: 1 Pratt & Whitney R-1830-19 max. speed: 323 mph, 520 km/h

(Source: Ray Crupi, via 1000aircraftphotos.com photo #10010)

The XP-41 was a development of the P-35 and the last P-35 airframe, with serial 36-430, was completed as such.

Refer also to F-35

F-42 Curtiss 75S

Specifications: span: 37'4", 11.38 m length: 30'7", 9.32 m engines: 1 Pratt & Whitney R-1830-31 max. speed: 315 mph, 507 km/h

(Source: NASA Langley)

A single P-36A was converted as the XP-42 to test a close fitting cowling for a radial engine. The aircraft with serial 38-004, was delivered in March 1939.

Refer also to F-36, F-37, F-40

F-43 Republic AP-4 Lancer

Specifications: span: 36', 10.97 m length: 28'6", 8.69 m engines: 1 Pratt & Whitney R-1830-47 max. speed: 351 mph, 565 km/h

(Source: Ron Dupas, via 1000aircraftphotos.com photo #2623)

The Lancer fighter was developed as a private venture and 13 were procured by the USAAC as YP-43 on 12 May 1939 with serials 39-704/716. These aircraft had a R-1830-35 engine. This was followed by the P-43 production version of which 54 were built with serials 41-6668/6721. Those remaining in service on 22 October 1942 were redesignated as RP-43 . The P-43A version had a R-1830-57 engine and 205 aircraft were built with serials 40-2891/2970 and 41-31448/31572. The earlier aircraft were fitted with R-1830-49 engines and are sometimes referred to as P-43A-1. Those remaining in service on 22 October 1942 were redesignated as RP-43A . 150 P-43s and some P-43As were converted with cameras as P-43B whilst the P-43C designation was assigned to a slightly different conversion of two P-43As. Serials for the P-43B included 40-2895, 40-2987, 40-2898, 40-2899, 40-2911, 40-2912, 40-2915, 40-2919, 40-2933, 40-2940, 40-2949, 40-2950, 40-2951 and 40-2954 whilst the serials 40-2894 and 40-2897 were associated with the P-43C. Those remaining in service on 22 October 1942 were redesignated as RP-43B and RP-43C whilst, yet later the designation ZRP-43 was used. P-43D and P-43E versions were projected reconnaissance aircraft, the latter having R-1830-57 engines. Neither version was built although reference sources claim that aircraft with serials 41-6685, 41-6687, 41-6692, 41-6695, 41-6707 and 41-6718 were converted as P-43D.

Refer also to F-44

F-44 Republic Rocket

Specifications: span: 36', 10.97 m length: 28'4", 8.64 m engines: 1 Pratt & Whitney R-2180-1 max. speed: 386 mph, 621 km/h

(Source: Republic)

The model AP-4J was based on the P-43 and 80 P-44-1s were ordered with serials 40-2891/2970 but these were completed as P-43A. The P-44-2 version with a length of 29'3", 8.92 m and a Pratt & Whitney R-2800-7 engine evolved into the P-47B. Development was cancelled on 30 September 1940.

Refer also to F-43, F-47

F-45 Bell Airacobra

Specifications: span: 34', 10.36 m length: 30'2", 9.19 m engines: 1 Allison V-1710-35 max. speed: 379 mph, 610 km/h

80 examples of the P-45 were ordered on 10 August 1939 with serials 40-2971/3050 but they were redesignated as P-39C and P-39D before completion. The designation XP-45 has also been quoted.

Refer also to F-39, F-63, F-76, PQ-7, F2L, TDL

F-46 Curtiss 86

Specifications: span: 34'4", 10.46 m length: 30'2", 9.19 m engines: 1 Allison V-1710-39 max. speed: 355 mph, 571 km/h

(Source: Jacques Trempe, via 1000aircraftphotos.com photo #2238)

Intended to be a replacement for the P-40, one XP-46 was ordered on 29 September 1939 with serial 40-3053. It made its first flight on 22 September 1941. The XP-46A , which was ordered on the same day with serial 40-3054 was similar except for the deletion of armament. This aircraft flew for the first time on 15 February 1941.

F-47 Republic Thunderbolt

Specifications: span: 40'9", 12.42 m length: 35', 10.67 m engines: 1 Pratt & Whitney R-2800-2 max. speed: 412 mph, 663 km/h

(Source: William T. Larkins)

The designation XP-47 , or model AP-10, was for a light weight fighter with a span of 41', 12.50 m, length of 35', 10.67 m, an Allison V-1710-39 and a max. speed of 400 mph, 644 km/h. One aircraft was ordered on 17 January 1940 with serial 40-3051, whilst a similar XP-47A was ordered at the same time with serial 40-3052. The design was cancelled on 10 July 1940 in favour of the heavier Thunderbolt. On 6 September 1940 the XP-47B prototype was ordered with the previously used serial 40-3051 and the first flight was on 6 May 1941. The XP-47B had a XR-2800-2 engine. The first production version was the P-47B to which the specifications apply, and 171 aircraft were built with serials 41-5895/6065. Those remaining in service in 1943/44 were redesignated as RP-47B . The P-47C was a modified version with a R-2800-21 engine and a length of 36'1", 11.00 m. 602 were built with serials 41-6066/6667. Eventually those remaining in service were redesignated as RP-47C . The designation TP-47C has been associated with aircraft 41-6485. The P-47D was similar to the P-47C and 12604 were built with serials 42-7953/8702, 42-22250/23299, 42-25274/27384, 42-27389/29466, 42-74615/76614, 43-25254/25753, 44-19558/21107, 44-32668/33867, 44-89684/90483 and 45-49090/49554. A batch with serials 45-49555/49974 was cancelled. A number of the aircraft were supplied to the RAF, Brazil, USSR and Mexico and some were fitted with the R-2800-59 engine. A number of aircraft were converted as TP-47D trainers. Serials included 42-8028, 42-8035, 42-8084, 42-8141, 42-8166, 42-8197, 42-8245, 42-8270, 42-8283, 42-8287, 42-8301, 42- 8334, 42-8531, 42-22315, 42-22320, 42-22333, 42-22360, 42-22415, 42-22440, 42-22615, 42-22621, 42-22711, 42-22864, 42-22877, 42-22878, 42-22993, 42-23121, 42-26172, 42-27606, 42-27805, 42-27814, 42-28708, 42-28711, 42-28725, 42- 29065, 42-29107, 42-29218, 42-29221, 42-29389, 42-29391, 42-29408, 42-74838, 42-74861, 42-75467, 42-75469, 42-75477, 42-75481, 42-76377, 43-25270, 43-25273, 44-20207, 44-32680, 44-32699, 44-32798, 44-32802, 44-32804, 44-90126, 44- 90258, 44-90264, 44-90270, 44-90373, 44-90468, 45-49219, 45-49250, 42-49295, 45-49386 and 45-49514. Those P-47Ds remaining in service on 11 June 1948 were redesignated as F-47D . A single P-47B (41-6065) was converted with a pressurised cabin as XP-47E and flew in September 1942, whilst another P-47B (41-5938) was fitted with a laminar flow wing as XP-47F . The P-47G version was similar to the P-47D and 354 with serials 42-24920/25273 were built by Curtiss-Wright. Four of these, 42-24972, 42-25068, 42-25266 and 42-25267, were converted with a second cockpit as TP-47G . The XP-47H version had a span of 40'9", 12.42 m, a length of 39'2", 11.94 m and was fitted with a Chrysler XIV-2220-1 engine. The two aircraft were converted from P-47Ds 42-23297/23298. The XP-47J was a version with a span of 41', 12.50 m, length of 33'3", 10.13 m and a R-2800-57 engine. Two were ordered but only one, 43-46952, was built. A single P-47D was fitted with a cut down rear fuselage and was redesignated as XP-47K . Its serial was 42-8702. P-47D 42-76614 was fitted with an increased fuel capacity and redesignated as XP-47L . Three P-47Ds were fitted with the R-2800-57 engine and had a length of 36'4", 11.07 m. They were redesignated as YP-47M and had serials 42-27385/27386 and 42-27388. They were designed to attain higher speeds to counteract the combat rocket and jet engined aircraft encountered over Germany. The production version was the P-47M and 130 were built with serials 44-21108/21237. Aircraft with serials 44-21238/21757 were cancelled. The XP-47N was a P-47D (42-27387) fitted with a different wing, giving it a span of 42'10", 13.06 m, length of 36'2", 11.02 m. It had a R-2800-57 engine. The production version, P-47N had a span of 42'7", 12.98 m, a length of 36'1", 11.00 and a R-2800-77 engine and 1816 were built with serials 44-87784/89450 and 45-49975/50123. Aircraft with serials 44-89451/89683 and 45-50124/53574 were cancelled. Those remaining in service on 11 June 1948 were redesignated as F-47N . A number of P- 47Ns were converted as TP-47N . They had serials 44-89107, 44-89322 and 44-89404 and on 11 June 1948 those remaining in service were redesignated as TF-47N . In total 15683 Thunderbolts were built. The c/ns of the Republic Farmingdale and Curtiss P-47 were mixed in together, but not the Evansville P-47 c/ns and Evansville and Farmingdale had same c/ns on P-47s for some reason.

Refer also to F-72

F-48 Douglas 312

Specifications: span: 32', 9.75 m length: 21'9", 6.63 m engines: 1 Ranger SGV-770 max. speed: 370 mph, 595 km/h

(Source: Douglas)

The XP-48 was proposed in 1939 but as it was unlikely that the anticipated performance could be achieved the project was cancelled in February 1940. The designation P-48, and in particular P-48C, was for a short time used in Vultee Vanguard advertising but this was not sanctioned by the USAAC. In addition a 1945 publication has associated the designation with a Republic 312 design, which is obviously incorrect.

F-49 Lockheed 522

Specifications: span: 52'. 15.85 m length: 40'1", 12.22 m engines: 2 Continental XIV-1430-1 max. speed: 458 mph, 737 km/h

(Source: Johan Visschedijk)

A development of the Lightning design, a single XP-49 was ordered on 30 November 1939 with serial 40-3055. Originally it was to be engined by Pratt & Whitney XH-2600 or Wright R-2160 engines. The first flight was on 11 November 1942.

Refer also to F-38, F-58, R-4, R-5

F-50 Grumman G-45

Specifications: span: 42', 12.80 m length: 31'11", 9.73 m engines: 2 Wright R-1820-67/69 max. speed: 427 mph, 687 km/h

(Source: Grumman)

The twin engined XP-50 was a development of the F5F design and a single aircraft was built with serial 40-3057. It was ordered on 25 November 1939 and made its first flight on 18 February 1941. On 14 May 1941 it crashed after having flown for only 20 hours. An earlier proposed development of the F5F version for the USAAF, was referred to as type G-41 but there is no evidence to suggest that this represented the XP-50.

F-51 North American Mustang

Specifications: span: 37', 11.28 m length: 32'3", 9.83 m engines: 1 Allison V-1710-81 max. speed: 387 mph, 623 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Mustang was a single seat fighter developed against British requirements. The prototype was designated by North American as NA.73X and was registered as NX19998. It flew for the first time on 26 October 1940. The USAAC originally assigned the name Apache but later adopted the British name Mustang. A total of 15586, incl. those for the RAF were built. Licence production was also undertaken by CAC in Australia. The USAAC ordered two Mustangs intended to go to the RAF, as XP-51 and with serials 41-038/039. They carried c/n 73-3101 and 73-3107 and were fitted with V-1710-39 engines and were evaluated. It as been suggested that there was a third aircraft, with c/n 73-3100 that did not receive a USAAF serial but became RAF AG348 instead of 41-038. The P-51 version was similar to the XP-51 and 150 were ordered with serials 41-37320/37469. Most of these went to the RAF as Mustang I whilst a number were converted as F-6A. One, with serial 41-37426, went to the US Navy with serial 57987. The P-51A was the version to which the specifications apply and 310 were ordered with serials 43-6003/6312. 50 went to the RAF as Mustang II and 75 were converted as F-6B. The first flight was on 3 February 1943. The XP-51B version was powered by the Packard V-1650-3 engine. Two P-51s were converted to this standard and were initially designated as XP-78 before being redesignated as XP-51B. The serials were 41-37352 and 41-37421. The P-51B production version was powered by a V-1650-3 and later by a V-1650-3 engine and 1990 were built with serials 42-106429/106978, 43-6313/7202, 43-12093/12492 and 43-24752/24901. 71 were converted as F-6C, 250 went to the RAF as Mustang III and those remaining in service on 11 June 1948 were redesignated as ZF-51B . The P-51C version was similar to the P-51B but was built at the Dallas plant. 1750 were completed with serials 42-102979/103978, 43-24902/25251 and 44-10753/11152. 20 of these were converted as F-6C, 637 went to the RAF as Mustang III. The first flight was on 5 August 1943. Two P-51Bs, with serials 42-106539/106540 were converted as XP-51D prototypes with a bubble canopy and a cut down rear fuselage. On completion of testing they were redesignated as P-51D.The P-51D version was built on two production lines. The total number ordered was 8100 and the serials were 44-11153/11352, 44-12853/15752, 44-63160/64159, 44-72027/75026, 44-84390/84989 and 45-11343/11742. Some reference sources state that only 7956 were built. One aircraft, 44-14017 was transferred to the US Navy and was fitted with an arrester hook for tests. 280 were transferred to the RAF as Mustang IV whilst those remaining in service on 11 June 1948 were redesignated as F-51D . In addition P-51B 43-12101 was converted as a P- 51D. In 1946 the F-6Ds remaining in service were redesignated as FP-51D . They were further redesignated as RF-51D on 11 June 1948 and some of these were later converted as TRF-51D trainers. The TP-51D was a dual control tandem seat conversion of the P-51D. Known serials include 44-13918, 44-72210, 44-72325, 44-72782, 44-73086, 44-73190, 44-73298, 44- 73494, 44-73674, 44-73806, 44-73966, 44-74163, 44-74172, 44-74210, 44-74221, 44-74388, 44-74395, 44-74414, 44-74419, 44-74420, 44-74443, 44-74455, 44-74556, 44-74559, 44-74569, 44-74571, 44-74596, 44-74637, 44-74649, 44-74659, 44- 74695, 44-74698, 44-74703, 44-74713, 44-74866, 44-74876, 44-74902, 44-74915, 44-84610, 44-84611, 44-84654, 44-84658, 44-84660, 44-84662, 44-84663, 44-84665/84670, 44-84676, 44-84745, 44-84900, 44-84949, 44-84960, 45-11443 and 45- 11446. Those remaining in service on 11 June 1948 were redesignated as TF-51D . In addition 44-84611, 44-84660, 44-84847 and 44- 85610 were converted as TF-51D after 11 June 1948. One of these was used as NTF-51D for shipboard landing tests. The serial was 44-84900. Aircaft with serials 44-84900 and 44-84960 were also flown as ETF-51D . One P-51D, 44-63528, was flown with two Marquardt XRJ-30-MA ramjets at the wingtips. It did not carry a special designation. One F-51D with serial 44- 15479 was used as EF-51D . The P-51E designation was originally reserved for those P-51Ds built at the Dallas plant. The XP-51F , which was similar to the P-51D, was a lightweight version of which three were built with serials 43-43332/43334. The first flight was on 14 February 1944. The XP-51G version was based on the XP-51F but was fitted with a Rolls Royce Merlin 145M engine. Two were built with serials 43-43335/43336 and the first flight was on 10 August 1944. The next production version was the P-51H which had dimensions similar to the P-51D but was powered by a V-1650-9 engine. 555 were built with serials 44-64160/64714 and the first flight was on 3 February 1945. Another 1445 with serials 44-64715/65159 were cancelled. Those remaining in service on 11 June 1948 were redesignated as F-51H . One F-51H was transferred to the US Navy in August 1948 with out of sequence serial 09064. P-51s with serials 44-64161, 44-64206, 44-64210, 44-64296, 44-64344, 44-64645, 44-64697, 44-64708, 44-64188, 44-64212, 44-64301, 44-64424, 44-64648, 44-64711, 44- 64189, 44-64216, 44-64313, 44-64425, 44-64651, 44-64712, 44-64196, 44-64218, 44-64328, 44-64454, 44-64653, 44-64652, 44-64201, 44-64222, 44-64331, 44-64551, 44-64657, 44-64206, 44-64295, 44-64333, 44-64643 and 44-64690 were converted as TP-51H trainers. The XP-51J was based on the XP-51F but had a length of 32'11", 10.03 m and a V-1710-119 engine. Two were built with serials 44-76027/76028 and the first flight was on 23 April 1945. The P-51K version was based on the P-51D and 1500 were built with serials 44-11353/12852. 163 were converted as F-6K which were redesignated as FP-51K in 1946, and 594 were supplied to the RAF as Mustang IV. On 11 June 1948 those P-51Ks and FP-51Ks remaining in service were redesignated as F-51K and RF-51K . Some P-51Ks were converted as trainer with the designation TP-51K . The serials included 44-11753, 44-12121, 44-12131 and 44-12139. Those remaining in service on 11 June 1948 were redesignated as TF-51K . The P-51L was similar to the P-51H but had a V-1650-11 engine. 1700 were ordered with serials 44-91004/92003 but were subsequently cancelled. The final version was the P-51M which was similar to the P-51H but had a V-1650-9A engine. Built at the Dallas plant one was completed with serial 45-11743 whilst production of 1628 examples with serials 45-11744/12742 was cancelled. In February 1967 Trans Florida (later Cavalier) received an order to produce some further F-51Ds for delivery to Bolivia with serials 67-14862/14864 and 67-22579/22581. Also it received an order for two examples to be used by the US Army as chase aircraft in the AH-56 programme. These aircraft were fitted with Rolls Royce Dart engines and received serials 68-15795/15796. Later a further 6 aircraft were built with serials 72-1536/1541. Cavalier also produced four TF-51D s with serials 67-14865, 67-14866, 67-22582 and 69-6599. The design was also used as the basis for the Piper Enforcer.

Refer also to A-36, F-78, R-6

F-52 Bell

Specifications: span: 35', 10.67 m length: 34', 10.36 m engines: 1 Continental XIV-1430-5 max. speed: 435 mph, 700 km/h

(Source: USAF)

The Bell 16 or XP-52 was a single seat pusher fighter. It was originally to be fitted with an Allison V-1710 engine. The project also known as MX-1, never went beyond the design stage and work was terminated on 25 November 1941. No serials were assigned.

F-53 Curtiss 88

Specifications: span: 41'5", 12.62 m length: 35'3", 10.74 m engines: 1 Continental XIV-1430-3 max. speed: 430 mph, 692 km/h

A development of the P-46 design, two P-53 s or XP-53 s were ordered on 1 October 1940 with serials 41-140 and 41-19508. Neither aircraft was completed as the programme was cancelled in November 1941. The first aircraft was, however, used for static tests and the second was eventually used for the XP-60.

Refer also to F-60

F-54 Vultee V84 Swoose Goose

Specifications: span: 53'10", 16.41 m length: 54'9", 16.69 m engines: 1 Lycoming XH-2470-1 max. speed: 403 mph, 648 km/h

(Source: B.C.F. Klein, via 1000aircraftphotos.com photo #4958)

The R40C contest of 1940 had 23 entrants of which the XP-54 was the winner. Also known as MX-12, it was a single seat fighter with a pusher contra rotating set of airscrews although the second aircraft had a single prop. The contract was awarded on 22 June 1940 and originally it was intended to fit the Pratt & Whitney H-2600 engine, at which stage the model designation was Vultee 78. The engine change took place in October 1940. The Lycoming engine developed problems and eventually the programme was cancelled. With three serials having been connected with the XP-54 there has been some confusion for many years about the correct match up. The first aircraft was ordered on 8 January 1941 with serial 41-1210 and the second aircraft on 17 March 1942 with serial 42- 108994. Unfortunately the second aircraft was initially painted with serial 41-1211 and for many years it was suggested that 42- 108994 did not exist and probably referred to what became the XP-68. The painting error has been suggested in a 2004 publication stating that 41-1211 was in fact a Vultee BT-13A and that the correct serial number was applied after the first flight of the second aircraft. There is, however, no photographic evidence of the number 42-108994 having been applied and neither is there a photograph, so far, of the Vultee BT-13A with the 41-1211 serial. The first aircraft flew for the first time on 15 January 1943 and was eventually, and after extensive testing, withdrawn from use at Wright Field. The second aircraft flew for the first time on 24 May 1944 and was not flown again.

Refer also to F-68

F-55 Curtiss CW24 Ascender

Specifications: span: 40'7", 12.37 m length: 29'7", 9.02 m engines: 1 Allison V-1710-95 max. speed: 390 mph, 628 km/h

(Source: Ron Dupas, via 1000aircraftphotos.com photo #1918B)

An entry in the R40C contest the concepts of the XP-55 were first tested on a full scale CW-24B aerodynamic model which received serial 42-39347 and was powered by a Menasco C-68-5. It flew for the first time on 2 December 1941 and the flight programme was completed in May 1942.

Curtiss CW-24B (Source: Curtiss Wright)

The XP-55, of which three were ordered on 10 July 1942 with serial 42-78845/78847, was originally to be powered by a Pratt & Whitney H-2600 engine. The first flight was made on 19 July 1943.

F-56 Northrop N-2B

Specifications: span: 43'7", 13.28 m length: 27'7", 8.41 m engines: 1 Pratt & Whitney R-2800-29 max. speed: 450 mph, 724 km/h

(Source: USAAF, via yahoo.com/group/AAFaircraft)

Submitted for the R40C contests the XP-56 was a flying wing fighter. Also known as MX-14, two aircraft were ordered from 26 September 1940 with serials 41-786 and 42-38353. The first aircraft flew on 6 September 1943. The second aircraft featured a different tail design which was later also fitted on the first aircraft. The first aircraft crashed on 8 October 1943 whilst the second aircraft is now in NASM.

F-57 Tucker AL5

Specifications: span: 28'5", 8.66 m length: 26'7", 8.10 m engines: 1 Miller L-510-1 max. speed: 450 mph, 724 km/h

(Source: nationalmuseum.af.mil/factsheets/index.asp)

The XP-57 was a lightweight fighter of which one was ordered with serial 41-004 but was cancelled due to financial difficulties of Tucker.

F-58 Lockheed 20 Chain Lightning

Specifications: span: 70', 21.34 m length: 49'4", 15.04 m engines: 2 Allison V-3420-11/13 max. speed: 420 mph, 676 km/h

(Source: USAF)

The XP-58 was a development of the Lightning with a crew of two. Two aircraft were ordered with serials 41-2670/2671 but only the first one was completed. It flew on 6 June 1944.

Refer also to F-38, F-49, R-4, R-5

F-59 Bell 27 Airacomet

Specifications: span: 45'6", 13.87 m length: 38'2", 11.63 m engines: 2 General Electric J31-GE-3 max. speed: 400 mph, 644 km/h

The XP-59 designation was originally used for the Model 20, a twin boom fighter of which two examples were ordered which were subsequently cancelled. It has been suggested the serials 41-19506/19507 were associated with this design. The design had a span of 40', 12.19 m, a length of 37'3", 11.35 m, a Pratt & Whitney R-2800-23 engine and a max. speed of 450 mph, 724 km/h.

XP-59 (Source: Bell)

The designation was then assigned to the first jet of the USAAF and three XP-59A s were ordered on 3 October 1941. Also known as MX-397, they were fitted with a General Electric Type IA jet and the first flight took place on 2 October 1942. The serials were 42-108784/108786.

(Source: USAF, via 10af.afrc.af.mil/photos)

The YP-59A was a development batch of 13 aircraft with serials 42-108771/108783. Of these 42-108778 and 42-108779 were transferred to the US Navy in December 1943 with serials 63960/63961 where they either did not receive a designation or received the designation XF2L-1. Also a single aircraft, 42-108773, was exchanged with the RAF for a Gloster Meteor. That aircraft became RJ362/G although it was later returned to the USA. The P-59A had a longer fuselage of 38'10", 11.84 m and 100 were ordered on 11 March 1944 although only 20, with serials 44-22609/22628 were completed. The cancelled serials were 44-22629/22708 although some serials were used for the P-59B. On 11 June 1948 those remaining in service were redesignated as ZF-59A . The XP-59B (model 29) was a cancelled version with a single General Electric I63 engine. Development was abandoned in favour of the Lockheed P-80 design. The designation P-59B was assigned to 30 aircraft fitted with J31-GE-5 engines and which received serials 44-22629/22658. In 1945 three (44-22651, 44-22656 and 44-22657) went to the US Navy with serials 64100 and 64108/64109. On 11 June 1948 those remaining in service were redesignated as ZF-59B .

Refer also to F2L.

F-60 Curtiss 95

Specifications: span: 41'5", 12.62 m length: 33'7", 10.24 m engines: 1 Packard V-1650-1 max. speed: 387 mph, 623 km/h

(Source: Jacques Trempe, via 1000aircraftphotos.com photo #2897)

The second XP-53 aircraft was completed as the XP-60 , to which the specifications apply, and had serial 41-19508. It was ordered on 1 October 1940 and made its first flight on 18 September 1941. It was subsequently converted with a V-1650-3 engine and was known as XP-60D , in which guise it made its first flight in August 1942. The aircraft crashed on 6 May 1943. The XP-60A had a span of 41'4", 12.60 m, length of 33'8", 10.26 m, a Allison V-1710-75 and a max speed of 420 mph, 676 km/h. Designated by the company as model 95, it had serial 42-79423 and flew for the first time on 1 November 1942. It was later modified with a turbo supercharger and redesignated as XP-60B . The designation XP-60C was used for a version fitted with a Pratt & Whitney R-2800-53 engine although originally it was intended to fit the Chrysler XIV-2220. It had serial 42-79424 and flew for the first time on 27 January 1943. A third aircraft, similar to the YP-60A, was built as XP-60E and with serial 42-79425. It flew for the first time on 26 May 1943. It was damaged after three months. In some reference sources it is suggested that 42-79425 was repaired using parts of 42-79423 and became the XP-60C whilst 42-79424 was converted to XP-60E standards. The YP-60A designation was used for 26 service test models which had been ordered on 31 October 1941 with serials 43-32763/32787 but which were cancelled on 19 July 1943. The same order date applied to 474 P-60A s with serials 43-32789/33262 which were cancelled in June 1943. The YP-60A and P-60A were to have a span of 41'4", 12.60 m and a length of 33'11", 10.34 m, a Pratt & Whitney R-2800-10 engine and a maximum speed of 450 mph, 724 km/h. The designation YP-60E referred to two aircraft originally ordered as YP-60A but completed with a R-2800-18 engine. The serials were 43-32763/32764 but only the first one was completed and flew on 15 July 1944. It was found unsuitable and was sold as NX21979.

F-61 Northrop Black Widow

Specifications: span: 66', 20.12 m length: 48'11", 14.91 m engines: 2 Pratt & Whitney R-2800-10 max. speed: 270 mph, 434 km/h

(Source: USAF)

The Black Widow was a twin engined three crew night fighter. Two XP-61 prototypes were ordered on 11 January 1941 with serials 41-19509/19510 and the first flight took place on 26 May 1942. This was followed by 13 service test aircraft designated as YP-61 and with serials 41-18876/18888, which were later redesignated as P-61 and were fitted with R-2800-10 engines. The P-61A was the first production version and was fitted with R-2800-10 engines although later the R-2800-65 version was fitted. 200 were built with serials 42-5485/5634 and 42-39348/39397. The P-61B version had a length of 49'7", 15.11 m and had R-2800-65 engines. 450 were built with serials 42-39398/39757 and 43-8231/8320. The next version was the P-61C with R-2800-73 engines, of which 41 were built with serials 43-8321/8361 whilst aircraft with serials 43-8362/8437 and 45-001/475 were cancelled. Two P-61As with serials 42-5559 and 42-5587 were fitted with R-2800-77 engines as XP-61D . The designation XP-61E was assigned to two P-61Bs fitted with different armament. The serials were 42-39549 and 42-39557. A single P-61C was to be fitted with R-2800-73 engines and redesignated as XP-61F . The conversion of aircraft 43-8338 was cancelled. In 1945 several P-61Bs were modified as P-61G weather reconnaissance aircraft, including 43-8345. On 11 June 1948 those aircraft remaining in service were redesignated as follows: pre post P-61A F-61A , ZF-61A P-61B F-61B P-61C F-61C F-15A RF-61C A single F-61C (43-8357) was used as the EF-61C electronics test bed.

Refer also to R-15, F2T

F-62 Curtiss 91

Specifications: span: 35'8", 16.36 m length: 39'6", 12.04 m engines: 1 Wright R-3350-17 max. speed: 448 mph, 721 km/h

(Source: Aubry Gratton, via 1000aircraftphotos.com photo #7915)

The XP-62 was a single seat high altitude interceptor fitted with a pressurised cabin. One XP-62 was ordered of 27 June 1941 and flew for the first time on 21 July 1943. The serial was 41-35873. The production version was the P-62 and 100 were ordered on 25 May 1942 but were cancelled on 18 July 1942. The XP-62A version was also cancelled. Instead the P-47 design was utilised to meet the requirement.

F-63 Bell 33 Kingcobra

Specifications: span: 38'4", 11.68 m length: 32'8", 9.96 m engines: 1 Allison V-1710-95 max. speed: 407 mph, 655 km/h

(Source: USAF)

The Kingcobra was a larger and more powerful derivative of the P-39 design. 3303 were built of which 2421 were supplied to the USSR and 300 to France. The remainder was used by the USAAF as target aircraft. Two prototypes of the XP-63 (model 24) were ordered on 27 June 1941. They were fitted with V-1710-47 engines and the serials were 41-19511/19512. The first flight was on 7 December 1942. A single example of the XP-63A (also model 24) prototype with serial 42-78015 was ordered in June 1942. The first flight of this aircraft, which had a V-1710-93 engine, took place on 26 April 1943. It was intended to convert the aircraft to XP-63B with a Packard V-1650-5 but this was cancelled. The first production version was the P-63A (model 25), to which the specifications apply. 1730 were built against orders placed from 29 September 1942. The serials were 42-68861/69879 and 42-69975/70685. A number of P-63As, with serials 42-68959, 42-69489, 42-69510, 42-69647, 42-69654, 42-69769, 42-69771, 42-69801 and 42-69880, had their armament removed and were used as RP-63A manned target aircraft along with 95 aircraft which were built outright to this standard with serials 42-69880/69974. A number of P-63As were converted as TP-63A training aircraft with a second cockpit. Serials included 42- 68952, 42-68960, 42-69054, 42-69107, 42-69134, 42-69204, 42-69609, 42-69656 and 42-69669. At least one P-63A (42- 268931) was fitted with a ski undercarriage. Two of the P-63As went to the USN and were converted as L-39 research aircraft with swept wings. They had serials 90060 and 90061. The P-63B was a May 1943 version with a Packard V-1650-5 (Merlin) engine. Known also as Bell model 34, two were to be built or converted but the project was cancelled. The P-63C version had a V-1710-117 engine and 1227 were built with serials 42-70686/70860, 43-10893/10932, 43-11133/11717 and 44-4001/4427. In addition 200 RP-63C s were built with serials 43-10933/11132. One of these was converted as TP-63C . Batches of P-63Cs with serials 43-11736/12092 and 44-5101/6000 were cancelled. The P-63D development (model 37) had a redesigned wing with a span of 39'2", 11.94 m a bubble canopy and a V-1710-109 engine. One was built with serial 43-11718. The P-63E (model 41) version was similar to the P-63D and 13 were built with serials 43-11720/11721 and 43-11725/11735. Aircraft with serials 42-19241/19445, 42-21251/22245, 43-11736/12092 and 44-4428/6000 were cancelled. The P-63F (model 43) version was a development of the P-63E but with a different tail unit and a V-1710-135 engine. Only one aircraft was completed with serial 43-11719 whilst a second aircraft with serial 43-11722 was cancelled. The RP-63G was a target version similar to the P-63F and 32 were built with serials 43-11723/11724 and 45-57283/57312, whilst a batch of 420 with serials 45-57313/57732 was cancelled. A single P-63E was fitted with a V-1710-127 engine and was redesignated as XP-63H . At least two aircraft, one of which RP-63G 45-57300, were tested with a V-tail using the designation XP-63N . On 11 June 1948 those aircraft remaining in service were redesignated as: pre post RP-63A QF-63A RP-63C QF-63C RP-63G QF-63G

Refer also to F-39, F-45, F-76, PQ-7, F2L, TDL

F-64 North American NA68

Specifications: span: 37'3", 11.35 m length: 27', 8.23 m engines: 1 Wright R-1820-77 max. speed: 270 mph, 434 km/h

(Source: William T. Larkins)

Six aircraft ordered by Thailand were repossessed in Hawaii on 4 March 1941 as P-64 and with serials 41-19082/19087. In 1943 they were redesignated as RP-64 .

Refer also to AT-6

F-65 Grumman G-51

Specifications: span: 52'6", 16.00 m length: 46'5", 14.15 m engines: 2 Wright R-2600-10 max. speed: 427 mph, 687 km/h

(Source: Grumman?)

Two XP-65 s were ordered on 16 June 1941. The order was cancelled on 16 January 1942. The USAAC tested a single XF7F-1 but this aircraft retained its US Navy identity.

Refer also to F7F

F-66 Vultee 48C Vanguard

Specifications: span: 36', 10.97 m length: 46'5", 14.15 m engines: 1 Pratt & Whitney R-1830-33 max. speed: 340 mph, 547 km/h

(Source: Van Swindelle, via 1000aircraftphotos.com photo #9089)

The type 48 Vanguard had flown for the first time on 8 September 1939. On 6 February 1940 Sweden ordered 144 aircraft as type 48C and the first of these aircraft flew on 6 September 1940. By then an embargo had been placed on the order and 100 of the aircraft were to be diverted to the United Kingdom under Lend Lease arrangements, to be used as advanced trainers in Canada. Assigned the serials BW208/207, aircraft were released by the United Kingdom on 19 May 1941 for delivery to China along with the balance of the order. The aircraft were then designated as P-66 and assigned the serials 42-6832/6975. Delivery to China began on 24 October 1941, but following the attack on Pearl Harbour, app. 50 of the aircraft were diverted for air defense purposes in California. Eventually supply to China recommenced and a total of 79 were delivered. Another 15 were retained in the USA whilst a number of others had been lost in tests and ferry flights.

F-67 McDonnell 2A Bat

Specifications: span: 55', 16.76 m length: 42', 12.80 m engines: 2 Continental XIV-1430-17/19 max. speed: 448 mph, 721 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Based on the R40C competition, two XP-67 s were ordered on 30 September 1941 but only one, with serial 42-11677, was completed and made its first flight on 6 January 1944. It crashed on 6 September 1944. The second aircraft, 42-11678, was not built. It was originally intended to install Allison V-3420-B2 or Pratt & Whitney H-3130 engines in the fuselage and have these drive pusher propellers. The design was initially known as MX-127.

F-68 Vultee Tornado

Specifications: span: 53'10". 16.41 m length: 54'9", 16.69 m engines: 1 Wright R-2160 max. speed:

The XP-68 was a development of the XP-54 which was cancelled on 22 November 1941. It is possible that it had the serial 42- 108994.

Refer also to F-54

F-69 Republic AP.18

Specifications: span: 51'8", 15.75 m length: 51'6", 15.70 m engines: 1 Wright R-2160-3 max. speed: 450 mph, 724 km/h

(Source: Gordon Hubbard, via 1000aircraftphotos.com photo #3779)

The XP-69 was a high altitude fighter design to be fitted with a pressurised cockpit. Two aircraft were ordered in March 1943 but were cancelled on 16 May 1943 due to changing conditions and the emergence of the XP-72 design. A 3/4 scale mock-up was built.

F-70 Douglas Havoc

Specifications: span: 61'4", 18.69 m length: 47'7", 14.50 m engines: 2 Wright R-2600-11 max. speed: 349 mph, 562 km/h

(Source: Aubry Gratton, via 1000aircraftphotos.com photo #7914)

The XP-70 was a night fighter version of the A-20 attack design. In 1942 a single A-20 with serial 39-735 was converted as the XP-70. This was followed by another 59 A-20s which were converted as P-70 . The serials were 39-736/740, 39-742/744, 39-746, 39-747 and 39-749/797. In a similar way a number of A-20Cs and A-20Gs were converted as P-70A-1 and P-70A-2. These had a length of 48', 14.63 m and R-2600-23 engines. Serials for the P-70A-1 and P-70A-2 included 42-33135, 42-33137, 42-33141, 42-33143, 42-33148, 42-33152, 42-33164, 42-33165, 42-33170, 42-33177, 42-33179, 42-33221, 42-53543, 42-54057/54062, 42-54064/54068, 42-54103, 42-54105, 42-54106, 42-54108/54110, 42-54112, 42-54126/54129, 42-54131/54142, 42-54161, 42-54163/54165 and 42-54267/54278. A single A-20G with serial 42-54053 was converted as a P-70B-1 whilst a number of A-20Gs and A-20Js were converted as P-70B-2. Serials for the P-70B-2 included 42-86858, 42-86893, 42-86896, 42-86900/86902, 42-86904/86911, 43-9682, 43-9725/9733, 43-9736/9742, 43-9786/10004 and 43-21551. Of these 42-86858, 42-86893, 42-86896, 42-86900, 42-86902, 42-86905/86911, 43-9727, 43-9730, 43-9732 and 43-9739/9742, were further converted as TP-70B .

Refer also to A-20, O-53, R-3, BD

F-71 Curtiss CW-26

Specifications: span: 82', 24.99 m length: 61'10", 18.85 m engines: 2 Pratt & Whitney R-4360-13 max. speed: 428 mph, 689 km/h

(Source: Curtiss)

A two-seat escort fighter with pusher engines. Two were ordered as XP-71 with serials 42-43258/43259 but were cancelled on 26 August 1943 before construction began. Various wing configurations were considered.

F-72 Republic

Specifications: span: 40'11", 12.47 m length: 36'8", 11.18 m engines: 1 Pratt & Whitney R-4360-13 max. speed: 490 mph, 788 km/h

(Source: B.C.F. Klein, via 1000aircraftphotos.com photo #6041)

Two XP-72 s were ordered on 18 June 1943 and the first one flew on 2 February 1944. Although it appears that the second aircraft did fly, it was never accepted. The serials were 43-36598/36599. A P-72 production version with R-4360-19 engines, of which 100 were ordered, was cancelled.

Refer also to F-47

F-73 Hughes

Specifications: span: length: engines: 2 Pratt & Whitney R-2800-49 max. speed:

It is generally stated that the P-73 designation was not assigned because of the desire to commence the next fighter design with '75' drawing a parallel with a French '75' cannon. Other sources have suggested that the XP-73 designation was used as an alternative designation for the Hughes XA-37. Réné J. Francillon in an article in "Le Fana de l'Aviation" has suggested that the USAAF considered it advisable to call the design XP-73 for purpose of administrating the contract, but that two days later the XA-37 designation was issued.

Refer also to A-37

F-74

The P-74 designation was not assigned because of the desire to commence the next fighter design with '75' drawing a parallel with a French '75' cannon. It would be tempting to suggest that if the XA-37 originally had the paper designation of XP-73, its direct competitor, the XA-38- BH, designed to the same requirements as an escort fighter, then reclassified as a light attack bomber, may have originally been assigned the XP-74 paper designation. There is however no information whatsoever to back such a suggestion.

F-75 Fisher

Specifications: span: 49'1", 14.96 m length: 41'6", 12.65 m engines: 1 Allison V-3420-19 max. speed: 433 mph, 697 km/h

(Source: Aubry Gratton, via 1000aircraftphotos.com photo #8421)

The XP-75 , of which two were ordered on 10 October 1942 with serials 43-46950/46951, used the outer wing panels of the P-40, the tail assembly of a SBD and the undercarriage of a F4U. The first flight was on 17 November 1943. The XP-75A version was significantly different and had a span of 49'4", 15.04 m a length of 41'4", 12.60 m and used a V-3420-23 engine. Six aircraft were ordered on 6 July 1944 with serials 44-32161/32166. This was followed with orders for 2500 P-75A production aircraft but only 6 with serials 44-44549/44554 were completed when production was cancelled on 27 October 1944. The cancelled aircraft were 44-44555/47048. The P-75A had a poor performance.

F-76 Bell 28

Specifications: span: 34', 10.36 m length: 30'2", 9.19 m engines: 1 Allison V-1710-83 max. speed: 360 mph, 579 km/h

(Source: USAF)

XP-76 was the initial designation of the aircraft eventually ordered as XP-39E, whilst the P-76 became the P-39E.The designations were cancelled on 20 May 1942.

Refer also to F-39, F-45, F-63, PQ-7, F2L, TDL

F-77 Bell D-6

Specifications: span: 27'6", 8.38 m length: 22'11", 6.99 m engines: 1 Ranger XV-770-7 max. speed: 330 mph, 531 km/h

(Source: USAF)

Evolving from the MX-272 project, the XP-77 was a lightweight fighter made of non-strategic materials. 25 aircraft were ordered on 16 May 1942 but the order was reduced to 6 aircraft and eventually only 2 were built. The first flight was on 1 April 1944 and further development was abandoned on 2 December 1944. The serials were 43-34915/34916 whilst the serials 43-34917/34920 refer to cancelled aircraft.

F-78 North American Mustang

Specifications: span: 37', 11.28 m length: 32'3", 9.83 m engines: 1 Packard V-1650-3 max. speed: 441 mph, 710 km/h

(Source: North American?)

The original designation of the XP-51B was XP-78 .

Refer also to A-36, F-51, R-6

F-79 Northrop

Specifications: span: 38', 11.58 m length: 14', 4.27 m engines: 1 Aerojet XCal-200 max. speed:

(Source: USAF, via 10af.afrc.af.mil/photos)

The XP-79 was a flying wing fighter with a liquid fuel rocket engine also known as MX-365. Three XP-79s were ordered in January 1943 and construction was sub-contracted to Avion Inc. The alternative designation was XP-79A and the rocket powered version was cancelled although the third aircraft was eventually used for the XP-79B which was fitted with 2 Westinghouse J30 engines and reached a speed of 542 mph, 880 km/h. The aircraft, with serial 43-52437, made its first flight on 12 September 1949 and crashed fifteen minutes in the flight. The ram rocket development had continued separately with the MX-324 vehicle which made its first glide flight on 2 October 1943 and its first powered flight on 5 July 1944. The second aircraft, with serials 43-52438 was cancelled. The aircraft was intended to be armed with four .50 in guns and the suggestion that the aircraft would ram enemy aircraft is incorrect and is not supported by historical evidence.

F-80 Lockheed Shooting Star

Specifications: span: 39', 11.89 m length: 34'6", 10.52 m engines: 1 General Electric J33-GE-9 max. speed: 580 mph, 933 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Using data developed by Bell for the XP-59B as part of the MX-409 project, one XP-80 was ordered on 16 October 1943 with serial 44-83020. The aircraft, which had a span of 37', 11.28 m and a length of 32'10", 10.01 m, was originally to be powered by a Allis Chalmers J36 engine but this was not built and instead a de Havilland H.1B Goblin was installed. The first flight was on 8 January 1944. This was followed in February 1944 by two XP-80A s with serials 44-83021/83022 which were fitted with J33-GE-11 engines. The second aircraft was built as a two-seater. The first flight was in June 1944. The first pre-production series was the YP-80A and 13 were ordered on 10 March 1944 with serials 44-83023/83035. The first flight was on 13 September 1944. The second of these aircraft was converted to XF-14 which, at a later date, was redesignated again as XFP-80 . The serial was 44-83024 and it had a lengthened nose giving it a length of 34'10", 10.62 m. The P-80A version was ordered from 4 April 1944 and included production by North American as P-80N . The orders were cut dramatically on VJ day and eventually 563 were built with serial 44-84992/85491 and 45-8301/8363. 2583 aircraft were cancelled. The engines consisted of J33-GE-11, J33-GE-9, J33-A-7 and J33-A-17. Many were later converted with J33-A-9B, J33-A-11B, J33-A-17A and J33-A-21 engines. Those remaining in service after 11 June 1948 were redesignated as F-80A . One P-80A was tested with Marquardt ramjets on the wing tips and another was used in towing tests behind a B-29A. Three were transferred to the US Navy with serials 29667, 29668 and 29689 and the unofficial designation FO-1. A single P-80A with serial 44-85201 was converted as the XFP-80A prototype. In addition a number of P-80As were converted as F-14A reconnaissance aircraft and then redesignated as FP-80A . The serials were 44-85054, 44-85383, 44-85385, 44-85399, 44-85425, 44-85433, 44-85439, 44-85443, 44-85445, 44-85447, 44-85449, 44-85451, 44-85453, 44-85455, 44-95457, 44-85459, 44-85461, 44-85463, 44-85465, 44-85467, 44-85469, 44-85471, 44-85473, 44-85475, 44-85477, 44-85479, 44-85481, 44-85483, 44-85485, 44-85487, 44-85489, 44-85491, 45-8302, 45-8304, 45-8306, 45-8308, 45-8310, 45-8312 and 45-8314. In addition 114 were built outright with serials 45-8364/8477. Those remaining in service on 11 June 1948 were redesignated as RF-80A . Further conversions after 11 June 1948 included 44-85013, 44-85015, 44-85019, 44-85038, 44- 85039, 44-85042, 44-85047, 44-85049, 44-85062, 44-85063, 44-85101, 44-85109, 44-85122, 44-85142, 44-85155, 44-85160, 44-85161, 44-85163, 44-85168, 44-85172, 44-85177, 44-45181, 44-85182, 44-85196, 44-85205, 44-85239, 44-85242, 44- 85244, 44-85253, 44-85260, 44-85268, 44-85269, 44-85279, 44-85281, 44-85283, 44-85287, 44-85291, 44-85297, 44-85310, 44-85315, 44-85320, 44-85322, 44-85324, 44-85330, 44-85356, 44-85366, 44-85379, 44-85393, 44-85397, 44-85398, 44- 85411, 44-85442, 44-85448, 44-85464, 44-85466, 44-85476, 45-8319, 45-8325, 45-8327, 45-8337, 45-8346, 45-8350, 45- 8351, 45-8359 and 45-8362. One RF-80A (44-85042) was converted with special cameras as ERF-80A . An aircraft with serial 45-8378 was used as EFP-80A . The DF-80A designation was used for a few F-80As converted as drone directors whilst three F-80As were converted as QF-80A radio controlled targets as part of the MX-815 project. The first flight of these was on 8 December 1946. One of these, 44-85486 was used for tests as JQF-80A . Five F-80As, with serials 44-85082, 44-85099, 44- 85202, 44-85482 and 45-8301 were used as EF-80A . The TF-80A designation referred to conversions of aircraft with serials 44-85018, 44-85061, 44-85080, 44-85114, 44-85192, 44-85198, 44-85220, 44-85241, 44-85243, 44-85278, 44-85280, 44- 85303, 44-85337, 44-85338, 44-85340, 44-85344, 44-85472, 45-8318 and 45-8328. The XP-80B was a single P-80A which had been converted with clipped wings and other aerodynamic improvements as well as a J33-A-17 engine. The serial was 44-85200 and on 19 June 1947 the aircraft set a world speed records. It was later redesignated as XP-80R and refitted with a J33-A-23 engine. The P-80B , initially referred to as P-80Z (as were a number of other studies undertaken by Lockheed), was an improved version with a J33-A-21 engine. 240 were ordered from December 1946 with serials 45-8478/8717 and one was transferred to the US Navy with serial 29690. Many P-80As were also converted to this standard and those remaining in service on 11 June 1948 were redesignated as F-80B . A batch with serials 45-8718/8800 was cancelled. One aircraft, 45-8479 was used as EF-80B . The designation TF-80B was used for several aircraft that had been converted. Serials included 45-8509, 45-8577, 45-8585, 45-8590, 45-8591, 45-8691, 45-8703 and 45-8703. The P-80C version had a J33-A-23 engine and 166 aircraft were ordered from 2 February 1948 with serials 47-171/224, 47-525/604 and 47-1380/1411 before the designation changed into F-80C and 48-376/396, 48-863/912, 49-422/878, 49-1800/1899 and 49-3597/3600 after the designation was changed, making it a total of 798 aircraft built. In addition a number F-80As and F-80Bs with serials 44-84994, 44-85001. 44-85004, 44-85007, 44-85009, 44-85012, 44-85014, 44-85024, 44- 85025, 44-85029, 44-85041, 44-85051, 44-85057, 44-85060, 44-85071, 44-85072, 44-85088, 44-85098, 44-85104, 44-85105, 44-85107, 44-85110, 44-85112, 44-85120, 44-85124, 44-85125, 44-85128, 44-85132, 44-85134, 44-85135, 44-85150, 44- 85151, 44-85154, 44-85166, 44-85167, 44-85171, 44-85175, 44-85176, 44-85178, 44-85179, 44-85180, 44-85183, 44-85190, 44-85191, 44-85210, 44-85216, 44-85217, 44-85225, 44-85226, 44-85227, 44-85229, 44-85230, 44-85231, 44-85237, 44- 85240, 44-85245, 44-85246, 44-85247, 44-85249, 44-85252, 44-85261, 44-85262, 44-85264, 44-85270, 44-85284, 44-85285, 44-85290, 44-85293, 44-85300, 44-85321, 44-85328, 44-85333, 44-85334, 44-85342, 44-85345, 44-85363, 44-85364, 44- 85370, 44-85371, 44-85372, 44-85373, 44-85374, 44-85384, 44-85386, 44-85390, 44-85392, 44-85394, 44-85395, 44-85400, 44-85402, 44-85405, 44-85406, 44-85410, 44-85414, 44-85416, 44-85418, 44-85423, 44-85424, 44-85435, 44-85437, 44- 85440, 44-85441, 44-85446, 44-85450, 44-85456, 44-85468, 44-85480, 44-85482, 44-85486, 44-85490, 45-8305, 45-8307, 45-8315, 45-8324, 45-8330, 45-8331, 45-8334, 45-8335, 45-8347, 45-8348, 45-8354, 45-8357, 45-8358 and 45-8363 were converted to this standard. A large number were transferred to the US Navy as TO-1. A number of P-80C and F-80Cs were converted as FP-80C and RF-80C reconnaissance aircraft. Serials included 44-85160, 45-8372, 45-8383 and 45-8421, 47- 1395 and 49-1885 and some aircraft may have been converted after 11 June 1948. Aircraft 47-175 was also flown as EF-80C . One F-80C with serial 47-171 was converted for permanent tests as NF-80C . In later life a number of F-80Cs were converted as QF-80C unmanned targets, including 49-809. Some of these were used for air sampling in nuclear tests. The TP-80C version, redesignated as TF-80C on 11 June 1948, had a length of 37'8", 11.48 m. The first flight was on 22 March 1948. The initial batch of aircraft carried serials 48-356/375 and 48-913/920, 49-879/1006. Two aircraft (48-356 and 48-373) were converted as YF-94 whilst the others were redesignated as T-33A on 5 May 1949. The aircraft had also been referred to as ETF-80C . The P-80D version, a two-seat version with a J33-A-29 engine was proposed in 1948. On 11 June 1948 the designation was changed into F-80D with the designation YF-80D for the prototype. They were not built although the design evolved into the F- 94. The P-80E was a swept wing proposal from 1946 with a span of 37', 11.28 m, length of 38'10", 11.84 m and a J33-A-27 engine. This version was not built. The XP-80E would have been the prototype flown by a prone pilot. A P-80A with serial 44-85044 was later converted as XF-80E . The QF-80F designation was used for a number of QF-80As and QF-80Cs which were modified to monitor nuclear fall-out. As outline above, the XP-80N and P-80N versions were similar to the P-80A and were to be built by North American. Ordered on 19 January 1945 the order for 1000 aircraft was cancelled.

Refer also to Q-8, R-14, T-33, FO

F-81 Convair 102

Specifications: span: 50'6", 15.39 m length: 44'10", 13.67 m engines: 1 General Electric XT31-GE-1 + 1 General Electric J33-GE-5 max. speed: 507 mph, 816 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

A long range support fighter originally designed by Vultee and fitted with a turbo prop for cruise flight and a jet for high speed flight. Based on the MX-480 project, two XP-81 s were ordered on 11 February 1944 and the first flight took place on 7 February 1945 at which time the time turboprop was replaced by a Packard V-1650 although the jet engine was fitted. The turboprop was not installed until 21 December 1945. Only one aircraft with serial 44-91000 was flown and the second aircraft with serial 44-91001 was never flown. The program was terminated on 9 May 1947 and the aircraft was redesignated as ZXF-81 on 11 June 1948. The YP-81 designation referred to a turboprop only version of which 12 were ordered with serials 46-508/519 but which were subsequently cancelled.

F-82 North American Twin Mustang

Specifications: span: 51'3", 15.62 m length: 38'1", 11.61 m engines: 2 Packard V-1650-19/21 max. speed: 450 mph, 724 km/h

(Source: William T. Larkins)

The Twin Mustang was a long range escort fighter. Two XP-82 prototypes were ordered on 7 January 1944 with serials 44-83886/83887. They were fitted with V-1650-23/25 engines and the first flight was on 15 April 1945. At the same time two XP-82A s were ordered with serials 44-83888/83889 which were fitted with Allison V-1710-119 engines. Only the first of these was completed and flew on 12 June 1945. The P-82B was the first production version to which the specifications apply. 20 were built with serials 44-65160/65179 whilst 480 with serials 44-65180/65659 were cancelled. They had been ordered on 30 June 1944 and the first flight was on 31 October 1945. The P-82C designation referred to a single P-82B which was converted as a nightfighter. The serial was 44-65169 and it flew for the first time on 27 March 1946. Another P-82B, 44-65170, was converted with a radar and was redesignated as P-82D . The first flight was on 29 March 1946. The P-82E version had Allison V-1710-143/145 engines and were ordered on 12 December 1945 with serials 46-255/354. The first flight took place on 17 February 1947. The P-82F version had a span of 51'6", 15.70 m, length of 42'2", 12.85 m and V-1710-143/145 engines. It also had a radar pod under the centre wing. They were ordered on 27 September 1946 with serials 46-405/504 and the first flight was on 11 March 1948. The P-82G version was based on the P-82F and 59 were ordered on 9 October 1946 with serials 46-355/404. The first flight was on 8 December 1947. Five P-82Gs and nine P-82Fs were completed for duties in Alaska as P-82H . The serials were 46-384/388 and 46-496/504 and the first flight was on 15 February 1949. The designation P-82Z had been used for the P-82B during tests. On 11 June 1948 those aircraft remaining in service were redesignated as: pre post XP-82 ZXF-82 P-82B F-82B P-82C F-82C , ZF-82C P-82D EF-82D P-82E F-82E P-82F F-82F P-82G F-82G P-82H F-82H Subsequent conversions included the EF-82B with serial 44-65160 and 44-65164, two F-82Bs converted for testing, and the RF-82B , a single F-82B fitted with camera equipment. The RF-82B, which had serial 44-65172, flew for the first time on 15 November 1948. There were also several EF-82E s with serials 46-255, 46-256, 46-257 and 46-260.

F-83 Bell 40

Specifications: span: 53', 16.15 m length: 44'10", 13.67 m engines: 2 General Electric J33-GE-5 max. speed: 522 mph, 850 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Two XP-83 s were ordered with serials 44-84990/84991. The first flight was on 25 February 1945 but the performance was poor. On 11 June 1948 they were redesignated as XF-83 .

F-84 Republic Thunderjet/Thunderstreak

Specifications: span: 36'5", 11.10 m length: 37'5", 11.40 m engines: 1 Allison J35-A-15 max. speed: 550 mph, 885 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The F-84 designation was used four distinct different designs of aircraft built by Republic: the Thunderjet, the Thunderstreak. the Thunderflash and the Thundercopter. The use of the single designation enabled the various development to be funded as on-going from the original Thunderjet funds, rather than as new programmes. The first design evolved from the MX-578 project and three examples of the Thunderjet prototype, XP-84 were ordered on 11 November 1944 with serials 45-59475/59477. The first flight was on 28 February 1946 and they were fitted with a General Electric J35-GE-7 engine. The second aircraft was later modified with an Allison J35-A-15 engine as XP-84A . This was followed by 15 YP-84A aircraft, to which the specifications apply, which were ordered on 4 January 1945 and had serials 45-59482/59496. On the same day the first of the 226 of the initial production model, P-84B were ordered. The serials were 45-59497/59581 and 46-533/673. The P-84C version was similar to the P-84B and 191 were built with serials 47-1412/1602. On 11 June 1948 those aircraft that remained in service were redesignated as: pre post XP-84 XF-84 XP-84A XF-84A YP-84A YF-84A P-84B F-84B P-84C F-84C Subsequent modifications included the conversion of two F-84Bs as EF-84B to test the experimental wing-tip hook-up with an ETB-29A. The two aircraft, with serials 46-641 and 46-661 were destroyed in April 1953 during one of these tests. A number of F-84Bs were later converted as QF-84B target drones for the US Navy. The next Thunderjet version was the F-84D , of which 154 were built with serials 48-641/794. They were fitted with a J35-A-17D engine. The next production version as the F-84E which had a length of 38'5", 11.71 m and had a J35-A-17 engine. The first order was placed on 29 December 1948 and the first flight was on 18 May 1949. In total 843 were built with serials 49-2022/2429, 50-1111/1230, 50-1813/1837, 51-477/691 and 51-9548/9622. Three aircraft were converted as EF-84E for a range of tests. One, 49-2091, was converted for refuelling tests whilst F-84E 49-2115 was used in early hook-up tests with GRB-36F as part of the FICON project. The third aircraft was 49-2086. Other aircraft used as EF-84E were 49-2027 and 49-2086. The final Thunderjet version was the F-84G which had a length of 38'1", 11.61 m and a J35-A-29 engine. 3025 were built with serials 51-692/1343, 51-9623/11249, 51-16643/16751, 52-2893/3329 and 52-8287/8486. A batch with serials 52-3330/3342 was cancelled. One F-84G, with serial 51-843, was experimentally flown with a periscope fitted on the forward fuselage as part of the XF-103 developments. The designation F-84KX was used for 80 USAF F-84Bs converted as target drones for the US Navy with serials 142269/142348.

(Source: USAF)

The Thunderstreak version was commenced as YF-96A and the aircraft ordered with that designation (49-2430) was redesignated as YF-84F on 8 September 1950, after the first flight on 3 June 1950. The specifications were: span: 33'7", 10.24 m length: 43'5", 13.23 m engines: 1 Allison XJ35-A-25 max. speed: 695 mph, 1118 km/h In addition two more YF-84Fs were built with serials 51-1344/1345, both of which fitted with an Armstrong Siddeley Sapphire engine and one fitted with wing root intakes.

51-1345 (source: USAF)

The production model was the F-84F and 2478 were built by Republic and 237 by General Motors. The first order was placed on 9 April 1951. The serials were 51-1346/1827, 51-9311/9622, 51-17061/17088, 52-6355/7228, 52-8767/9128, 52-10510/10538 and 53-6532/7230 whilst a batch with serials 53-7231/7520 was cancelled. The aircraft were fitted with a Wright J65-W-1, J65-W-3, J65-W-7, J65-B-3 or J65-B-7 engine. Many were supplied to NATO forces and when a number were transferred from the Luftwaffe to Turkey they were redesignated as F-84FQ .

(Source: USAF)

The Thunderflash development introduced the wing root intakes and a solid nose to fit the camera equipment. This gave the aircraft a length of 47'6", 14.48 m. The prototype, known as YRF-84F had serial 51-1828, flew for the first time in February 1952. It had been modified from an F-84E and did not have the solid nose. In addition aircraft 49-2430 was converted as a YRF-84F. The production version was designated as RF-84F and 880 were built with serials 51-1829/1958, 51-11250/11297, 51-16996/17058, 52-7229/7475, 52-8717/8766 and 53-7521/7697. Many of these were supplied to overseas countries. A batch with serials 57-6554/6716 may have been cancelled. The first flight of the production aircraft was on 9 September 1953. The aircraft were fitted with the same variety of engines as the F-84F. Two aircraft, 51-1848 and 51-1849, were used in wingtip-to- wingtip hookups with the GRB-36F. The YRF-84F, 51-1828, 52-6475 (an F-84F) and 26 RF-84Fs (the latter with serials 51-1847 and 52-7254/7278) were converted as FICON aircraft to be used in conjunction with the GRB-36F. They were designated as GRF-84F but were later redesignated as RF-84K . It is, however, likely that 52-7254/7278 were never designated as GRF-84F. The FICON project was also identified as MX-1602. The YF-84J was a version of the Thunderflash with a General Electric XJ73-GE-5 engine. Two were converted with serials 51-1708/1709 and the first flight was on 7 May 1954. The second aircraft never flew and the production version F-84J was cancelled.

(Source; USAF)

The XF-84H designation was assigned to the Thundercopter version which tested the use of a Allison XT40-A-1 powerplant. The design had a span of 33'7", 10.24 m and a length of 51'6", 15.70 m. Originally the programme was sponsored by the USAF and the US Navy as XF-106 but when the US Navy withdrew, the designation XF-84H was assigned to the two aircraft ordered with serials 51-17059/17060 and the first flight took place on 22 July 1955. The two aircraft for the US Navy were not built although parts of one may have been used for structural tests. The noise made by the engine/propeller combination had a distressing effect on ground personnel and led to the cancellation of the programme. The second aircraft may have flown on 9 October 1956.

Refer also to F-96

F-85 McDonnell 27D Goblin

Specifications: span: 21'1", 6.45 m length: 14'11", 4.55 m engines: 1 Westinghouse J34-WE-22 max. speed: 450 mph, 724 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Goblin was a parasite fighter which was to be deployed with the B-36 bomber. The aircraft did not have landing gear. Initially known as MX-472, two aircraft were ordered in July 1946 as XP-85 and with serials 46-523/524 but were redesignated as XF-85 on 11 June 1948 and before the first flight on 23 August 1948 by 46-524 using a B-29 as the mother aircraft as the B- 36 was not yet available. The concept was tested using 46-524 until 19 March 1949, the sixth flight, by which time three hook-ons had been achieved as well as various incidents due to problems with the hook system and turbulence around the B-29. On that last flight the aircraft was damaged during the landing. Aircraft 46-523 flew for the first time on 8 April 1949 and during that test the hook-on device of the B-29 was damaged and further flights were suspended. The programme was cancelled on 24 October 1949. Initial production of 30 aircraft had been envisaged.

F-86 North American Sabre

Specifications: span: 37'1", 11.30 m length: 37'6", 11.43 m engines: 1 General Electric J47-GE-1 max. speed: 650 mph, 1046 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Sabre, of which a total of 6885 aircraft were built, utilised German research in swept wings. Initially known as MX-673, three XP-86 s were ordered on 18 May 1945 with serials 45-59597/59599. They were of a straight wing design but on 1 November 1945 this design (probably NA-136) was scrapped in favour of a swept wing design. The first flight was on 1 October 1947. They were fitted with an Allison J35-C-3 engine. On 11 June 1948 they were redesignated as XF-86. The F-86A version ( P-86A before 11 June 1948) was the initial version ordered from 20 December 1946. The specifications apply to this version and the first flight was on 20 May 1948. 554 aircraft were built with serials 47-605/637, 48-129/316, and 49-1007/1339. Some of these aircraft were converted as RF-86A photoreconnaissance aircraft with serials 48-183, 48-187, 48- 195, 48-196, 48-217, 48-246 and 48-257. Aircraft 49-4111 was converted as a DF-86A drone directors along with 48-298, 48- 299, 49-1075, 49-1144 and 49-1247 which were converted for similar purposes with designation EDF-86A . Of these 49-1247 was redesignated as JDF-86A in December 1955. Aircraft with serials 47-605, 47-606, 47-609, 47-611, 47-616, 47-619, 47- 621, 47-622, 47-628, 47-629, 47-633, 47-637, 48-170, 48-209, 48-291, 48-295, 48-303, 49-1014, 49-1102, 49-1135, 49-1137, 49-1172, 49-1189, 49-1247 and 49-1301 were converted before December 1955 as EF-86A test aircraft. Aircraft with serials 49-1014, 49-1067, 49-1102, 49-1135, 49-1137, 49-1172 and 49-1189 were used for tests after December 1955 as JF-86A . The F-86B incorporated a wider fuselage and a J47-GE-3 engine. 190 aircraft were ordered with serials 48-129/316 but they were completed as F-86A. The F-86C version had a Pratt & Whitney J48-P-6 engine, a span of 38'9", 11.81 m and a length of 44'1", 13.44 m. Two aircraft were built with serials 48-317/318 and they were later redesignated as YF-93A. The YF-86D was an all weather version with a radar fitted in the nose. It was virtually a new design and had only the wing in common with the other designs. Originally designated as YF-95A the first of the two prototypes flew on 22 December 1949. The serials were 50-577/578 and the aircraft had a length of 40'4", 12.29 m and a J47-GE-17 engine. Aircraft 50-577 was later used as a development aircraft for the Sabre 45, which evolved into the F-100. The production version was ordered from 7 October 1949 as the F-86D (originally designated F-95A) and 2504 were built with serials 50-455/576, 50-704/734, 51-2944/3131, 51-5857/6262, 51-8274/8505, 52-3598/4304, 52-9983/10176, 53-557/1071, 53-3675/3710 and 53-4018/4090. Later models had improved engines such as the J47-GE-33. The designation EF-86D was used before December 1995 for temporary test aircraft with serials 50-458, 50-459, 50-464, 50-472, 50-477, 50-516, 51-6146, 51-6225 and 51-8282. Further test aircraft were, after December 1955, used with the designation JF-86D . These had serials 50-456, 50-457, 50-462, 50-463, 50-464, 50-472, 50-474, 50-477, 50-494, 50-509, 51-2974, 51-3006, 51-5959, 51-6009, 51- 6121, 51-6146, 51-6225, 52-4199, 53-557, 53-619, 53-637, 53-652 and 53-1030. One aircraft with serial 50-462 was used as JDF-86D as a drone control aircraft at Patrick AFB for Navaho testing. Aircraft 50-480 received the designation NF-86D for engine test at Edwards AFB. Several aircraft, including 52-3732 and 52-3744, were converted as QF-86D drones. The designation TF-86D was used for a number of F-86Ds converted to act as 'pacer' aircraft during practice rocket firings at Yuma and Tyndall AFB. For this the radar radome was replaced by a metal nose cone. The serials were 50-458, 50-460, 50-461, 50- 465, 50-467, 50-470, 50-473, 50-475, 50-478, 50-479, 50-481, 50-482, 50-483, 50-484, 50-485, 50-486, 50-487, 50-488, 50- 489, 50-491, 50-492, 50-493, 50-495, 50-496, 50-497, 50-498, 50-499, 50-500, 50-501, 50-503, 50-504, 50-505, 50-506, 50- 511, 50-512, 50-513, 50-514, 50-515 and 50-517. The F-86E version had a J47-GE-13 engine and 456 were ordered from 15 November 1949 including an order with Canadair which comprised ex RCAF aircraft with Orenda 10 engines which were diverted to the RAF and other NATO countries. The serials were 50-579/689, 51-2718/2849, 51-12977/13069, 52-2833/2892 and 52-10177/10236. The first flight was on 23 September 1950. Conversions included EF-86E (prior to December 1955) with serials 50-588, 50-599, 50-605, 50-606, 50-639, 51-2720, 51-2725, 51-2726, 51-2750, 51-2848 and 51-2849, and JF-86E (after December 1955) with serials 50-579, 50-581, 50-582, 50-583, 50-588, 50-599, 50-605, 50-639, 51-2718, 51-2719, 51-2725, 51-2726, 51-2750, 51-2773, 51-2774, 51-2792, 51-2839 and 51-2848. In the late 1970s a number of Canadian built aircraft were converted by Flight Systems Inc as QF-86E target drone for the US Army White Sands Missile Range. Whilst these aircraft were operated with civilian registrations, some were delivered to White Sands with the original Canadian serials and the words US Army on the tail. The F-86F version had a J47-GE-27 engine and 2539 were ordered from 31 July 1950. The first flight was on 19 March 1952. The serials were 51-2850/2943, 51-12936/12976, 51-13070/13510, 52-4305/5530, 53-1072/1228, 55-3816/4030, 55-4983/5117, 56-2773/2882 and 57-6338/6457. These included aircraft assembled by Mitsubishi in Japan. Some of the latter were later converted as QF-86F and used by the US Navy, including serials 51-13278, 52-4450, 52-4647, 55-3520, 55-3822, 55-3823, 55-3824, 55-3829, 55-3838; 55-3846, 55-3863, 55-3864, 55-3865, 55-3868, 55-3874, 55-3875, 55-3878, 55-3881, 55-3882, 55-3883, 55-3895, 55-3898, 55-3900, 55-3902, 55-3903, 55-3905, 55-3906, 55-3912, 55-3913, 55-3915, 55-3916, 55-3919, 55-3926, 55-3932, 55-3935, 55-3936, 55-3939, 55-3942, 55-3945, 55-3948, 55-5017, 55-5021, 55-5026(?), 55-5030, 55-5035(?), 55-5047, 55-5048, 55-5052, 55-5053, 55-5056, 55-5057, 55-5058, 55-5069, 55-5072, 55-5073, 55-5078, 55-5082, 55-5087, 55-5091, 55-5095, 55-5097/5099, 55-5101/5103, 55-5105, 55-5110/5112, 55-5114, 56-2781/2784, 56-2786, 56-2787, 56-2792, 56-2795, 56-2797, 56-2801, 56-2804, 56-2807, 56-2811, 56-2813/2815, 56-2818, 56-2819, 56-2823, 56-2825/2827, 56-2829/2832, 56-2836/2840, 56-2842, 56-2845, 56-2846, 56-2848, 56-2849, 56-2852, 56-2854/2855, 56-2858, 56-2865, 58- 2869, 56-2873/2875, 57-6346, 57-6352, 57-6363, 57-6384, 57-6388, 57-6404, 57-6412, 57-6414, 57-6416, 57-6420, 57-6422, 57-6424, 57-6425, 57-6435, 57-6436, 57-6438, 57-6440, 57-6442, 57-6444, 57-6445, 57-6447, 57-6449, 57-6450 and 57-6457. In addition the US Navy used a few QF-86Fs which retained their orginal Japanese serials 727709, 727711, 827806, 827837 and 827852. In addition a number of F-86Es with serials 51-2803, 51-2819, 51-2826, 51-2836 were converted to the F-86F standard. The designation EF-86F was used before December 1955 for temporary test aircraft 51-13071, 51-13127, 51-13171, 51-13177, 52-4349, 52-4598, 52-5426 and 53-1160. After December 1955 the designation JF-86F was used for aircraft 51- 2916, 51-2926, 51-2928, 51-13127, 51-13171, 51-13173, 51-13179, 51-13188, 51-13258, 51-13290, 51-13299, 51-13300, 51- 13311, 51-13313, 51-13314, 51-13321, 51-13323, 51-13331, 51-13461, 51-13506, 52-4347, 52-4349, 52-4377, 52-4379, 52- 4492, 52-4529, 52-4587, 52-4598, 52-4608, 52-4800, 52-4808, 52-4822, 52-4823, 52-4863, 52-4864, 52-4874, 52-4913, 52- 5143, 52-5158, 52-5162, 52-5163, 52-5412, 52-5426, 52-5439, 52-5485, 52-5489, 52-5521, 52-5527, 53-1080 and 53-1160. A number of F-86Fs with serials 52-4330, 52-4354, 52-4357, 52-4377, 52-4379, 52-4418, 52-4435, 52-4451, 52-4459, 52-4492, 52-4514, 52-4518, 52-4522, 52-4529, 52-4543, 52-4572, 52-4587, 52-4763, 52-4767, 52-4800, 52-4808, 52-4858, 52-4859, 52-4863, 52-4864 and 52-4874 were converted as RF-86F reconnaissance aircraft. In addition some aircraft used by Japan were converted as RF-86F in Japan. These had serials 51-13368, 51-13385, 51-13390, 52-4330, 52-4357, 52-4377, 52-4379, 52-4492, 52-4499, 52-4599, 52-4679, 52-4684, 52-4693, 52-4699, 52-4708, 52-4742, 52-4745, 52-4758, 52-4800, 52-4808, 52-4822, 58-4823, 52-4836, 52-4844, 52-4864, 52-4874, 52-4905, 52-4913, 52-4939 and 52-5439. Two F-86Fs were converted as TF-86F trainers. They had a fuselage length of 42'9", 13.03 m and were ordered on 8 April 1953. The serials were 52-5016 and 53-1228 and the first flight was on 14 December 1953. Further development was cancelled in 1954. The designation F-86G was initially assigned to a version of the F-86D with J47-GE-29 engine and a fuselage length increased by 6”, 0.15 m, but 406 aircraft ordered were delivered as F-86D. The YF-86H was a bomber/fighter with a span of 39'1", 11.91 m, a length of 38'8", 11.79 m and a GE YJ73-GE-3. Two aircraft were ordered on 16 March 1951 with serials 52-1975/1976. The F-86H production version had a J73-GE-3D engine and 473 were built with serials 52-1977/2124, 52-5729/5753 and 53-1229/1528. The first flight was on 30 April 1953 and at least 13 were transferred to the US Navy of which two received the serials 158436/158437. They were converted to QF-86H . In addition F-86Hs were converted as QF-86H for the US Navy. Serials included 52-2090, 52-2091, 52-2094, 52-2097/2099, 52-2116, 52-2122, 52-5732, 52-5736, 52-5744, 52-5746, 52-5747, 53-1251, 53-1279, 53-1294, 53-1314, 53-1322, 53-1328, 53-1331, 53-1335, 53-1351, 53-1353, 53-1373, 53-1381, 53-1383, 53-1402, 53-1403, 53-1404, 53-1406, 53-1408, 53-1409, 53-1413, 53-1514, 53-1521 and 53-1527. These aircraft did not receive new serials. A single F-86A was converted with an Orenda 3 engine for possible production in Canada. The serial was 49-1069 and it was designated as F-86J . The YF-86K was similar to the F-86D but with a J47-GE-17 engine and a fuselage that was 8”, 0.20 m longer than the F-86D. It was a simplified export version of the F-86D and two were ordered for conversion on 14 May 1953. The serials were 52-3630 and 52-3804. The first flight was on 15 July 1954. The production version was the F-86K and 120 ordered from North American on 1 June 1953. In addition 221 were assembled by Fiat in Italy. The serials were 53-8273/8322, 54-1231/1350, 55-4811/4936 and 56-4116/4160. The F-86L designation was assigned to 981 F-86Ds converted with improved electronics and a J47-GE-33 engine. These included serials 51-3064, 51-5886, 51-5897, 51-5916, 51-5938, 51-6011, 51-6038, 51-6048, 51-6055, 51-6069, 51-6071, 51- 6073, 51-6074, 51-6076, 51-6078, 51-6084, 51-6087, 51-6091, 51-6093, 51-6112, 51-6115, 51-6127, 51-6133, 51-6139, 51- 6140, 52-3651, 52-3680, 52-4111, 52-4112, 52-4122, 52-4139, 52-4142, 52-4143, 52-4154, 52-4174, 52-4191, 52-4197, 52- 4239, 52-4242, 52-4243, 52-4251, 52-4256, 52-4278, 52-4287, 52-10052, 52-10095, 52-10125, 52-10133, 52-10155, 52- 10160, 52-10172, 53-575, 53-561, 53-566, 53-568, 53-581, 53-585, 53-586, 53-595, 53-597, 53-598, 53-604, 53-609, 53-611, 53-612, 53-614, 53-621, 53-623, 53-626, 53-629, 53-633, 53-635, 53-638, 53-642, 53-651, 53-658, 53-665, 53-667, 53-668, 53-677, 53-681, 53-682, 53-684, 53-689, 53-691, 53-693, 53-604, 53-700, 53-704, 53-715, 53-716, 53-719, 53-739, 53-742, 53-750, 53-752, 53-781, 53-782, 53-797, 53-801, 53-806, 53-809, 53-816, 53-819, 53-820, 53-830, 53-831, 53-836, 53-837, 53-841, 53-843, 53-847, 53-848, 53-853, 53-862, 53-866, 53-867, 53-880, 53-892, 53-894, 53-896, 53-897, 53-898, 53-904, 53-916, 53-917, 53-920, 53-923, 53-932, 53-933, 53-935, 53-940, 53-944, 53-946, 53-947, 53-959, 53-960, 53-962, 53-965, 53-973, 53-977, 53-978, 53-987, 53-994, 53-997, 53-998, 53-1002, 53-1004, 53-1005, 53-1007, 53-1011, 53-1013, 53-1020, 53-1022, 53-1023, 53-1030, 53-1034, 53-1040, 53-1043, 53-1045, 53-1046, 53-1048, 53-1049, 53-1051, 53-1060, 53-1061, 53-1062, 53-1064, 53-1067, 53-1070, 53-3677, 53-3578, 53-3683, 53-3688, 53-3692, 53-3696, 53-3704, 53-4020, 53-4024, 53-4032, 53-4035, 53-4036, 53-4038, 53-4040, 53-4050, 53-4063, 53-4064, 53-4073, 53-4075, 53-4083 and 53-4086. The designation JF-86L was used for aircraft 52-3680, 52-4234, 53-595, 53-689, 53-691, 53-932, 53- 1004, 53-1040, 53-1062, 53-1067 which were used for temporary tests.

Refer also to F-93, F-95, FJ, F-1

F-87 Curtiss CW-29A Nighthawk

Specifications: span: 60', 18.29 m length: 65', 19.81 m engines: 4 Westinghouse XJ34-WE-7 max. speed: 600 mph, 965 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Nighthawk was a two seat heavy jet fighter initially suggested as a twin jet and ordered as such on 15 March 1945. The contract was cancelled on 26 April 1945 but re-instated on 21 November 1945 when approval was given to use the XA-43 funds on the P-87 design. The first of the two XP-87 , which had serials 45-59600/59601 was the only one completed and flew for the first time on 5 March 1948. It was redesignated as YF-87 on 11 June 1948 and flew for 66 hours before it was withdrawn. The second XP-87 was re-ordered on 10 June 1948 as XP-87A with the new serial 46-522 and was to be fitted with 2 General Electric J47-GE-15 engines but it was subsequently cancelled on 10 October 1948. 88 F-87A and 30 RF-87A production aircraft were also ordered on 10 January 1948 but were cancelled also on 10 October 1948. Serials 49-1966/1995 were for the RF-87A. Other versions which were considered but not built were the F-87B and the RF-87C . The serial 48-128 has been associated with a cancelled YRF-87A .

Refer also to A-43.

F-88 McDonnell 36

Specifications: span: 39'8", 12.09 m length: 54'1", 16.48 m engines: 2 Westinghouse XJ34-WE-13 max. speed: 700 mph, 1126 km/h

(Source: Curtiss Aldrich, via 1000aircraftphotos.com photo #6907)

Initially known as MX-811, two XP-88 s were ordered in 1946 with serials 46-525/526 but they were delivered as XF-88 and XF-88A. The first flight of the XF-88 , 46-525, was made on 29 October 1948. The XF-88A (46-526) had a XJ34-WE-15 engine. The XF-88 was later converted with 2 Westinghouse J34-WE-15 engines and an Allison XT38-A in the nose to test propellers at supersonic speed. The aircraft was redesignated as XF-88B and flew for the first time on 14 April 1953. The programme, conducted at Langley, tested up to 27 different propeller designs. The programme was cancelled in August 1950 due to funding difficulties. However, the F-88 design gave rise to the F-101. Because of the substantial differences the F-101 designation was given on 30 November 1951.

Refer also to F-101

F-89 Northrop Scorpion

Specifications: span: 56', 17.07 m length: 53'6", 16.31 m engines: 2 Allison J35-A-9 max. speed: 650 mph, 1046 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The prototype XP-89 , also known as the model N24 and USAF project MX-808, was ordered on 13 June 1946 with serial 46-678 but was redesignated on 11 June 1948 as XF-89 before the first flight on 16 August 1948. It was later re-engined with J35-A-15 engines. The XF-89 had a length of 50'6", 15.39 m. The N49 or XP-89A was also ordered on 13 June 1946 with serial 46-679 and was redesignated as XF-89A . It had J35-A-21 engines. The production version was initially designated as P-89A and was redesignated as F-89A . Eight were ordered with serials 49-2431/2438 on 19 September 1949. The first flight was on 28 September 1950. The aircraft were later fitted with J35-A-A engines. A number of the F-89As were converted as DF-89A drone directors whilst another aircraft, 49-2438, was converted as JF-89A for permanent tests. The P-89B , later F-89B version, had a span of 57', 17.37 m and had J35-A-A engines. 40 aircraft were built to this standard and had serials 49-2439/2478. In addition F-89A 49-2434 was converted. The first flight was on 2 May 1951 and later J35-A-3 engines were fitted. The DF-89B was a drone director conversion. Aircraft 49-2442 was flown as EF-89B . The F-89C version was similar to the P-89B but was fitted with J35-A-21, J35-A-A, J35-A-33 or J35-A-33A engines. 164 aircraft were built and the serials were 50-741/804 and 51-5757/5856. An aircraft with serial 51-5776 was flown as JF-89C . A single F-89B (49-2463) was converted as the YF-89D and flew for the first time on 23 October 1951. This was followed by the production F-89D or model N68 of which 682 were built. These had a span of 59'8", 18.19 m and a length of 53'10", 16.41 m and were fitted with J35-A-41 engines. The first flight was on 10 January 1952 and the serials were 51-400/446, 51-11298/11443, 52-1829/1961, 52-2127/2165, 53-2447/2686 and 54-184/260. Aircraft 52-1830 was also flown as JF-89D . The F-89E was a proposed version with General Electric J47 engines whilst the F-89F was a proposed version with Allison J71-A-5 engines. As a prototype a single F-89C was re-engined with Allison YJ71-A-3 engines and redesignated as YF-89E . It had serial 50-752 and the first flight was on 10 June 1954. The F-89F was cancelled in August 1952. The F-89G was a proposal for a further version of the F-89F but with different armament. It was not built. Using a F-89D, one aircraft was modified as the YF-89H version with J35-A-35 engines. The first flight was on 21 October 1953. This was followed by the modification of three more F-89D as F-89H with wing tip rocket pods and the outright production of 156 aircraft. The conversions had serials 52-1830, 52-1938 and 53-2449, whilst the new aircraft had serials 54-261/416. Of these a number were converted as DF-89H drone directors. At a later date 350 F-89Ds were converted with different armament and redesignated as F-89J . The serials of these conversions included 52-1850, 52-1959, 52-1829, 52-1831, 52-1832, 52-1834/1841, 52-1843, 52-1845, 52-1847/1854, 52-1856/1868, 52- 1870/1874, 52-1876/1893, 52-1895/1897, 52-1900/1909, 52-1911/1914, 52-1916/1918, 52-1920/1932, 52-1935/1961 52- 2127/2133, 52-2135/2139, 52-2141/2145, 52-2147, 52-2148, 52-2150/2154, 52-2156, 52-2157, 52-2159, 52-2161, 52- 2163/2165, 53-2447, 53-2451, 53-2453, 53-2454, 53-2457, 53-2461, 53-2462, 53-2463, 53-2465, 53-2467, 53-2471, 53-2472, 53-2476, 53-2477, 53-2479, 53-2480, 53-2482, 53-2486, 53-2492, 53-2494, 53-2496, 53-2502, 53-2508, 53-2509, 53-2510, 53-2513, 53-2515, 53-2519, 53-2521, 53-2522, 53-2531, 53-2532, 53-2535, 53-2538, 53-2540, 53-2542, 53-2544, 53-2546, 53-2547, 53-2550, 53-2553, 53-2555, 53-2559, 53-2565, 53-2572, 53-2576, 53-2580, 53-2587, 53-2589, 53-2591, 53-2595, 53-2598, 53-2604, 53-2610, 53-2613, 53-2614, 53-2617, 53-2624, 53-2635, 53-2639, 53-2646, 53-2649, 53-2650, 53-2657, 53-2658, 53-2662, 53-2663, 53-2664, 53-2669, 53-2670, 53-2671, 53-2674, 53-2679, 53-2681, 53-2683 and 53-2685. The first flight was on 15 March 1956. The DF-89J was a further conversion of 10 F-89Js to test Nike missile defences. Conversions included 52-1850. The company also studied a version to be fitted with Wright J65 engines and identified as F-89X , as well as a swept wing derivative.

F-90 Lockheed 153

Specifications: span: 40', 12.19 m length: 56'2", 17.12 m engines: 2 Westinghouse XJ34-WE-11 max. speed: 665 mph, 1070 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The XP-90 was originally designed as a delta winged fighter in the MX-812 project. Two XP-90s were ordered on 20 June 1946 with serials 46-687/688 but they were redesignated on 11 June 1948 as XF-90 and before the first flight on 4 June 1949. Later XJ34-WE-15 engines were installed and the aircraft was unofficially redesignated as XF-90A . As the aircraft failed to meet requirements, consideration was given to the installation of an Allison J33-A-29, two Westinghouse J46-WE-2 or a General Electric J47-GE-25 but each of these would have required major redesign.

F-91 Republic Thunderceptor

Specifications: span: 31'3", 9.53 m length: 43'3", 13.18 m engines: 1 General Electric J47-GE-3 + 1 Reaction Motors XLR11-RM-9 max. speed: 740 mph, 1190 km/h

(Source: NASA)

Intended as an interceptor aircraft with the unusual taper wing design, the Thunderceptor was to be produced as the F-91A . Two prototypes had been ordered as XP-91 in March 1946 and were redesignated and XF-91 on 11 June 1948. The serials were 46-680/681. The first flight took place on 9 May 1949. In late 1950 the aircraft were fitted with the additional rocket engine for high speed tests. At least the second aircraft, and possibly also the first aircraft, was fitted with a J47-GE-21 engine and redesignated as XF-91A . The aircraft was later fitted with a radar radome. In 1952 the second aircraft was fitted with a V-tail assembly and was unofficially redesignated as XF-91B .

(Source: USAF)

In October 1951 further development was cancelled. The design has also been referred to as MX-809 and MX-1658.

F-92 Convair 7

Specifications: span: 31'3", 9.53 m length: 42'5", 12.93 m engines: 1 Allison J33-A-23/29 max. speed: 630 mph, 1014 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

This was followed by the XP-92A which was to obtain research data on the delta wing design and of which three were ordered in November 1946 with serials 46-682/684. Only the first aircraft was completed and flew on 18 September 1948, by which time it had been redesignated as XF-92A . 25 flights were made until 14 October 1953 and various engine installations had been tested during the programme.

F-93 North American

Specifications: span: 38'9", 11.81 m length: 44'1", 13.44 m engines: 1 Pratt & Whitney XJ48-P-1 max. speed: 708 mph, 1139 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Generally considered as a derivative of the Sabre and evolved from the MX-909 project, two YF-93A s were originally ordered as P-86C on 17 December 1947 and with serials 48-317/318. The first flight took place on 25 January 1950. The F-93A was a production version fitted with a J48-P-5 engine. 118 were ordered from 9 June 1948 and were subsequently cancelled. The serials (49-001/048, 49-059/068, 49-392/421, 49-1340/1457 and 49-1966/1995) are confusing in that they total to twice the number ordered and it may be that the aircraft were ordered twice. Some of these serials were reallocated.

Refer also to F-86

F-94 Lockheed 780 Starfire

Specifications: span: 38'9", 11.81 m length: 40'1", 12.22 m engines: 1 Allison J33-A-33 max. speed: 606 mph, 975 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Starfire was a progressive development of the F-80 design and in fact two early production TF-80Cs were used to serve as the YF-94 prototypes with serials 48-356 and 48-373. The first flight was on 16 April 1949. They were also referred to as EYF-94 and the first aircraft was later converted to F-94B standard. Some reference sources have suggested that TF-80C 48- 357 was converted as the second YF-94 prototype but this seems to be incorrect. Known as the model 780, a batch of 110 F-94A s was ordered in January 1949 with serials 49-2479/2588. The first flight was on 1 July 1949. There is also reference to the EYF-94A . Of these aircraft 49-2497 was converted as the YF-94B prototype and flew as such on 28 September 1950. This was followed by 356 production F-94B s with serials 50-805/954 and 51-5307/5512. One aircraft, with serial 51-5502, was converted as a NF- 94B for Bomarc tests. Aircraft 50-808 flew as EF-94B . F-94B with serials 50-877 was converted as the YF-94C prototypes (model 880). It had a span of 42'5", 12.93 m, a length of 44'6", 13.56 m, a Pratt & Whitney J48-P-5 engine and a max. speed of 646 mph, 1039 km/h. The other YF-94C prototype was 50-955. They had previously been designated as YF-97A but were redesignated on 12 September 1950. Similarly, the production F-97As were redesignated as F-94C on 12 September 1950 but before the first flight. 387 were built with serials 50-956/1063, 51-5513/5698 and 51-13511/13603. Model designation was 880. One of the F-94Cs (50-959) was converted as a DF-94C aircraft which was fitted with a Hughes GAR-1 Falcon missile. The designation EF-94C was used for aircraft 50-963. AN aircraft with serial 51-13526 was flown as JF-94C . The YF-94D was a single seat version of the F-94C of which one was ordered with serial 51-13604 although this aircraft was not completed. Two F-94Bs, with serials 51-5500/5501 were modified as F-94D test beds, with a longer nose, but were not redesignated as such. The production version, F-94D , of which 112 had been ordered with serials 51-13605/13716, was cancelled on 15 October 1952. The F-94E version was never built.

Refer also to F-80, F-97, T-33

F-95 North American

Specifications: span: 37'1", 11.30 m length: 40'4", 12.29 m engines: 1 General Electric J47-GE-17 max. speed: 707 mph, 1138 km/h

(Source: Aubry Gratton, via 1000aircraftphotos.com photo #8132)

The YF-95A was a development of the Sabre design and two were ordered on 28 March 1949 but were subsequently redesignated as YF-86D. The serials were 50-577/578. It should be noted that the aircraft has also been shown with F-95A painted on the nose. The production version, fitted with J47-GE-33 was ordered as F-95A on 4 April 1949 and with serials 50-455/576 but these were completed as F-86D.

Refer also to F-86

F-96 Republic Thunderstreak

Specifications: span: 33'7", 10.24 m length: 43'5", 13.23 m engines: 1 Allison XJ35-A-25 max. speed: 695 mph, 1118 km/h

(Source: USAF)

A swept wing development of the Thunderjet, a single YF-96A was ordered with serial 49-2430. It made its first flight on 3 June 1950 but was redesignated as YF-84F on 8 September 1950 in order that development could proceed under the pretence that the aircraft was a version of the Thunderjet rather than a new design.

Refer also to F-84

F-97 Lockheed 880 Starfire

Specifications: span: 42'5", 12.93 m length: 44'6", 13.56 m engines: 1 Pratt & Whitney J48-P-5 max. speed: 646 mph, 1039 km/h

(Source: nationalmuseum.af.mil/factsheets/index.asp)

A F-94B with serials 50-877 was converted as YF-97A whilst a second aircraft was completed outright as YF-97A with serial 50-955. The first flight took place on 19 January 1950 and the aircraft were redesignated as YF-94C on 12 September 1950. Also redesignated was the first production batch of F-97A s with serials 50-956/1063 which had been ordered in February 1950. The new designation was F-94C.

Refer also to F-94

F-98 Hughes Falcon

Specifications: diam.: 1'8", 0.51 m length: 6'6", 1.98 m engines: 1 Thiokol M58 max. speed: Mach 3

(Source: USAF)

The Hughes Falcon was an air-to-air missile development of which had begun in 1947 as MX-904 and MX-1179 Dragonfly. It was also designated as XF-98 and an experimental model was developed in 1949. The programme was redesignated in (probably) 1950 as GAR-1, whilst the XF-98A designation has been associated with the GAR-1A. The XF-98A was also briefly designated as XF-104. Further development progressed as GAR-2, GAR-3 and GAR-4 whilst in 1962 the Hughes Falcon was redesignated in the M-4 series.

F-99 Boeing Bomarc

Specifications: span: 18'2", 5.54 m length: 45'3", 13.79 m engines: 2 Marquardt RJ-43 + 1 Aerojet LR59 max. speed: Mach 2.8

(Source: USAF)

The Bomarc was a shelter based air defense missile development of which began in 1949 with the designations MX-606, MX- 794, MX-795 and MX-1599. The XF-99 version (model 621) was ordered in 1951 and 41 are believed to have been built with serials 52-10987/10988, 53-8260/8269 and others. The first flight took place on 10 September 1952 and they were subsequently redesignated as XIM-99 . Serials 54-3051/3089 have been associated with this designation. The designation YF-99 was used for test vehicle that flew in February 1955. 38 were built and they were later redesignated as YIM-99 s. In addition 7 YIM-99A s were built of which the first flew in October 1957. The first production version was the IM-99A (model 624). The number built varies with reference sources but serials 56-4027/4033, 57-2730/2767, 57-6245/6267, 58-6892/6969, 58-6999/7018 and 59-1896/2202 have been associated with this version. It has been reported that 269 were constructed of which 140 were deployed at five sites. 125 went to the US Navy and several were later converted as target drones. The IM-99A version was fitted with a RJ43-MA-3. Up to 18 April 1960 70 Bomarc As were launched from Cape Canaveral with another 26 from Vandenberg.

Twenty examples of the YIM-99B (model 631) version appear to have been produced whilst 349 production IM-99B were built including serials 60-852/1108. Other reference state that 570 were produced of which 242 were deployed at eight sites, including two Royal Canadian Air Force sites. The first launch of a YIM-99B was on May 1959 with the first successful flight in July 1960. 31 were launched from Vandenberg until 14 July 1982. The YIM-99B and IM-99Bs had RJ43-MA-7 and LR-AJ-13 engines.

On 18 September 1962 the IM-99As and IM-99Bs were redesignated as, respectively, CIM-10A and CIM-10B and development continued under that designation. The name Bomarc was made up from Boeing Airplane Company (BO) and Michigan Aeronautical Research Center (MARC).

F-100 North American 45 Super Sabre

Specifications: span: 38'9", 11.81 m length: 46'2", 14.07 m engines: 1 Pratt & Whitney J57-P-7 max. speed: 770 mph, 1239 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Based on the MX-1894 project, two prototypes of the supersonic YF-100A were ordered on 1 November 1951. These had a span of 36'7", 11.15 m and were fitted with a XJ57-P-7 engine. The serials were 52-5754/5755 and the first flight took place on 25 May 1953. Following the flight programme, the tail configuration was redesigned. The first production version, to which the specifications apply, was the F-100A of which 203 were ordered from 1 November 1951 with serials 52-5756/5778 and 53-1529/1708. The first flight was on 29 October 1953 and in 1960 some 80 were upgraded to F-100D standards. Some of the F-100As were converted as RF-100A reconnaissance aircraft, including 53-1545, 53-1546, 53-1547, 53-1548, 53-1551 and 53-1554. The YF-100B designation was initially used for what later became the YF-107A in December 1954. Design of the aircraft, which had a span of 36'6", 11.12 m, length of 61'7", 18.77 m and was to be powered by a Pratt & Whitney YJ75-P-9, was commenced in October 1953. At this point of the design evolution the air intake was underneath the fuselage. A total of 33 aircraft was planned. The F-100C version was similar to the F-100A except for a J57-P-21 engine. 476 were ordered from 19 January 1954 with serials 53-1709/1778, 54-1740/2120 and 55-2709/2733. The first flight was on 17 January 1955. A trainer version, with a length of 50', 15.24 m was ordered on 26 April 1955 as TF-100C . The serial was 54-1966 and the aircraft was converted from a F-100C. It flew for the first time on 6 August 1956. There was also a DF-100C version whilst the designation JF-100C was used for aircraft 53-1731 and 53-1717. The F-100D version had a J57-P-21A engine and a length of 47', 14.33 m 1274 were ordered from 6 October 1954 and the serials were 54-2121/2303, 55-2734/2954, 55-3502/3814, 56-2903/3346 and 56-3351/3463. The first flight was on 24 January 1956. In addition 80 F-100As were converted to this standard. The F-100D was supplied to Taiwan, France and Denmark. There was also a JF-100D conversion. Aircraft with serial 55-3681 was flown as NF-100D . The F-100E was a variant of the F-100D which was not built. The F-100F was a two-seat version of the F-100D with a length of 50', 15.24 m. 339 were ordered from 22 December 1955 and the first flight was on 7 March 1957. The serials were 56-3725/4019, 58-1205/1233, 58-6975/6983 and 59-2558/2563. Several aircraft were converted as DF-100F drone directors (including 56-3725) whilst three F-100F were used as NF-100F test aircraft. The latter had serials 56-3725, 56-3942 and 56-3953. Six F-100Fs supplied to Denmark were initially designated as TF-100F . The designation JF-100F was applied to 56-3744 when used to fly through thunderstorms during Project Rough Raider. The F-100J designation was used for a proposed version for Japan. The F-100K version was a projected development of the F-100F with a J57-P-55 engine. Development did not take place, as did the F-100L development of the F-100D. F-100N was a projected version for NATO whilst F-100S was a study of a F-100 version for France with a Rolls Royce Spey engine. Commencing 1979 significant numbers of F-100s of all versions were converted by Sperry and Tracor as target drones. Prototypes were designated as YQF-100D and aircraft with serials 55-3610 and 56-3414 was used for that. Known serials for the QF-100D s included 55-2789, 55-2793, 55-2801, 55-2807, 55-2809, 55-2813, 55-2815, 55-2816, 55-2818, 55-2821, 55-2823, 55-2826/2828, 55-2830, 55-2833, 55-2834, 55-2841, 55-2845, 55-2846, 55-2853, 55-2856, 55-2859, 55- 2860, 55-2863, 55-2865, 55-2867, 55-2870, 55-2873, 55-2877, 55-2879, 55-2881, 55-2889, 55-2898, 55-2905, 55- 2917, 55- 2925, 55-2927, 55-2933, 55-2939, 55-2942, 55-2945, 55-2949, 55-2951, 55-2952, 55--3505, 55-3508, 55-3521, 55- 3528, 55-3545, 55-3552, 55-3557, 55-3558, 55-3564, 55-3566, 55-3567, 55-3570, 55-3576, 55-3578, 55-3580, 55-3593, 55- 3601, 55-3604, 55-3610, 55-3616, 55-3620, 55-3622, 55-3623, 55-3630, 55-3634, 55-3644, 55-3657, 55-3662/3666, 55-3668, 55-3669, 55-3672/3674, 55-3679, 55-3683, 55-3685, 55-3688/3690, 55-3692, 55-3703, 55-3705, 55-3709, 55-3710, 55-3712, 55-3724, 55-3726, 55-3727, 55-3733, 55-3740, 55-3741, 55-3744, 55-3746, 55-3771, 55-3784, 56-2910, 56-2912, 56-2915, 56-2917, 56-2918, 56-2920, 56-2932, 56-2942, 56-2944, 56-2947, 56-2950, 56-2952, 56-2953, 56-2957, 56-2959, 56-2961, 56-2970, 56-2974, 56-2975, 56-2977/2982, 56-2987, 56-2989, 56-2992, 56-2999, 56-3003, 56-3006, 56-3007, 56-3010, 56- 3011, 56-3017, 56-3019, 56-3024, 56-3028, 56-3031, 56-3033/3035, 56-3037, 56-3044, 56-3046, 56-3048, 56-3053, 56-3054, 56-3056, 56-3068, 56-3072, 56-3081, 56-3082, 56-3093, 56-3101, 56-3107, 56-3109, 56-3112, 56-3117, 56-3118, 56-3123, 56-3130, 56-3133, 56-3135, 56-3140, 56-3141, 56-3143, 56-3153, 56-3155, 56-3162, 56-3163, 56-3168, 56-3169, 56-3171, 56-3173, 56-3176, 56-3179, 56-3183, 56-3184, 56-3187, 56-3190, 56-3191, 56-3194, 56-3195, 56-3198, 56-3201, 56-3205, 56-3210, 56-3213, 56-3218, 56-3219, 56-3221, 56-3222, 56-3231/3234, 56-3239, 56-3241, 56-3248, 56-3251, 56-3253, 56- 3255, 56-3256, 56-3259, 56-3260, 56-3265, 56-3276, 56-3279, 56-3291, 56-3295, 56-3296, 56-3298, 56-3303, 56-3306, 56- 3307, 56-3309/3311, 56-3313, 56-3315, 56-3324, 56-3328, 56-3331, 56-3333, 56-3345, 56-3356, 56-3361, 56-3365, 56-3369, 56-3371, 56-3381, 56-3385, 56-3389, 56-3393, 56-3397, 56-3400, 56-3402, 56-3404/3406, 56-3410, 56-3412/3414, 56-3422, 56-3425/3427, 56-3439, 56-3443, 56-3462 and 56-3463. To QF-100F designation was used for 56-3737, 56-3738, 56-3740, 56-3746, 56-3748, 56-3751, 56-3754, 56-3760, 56-3762, 56-3763, 56-3765, 56-3768, 56-3773, 56-3787, 56-3794, 56-3795, 56-3801, 56-3805, 56-3818, 56-3830, 56-3836, 56-3840, 56-3859, 56-3860, 56-3868, 56-3882, 56-3883, 56-3891, 56-3893, 56-3898, 56-3906, 56-3907, 56-3910, 56-3911, 56-3915, 56-3917, 56-3922, 56-3928, 56-3951, 56-3956, 56-3962, 56-3971, 56-3984, 56-3994 and 56-4001. The conversion of aircraft with serials 56-3812/3814, 56-3819, 56-3822, 56-3825, 56-3832, 56-3837, 56-3855, 56-3861, 56-3880, 56-3889, 56-3897 and 56-3904 was cancelled.

F-101 McDonnell 36 Voodoo

Specifications: span: 39'8", 12.09 m length: 67'5", 20.55 m engines: 2 Pratt & Whitney J57-P-13 max. speed: 1110 mph, 1786 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Although the F-88 programme was cancelled in August 1950 due to funding difficulties, the design was revived at a later date. Because of the substantial differences that were incorporated, the F-101 designation was given on 30 November 1951. The F-101A the first version and 77 were ordered from 28 May 1953 and with serials 53-2418/2446, 54-1438/1485 whilst a batch with serials 58-343/449 was cancelled. Several aircraft were later converted as RF-101G. The first flight was on 29 September 1954. Eight JF-101As were used for development testing and their serials were 53-2418 and 53-2421/2427. A single F-101A was used as the NF-101A testbed with two General Electric J79-GE-1 engines. The YRF-101A version was a reconnaissance development with a length of 69'4, 21.13 m. Two aircraft were built with serials 54-149/150. The first flight took place in May 1956 and on completion of the flight programme these were redesignated as RF-101A along with 35 other RF-101As built with serials 54-1494/1521 and 56-155/161. Briefly designated F-109A , the F-101B version was a tandem two seat interceptor of which 480 were built with serials 56-232/328, 57-247/452, 58-259/342 and 59-391/483 whilst batches with serials 56-329/350 and 59-484/491 were cancelled. The first flight was on 27 March 1957 and 66 aircraft were delivered to Canada as CF-101B . Two F-101Bs with serial 56-235, 57-410 was used for temporary testing as JF-101B whilst two F-101Bs with serials 56-235 and 56-273, were used as NF-101B permanent tests aircraft. A number of F-101Bs were converted as RF-101B reconnaissance aircraft. They had serials 57-301, 57-0310, 57-0313, 57-0316, 57-0320, 57-0326, 57-0331, 57-0335, 57-0336, 57-0338, 57-0339, 57-0343, 57-0350, 57-0361, 57-0367, 57-0387, 57-0402/0404, 57-0406, 57-0408, 57-0412, 57-0415, 57-0417, 57-0422, 57-0423, 57-0430, 59-391, 59-392, 59-387, 59-398, 59-402, 59-403, 59-404, 59-410, 59-434, 59-436, 59-441, 59-447, 59-448, 59-450, 59-453, 59-457, 59-459, 59-463, 59-467, 59-477, 59-481, 59-482 and 59-483. Finally a number were converted as TF-101B trainers, including 54-288, 56-240, 56-241, 56-0284, 57-0304, 57-0308, 57-0316, 57-0320 and 57-0328. The F-101C variant was similar to the F-101A and 47 were built with serials 54-1486/1493 and 56-001/039. The first flight was on 21 August 1957. The RF-101C was a reconnaissance version with specifications similar to the RF-101A. 166 were built with serials 56-040/135 and 56-162/231 whilst a batch with serials 56-136/154 was cancelled. In addition F-101Cs 56-014 and 56-022 were converted to this standard. The first flight of this version was on 12 July 1957. The F-101D and F-101E designations were assigned to versions with General Electric J79 engines which were not built. The next production version was the F-101F of which a number were converted from F-101Bs. The serials included 56-243/247, 56-253, 56-260, 56-262, 56-274/277, 56-289, 56-294, 56-299, 56-304, 56-308, 56-312, 56-316, 56-320, 56-324, 56-328, 57-263, 57-267, 57-271, 57-275, 57-279, 57-283, 57-287, 57-292, 57-297, 57-302, 57-307, 57-312, 57-317, 57-322, 57-327, 57-332, 57-337, 57-342, 57-347, 57-352, 57-357, 57-365, 57-372, 57-379, 57-386, 57-393, 57-407, 57-414, 57-421, 57-428, 57-442, 57-449, 58-262, 58-269, 58-276, 58-283, 58-290, 58-297, 58-304, 58-311, 58-318, 58-324, 58-331, 58-338, 59-393, 59-400, 59-407, 59-413, 59-419, 59-425, 59-437, 59-443, 59-449, 59-454, 59-460, 59-466, 59-472 and 59-478. The designation RF-101F was associated with aircraft 57-301 whilst there was also a TF-101F designation. The RF-101G was a reconnaissance conversion of the F-101A and a number were converted. The serials were 54-1445, 54-1449, 54-1451/1455, 54-1457, 54-1459/1464, 54-1466, 54-1468, 54-1469, 54-1470, 54-1472, 54-1473, 54-1475, 54-1476, 54-1477, 54-1479, 54-1481, 54-1482, 54-1483, 54-1484, 54-1485, 54-1507 and 54-1516. 32 F-101Cs were converted as RF-101H s. The serials were 54-1486/1488, 54-1491, 54-1493, 56-001/004, 56-006, 56-010/012, 56-014, 56-016, 56-018/020, 56-022, 56-023, 56-025/027, 56-029/036 and 56-039.

Refer also to F-88

F-102 Convair 8 Delta Dagger

Specifications: span: 38', 11.58 m length: 68', 20.73 m engines: 1 Pratt & Whitney J57-P-23 max. speed: 825 mph, 1327 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The YF-102 was the prototype of a delta winged jet fighter. Ten aircraft were ordered from 12 June 1953 with serials 52-7994/7995 and 53-1779/1786. They had a span of 37', 11.28 m, a length of 52'6", 16.00 m and a J57-P-11 engine. The first flight was on 24 October 1953 but the aircraft encountered flight difficulties which led to a redesign incorporating area rule and a modified canopy. This resulted in the YF-102A to which the specifications apply. Four were built with serials 53-1787/1790 and the first flight was on 20 December 1954. This was followed by the production of 875 F-102A s with serials 53-1791/1818, 54-1371/1407, 55-3357/3464, 56-957/1518 and 57-770/909. The first of these flew on 24 June 1955. Some reference sources include the eight YF-102s without area rule fuselage in the F-102A production. An aircraft with serial 54-1374 was used as JF-102A . At the end of their useful life six F-102As were converted as QF-102A target drone and the first flight was in March 1974. The serials included 56-1081, 56-1347, 56-1400, 56-1443 and 56-1475. Some reference sources have suggested that the designation QF- 102A was also used for a large number of aircraft that became the PQM-102B. These were aircraft 55-3449, 56-980, 56-982, 56-987, 56-993, 56-1006, 56-1013, 56-1014, 56-1023, 56-1028, 56-1032, 56-1043, 56-1077, 56-1086, 56-1093, 56-1098, 56- 1101, 56-1107, 56-1111, 56-1127, 56-1130, 56-1163, 56-1181, 56-1184, 56-1188, 56-1193, 56-1196, 56-1205, 56-1206, 56- 1210, 56-1211, 56-1213, 56-1223, 56-1227, 56-1241, 56-1244, 56-1248, 56-1254, 56-1257, 56-1262, 56-1263, 56-1267, 56- 1270, 56-1272, 56-1277, 56-1278, 56-1346, 56-1376, 56-1427, 56-1430, 56-1446, 56-1453, 56-1472 and 56-1476. The development of a RF-102A photo reconnaissance version was not proceeded with. In addition a large number of F-102As were converted by Fairchild and Sperry as PQM-102A s for anti-aircraft missile training. The first flight was on 13 August 1974. The serials included 54-1385, 54-1393, 54-1399, 54-1406, 54-1407, 55-3427, 55-3447, 56-1046, 56-1048, 56-1054, 56-1055, 56-1057, 56-1061, 56-1208, 56-1255, 56-1256, 56-1300, 56-1314, 56-1319, 56-1323, 56-1325, 56-1329, 56-1330, 56-1331, 56-1336, 56-1337, 56-1340, 56-1341, 56-1343, 56-1345, 56-1346, 56-1349, 56-1350, 56-1360, 56-1380, 56-1384, 56-1398, 56-1401, 56-1418, 56-1419, 56-1426, 56-1434, 56-1460, 56-1466, 56-1474, 56-1480, 56-1487, 56-1489, 56-1496, 56-1509, 56-1512, 56-2317, 57-770, 57-771, 57-776, 57-781, 57-786, 57-792, 57-800, 57-807, 57-813, 57-823, 57-825, 57-829, 57-830, 57-832, 57-847, 57-849, 57-854, 57-855, 57-856, 57-869, 57-870, 57-883 and 57-894. Other aircraft were converted as PQM-102B with serials 54-1395, 55-3449, 56-978, 56-980, 56-982, 56-983, 56-987, 56-993, 56-996, 56-1003, 56-1006, 56-1013, 56-1014, 56-1023, 56-1028, 56-1032, 56-1042, 56-1043, 56-1044, 56-1050, 56-1062, 56-1063, 56-1069, 56-1072, 56-1077, 56-1082, 56-1083, 56-1086, 56-1093, 56-1096, 56-1098, 56-1101, 56-1107, 56-1111, 56-1121, 56-1122, 56-1127, 56-1130, 56-1135, 56-1136, 56-1163, 56-1170, 56-1175, 56-1181, 56-1184, 56-1188, 56-1193, 56-1196, 56-1202, 56-1205, 56-1206, 56-1210, 56-1211, 56-1213, 56-1215, 56-1223, 56-1227, 56-1236, 56-1241, 56-1244, 56-1248/1250, 56-1253, 56-1254, 56-1257, 56-1259, 56-1261/1263, 56-1267, 56-1269, 56-1270, 56-1272, 56-1274, 56-1277, 56-1278, 56-1284, 56-1287, 56-1289/1295, 56-1351, 56-1356, 56-1363, 56-1366, 56-1367, 56-1373, 56-1376, 56-1391, 56-1427, 56-1429, 56-1430, 56-1433, 56-1439, 56-1446, 56-1447, 56-1449, 56-1453, 56-1456, 56-1457, 56-1464, 56-1471, 56-1472, 56-1476, 56-1478, 56-1488, 56-1490, 56-1494, 56-1495, 56-1497, 56-2329, 57-787, 57-806, 57-808, 57-822, 57-824, 57-828, 57-831, 57-834, 57-839, 57-841, 57-852, 57-860, 57-868, 57-871, 57-878, 57-879, 57-898, 57-899, 57-903 and 57-907/909. It should be noted that PQM-102A and PQM-102B are designations in the M = missile series. The TF-102A featured a redesignated fuselage to accommodate side-by-side seating. The length was 63'5", 19.33 m and 111 were built with serials 54-1351/1370, 55-4032/4059, and 56-2317/2379. The first flight was on 8 November 1955. Aircraft with serials 56-2380/2466 were cancelled. Four aircraft with serial 54-1354, 54-1356, 54-1358 and 54-1359 were used as NTF-102A for permanent testing. The prototype designation YTF-102A is also known. The F-102B version was a significant improved version with a span of 38'2", 11.67 m, a length of 70'9", 21.56 m and a Pratt & Whitney J75-P-17 engine. Ordered on 28 April 1955 the aircraft were redesignated on 17 June 1956 as F-106A. This was before the first flight took place. Similarly the TF-102B version was redesignated as TF-106B. The YF-102B designation is also known. The YF-102C was a development of the F-102A with a J57-P-47 engine. Rejected in April 1955 two F-102A were used as YF-102C test beds with serials 53-1797 and 53-1806, although these may be unrelated to the F-102C programme. The F-102C was a production version which was not proceeded with.

Refer also to F-106

F-103 Republic

Specifications: span: 34'4", 10.46 m length: 76'8", 23.37 m engines: 1 Wright YJ67-W-3 + 1 Wright XRJ55-W-1 max. speed: 2600 mph, 4180 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The XF-103 was a Mach 3 interceptor armed with six GAR-1 Falcon missiles designed against WS-204A. Two aircraft were ordered in July 1954 with serials 53-7824/7825 although some reference sources suggest three aircraft were ordered. When the programme was cancelled in September 1957, the first aircraft was 90% complete.

F-104 Lockheed 83 Starfighter

Specifications: span: 21'11", 6.68 m length: 54'9", 16.69 m engines: 1 General Electric J79-GE-3 max. speed: 1475 mph, 2373 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

In November 1951 the XF-104 designation was briefly assigned to the Hughes XF-98A missile. The Starfighter was a supersonic fighter primarily supplied to friendly nations. Although a total of 2487 were built, relatively few remained in the USAF inventory. Two XF-104 s were ordered on 12 March 1953 with serials 53-7786/7787. They had a length of 49'3", 15.01 m and were fitted with a Wright XJ65-W-6 engine. The first flight was on 7 February 1954. The YF-104A version had different air intakes, dimensions as per specification but with a YJ79-GE-3 engine. 17 aircraft were ordered with serials 55-2955/2971 and the first aircraft flew on 27 April 1955. They were later redesignated as F-104A along with 153 F-104A production aircraft with serials 56-730/882. The first flight was on 17 February 1956 and the majority were supplied to Taiwan, Pakistan and Canada. Many aircraft were later refitted with J79-GE-11 and J79-GE-19 engines. The designation JF-104A was used for several aircraft used in tests, including 55-2956, 56-745, 56-749, 56-750 and 56-826. The NF-104A , or F-104N designation was used for a special conversion of three F-104As with an auxiliary Rocketdyne AR-2 engine to be used as high altitude trainers as well as other aircraft used for tests. The aircraft had serials 56-756, 56-760, 56-762 and 56-790. Other version of the F-104A included the QF-104A drone conversion of 24 aircraft (including serials 55-2957, 55-2971, 56-733, 56-734, 56-735, 56-736, 56-737, 56-741, 56-743, 56-744, 56-746 and 56-747), the JQF-104A (55-2965, 55-734, 56-735 and 56-736), the RF-104A version which was to be built with serials 56-939/956 but was cancelled in January 1957, and the cancelled TF-104A version. The YQF-104A designation is also known and has been linked to 56-739. The F-104B featured a J79-GE-3A engine and was a tandem two-seat version. 26 were built with serials 56-3719/3724 and 57-1294/1313 and the first flight was on 7 February 1957. The F-104C version had a J79-GE-7 engine and 77 were built with serials 56-883/938 and 57-910/930. A cancelled batch with serials 57-931/1293 may have been for F-104Cs. The F-104D was a two-seat version of the F-104C and 21 were built with serials 57-1314/1334. A batch with serials 57- 1335/1417 was cancelled. The CF-104D designation was a Canadian version built by Canadair and not procured through US channels whilst the F-104DJ was a Japanese version built by Mitsubishi and also not procured through US channels. The F-104E designation was not assigned but may have been reserved for a single seat version of the F-104F. The F-104F was a two-seat aircraft built to F-104G standards for the Luftwaffe and given serials 59-4994/5023. The F-104G version was the most successful. Three F-104As (with serials 56-0770, 56-0790 and 56-0801) were used as YF- 104G prototypes. The F-104G was fitted with the J79-GE-11A engine and a large number were ordered for supply to other nations. These had serials 61-2601/2633, 62-12214/12261, 62-12698/12707 and 64-12745/12754. Of these aircraft with serials 61-2624/2633, 62-12232/12261 are sometimes incorrectly identified as RF-104G. The USAF also ordered 140 from Canadair with serials 62-12302/12349, 63-12697/12734, 63-13638/13647 and 64-17752/17795 which were supplied to Denmark, Norway, Greece, Turkey and Spain.The Canadian aircraft were fitted with Orenda built engines. In addition 982 F-104Gs were built by Lockheed and various European manufacturers for delivery to the Netherlands, Belgium, Germany, and Italy outside the USAF procurement system and as such these aircraft did not receive USAF serials. Some of them were fitted with German built engines. The first flight was on 7 June 1960 and production was divided between Lockheed (139), Messerschmitt (210), Fokker (231), SABCA-Fairey (188), Fiat (164), MBB (50). Some Luftwaffe F-104Gs were flown with USAF markings during training in the USA. These aircraft received USAF serials on their arrival in the USA. The serials of these aircraft were 63-13229/13278, 63-13690/13691, 65-12745/12754, 66-13524/13526, 67-14885/14893 and 67-22517. Those surviving in 1983 were purchased by the USAF and transferred to Taiwan, where some were converted as RF-104G. Canada procured a number as CF-104G outside the US procurement system. The RF-104G was a tactical reconnaissance version of which one was converted from a F-104G with serial 67-14891. OPther conversions were undertaken by Taiwan whilst a number of non-USAF F-104Gs for the Netherlands were completed as RF- 104G. The TF-104G was a training version of which Lockheed built a number for supply to other nations. The serials of these aircraft were 61-3025/3084, 62-12262/12279, 63-12681/12696, 64-15104/15106 and 65-9415. In addition Lockheed built a number of TF-104Gs outside the USAF procurement system for delivery to The Netherlands, Germany, Belgium and Italy. Although none of the TF-104Gs were for use by the USAF some of the German aircraft received USAF markings and serials for training in the USA. The serials were 63-8452/8469, and 66-13622/13631. Some of these were later purchased by the USAF for supply to other nations. In addition NASA procured a number of TF-104Gs from the Luftwaffe in July 1975. The RTF-104G version was not built. The F-104H and TF-104H versions were proposed developments of the F-104G and TF-104G. The F-104J version was built by Japan outside the US procurement system as were the TF-104J , UF-104J and QF-104J versions. The F-104S was a development for the Italian Air Force undertaken by Fiat. These aircraft were not procured through US sources.

Around 2008 rumours concerning the US Navy’s procurement of two F-104E with the designation XF5V-1 appeared on the internet. Allegedly two aircraft received this designation on 1 April 1960 and were used for aircraft carrier deck landings at China Lake. The modifications were designed by Lockheed project engineer A.P. Rilfool and included general strengthening of the main landing gear, extending the length of the nose wheel gear to increase angle of attack on takeoff, extending the wing tips slightly as well as giving them the capability of being folded. The F-104 central ventral fin was replaced by twin ventral fins offset from the centerline of the aircraft, and the arresting hook was strengthened to allow for deck landings. The only other modification was the canopy, which was redesigned to hinge from the rear, instead of from the side, as per the Air Force counterpart. The project was cancelled on 1 April 1962. As the dates and project engineer’s name indicate this was a 1 April joke and pure fantasy.

F-105 Republic AP63 Thunderchief

Specifications: span: 34'11", 10.64 m length: 63'1", 19.23 m engines: 1 Pratt & Whitney J75-P-5 max. speed: 1254 mph, 2018 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The XF-105A was a supersonic fighter of which 37 were ordered in March 1953 but the number gradually dwindled. The initial design called for an Allison J71 engine. Eventually the XF-105A was cancelled as such in February 1955 and the serials re-allocated over the succeeding designs. The YF-105A , which had the dimensions as per the specification but which was fitted with a Pratt & Whitney J57-P-25 engine, was ordered in February 1955. The serials were 54-098/099 and the first flight was on 22 October 1955. A production version designated F-105A with serials 54-001/097, was cancelled. There was also a RF-105A designation. This was followed by the YF-105B with a YJ75-P-3 engine and of which 10 were ordered in February 1955 with serials 54-100/104, 54-106, 54-107, 54-109, 54-110 and 54-111. The first flight was on 26 May 1956. The F-105B was the production version to which the specifications apply and several YF-105As were converted to this standard whilst others were completed outright as F-105B. The serials were 54-104, 54-106/107, 54-109/111 and 57-5776/5840. The RF-105B was a reconnaissance version of which three were ordered in February 1955 with serials 54-105, 54-108 and 54-112. They were converted as JF-105A to which standard also F-105A 54-107 was converted. Alternative reference sources refer to the JF-105A aircraft as JF-105B . The F-105C version was a two seat operational trainer of which 5 were ordered in June 1956 with serials 57-5841/5845 but which were cancelled in 1957. The F-105D version had a span of 34'11", 10.64 m, a length of 64'3", 19.58 m and had a J75-P-19W engine giving it a max. speed of 1390 mph, 2237 km/h. 610 were built with serials 58-1146/1173, 59-1717/1774, 59-1817/1826, 60-409/535, 60-5374/5385, 61-041/220 and 62-4217/4411. Batches with serials 58-1174/1190, 59-1775/1816, 60-536/546 and 61-221/260 were cancelled. The first flight was on 9 June 1959. A projected RF-105D reconnaissance version was cancelled on 29 December 1961. The F-105E version had a length of 69'8", 21.23 and was a two-seater. Although production was commenced with serials 59-1817/1826, the aircraft were completed as F-105D. A batch with serials 59-1827/1842 was cancelled. F-105F was also a two-seater and, after a first flight on 11 June 1963, 143 were completed with serials 62-4412/4447, and 63-8260/8366. The Wild Weasel version was initially designated as EF-105F but was then redesignated as F-105G . A number of F-105Fs were converted to this standard and the serials were 62-4415, 62-4416, 62-4421/4425, 62-4427, 62-4428, 62-4432, 62-4434, 62-4436, 62-4438/4440, 62-4442, 62-4443, 62-4444, 62-4446, 63-8265/8266, 63-8274/8276, 63-8278, 63-8284, 63-8285, 63-8286, 63-8291, 63-8292, 63-8296, 63-8300/8307, 63-8311, 63-8313. 63-8316, 63-8318/8321, 63-8326, 63-8327, 63-8328, 63-8332/8336, 63-8339, 63-8340, 63-8342, 63-8345, 63-8347, 63-8348, 63-8350, 63-8351, 63-8355, 63-8359, 63- 8366 and 63-8363.

F-106 Convair 8-24 Delta Dart

Specifications: span: 38'2", 11.63 m length: 70'9", 21.56 m engines: 1 Pratt & Whitney J75-P-17 max. speed: 1525 mph, 2455 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Although the XF-106 designation was assigned to the Republic XF-84H in March 1952, the F-102B was redesignated as F-106A on 17 June 1956. The first flight took place on 26 December 1956 and in total 277 aircraft were built with serials 56-451/467, 57-229/246, 57-2453/2506, 58-759/798 and 59-001/148, Batches with serials 58-799/899 and 59-166/204 were cancelled. One aircraft was modified with two nacelles housing J85 engines to study advanced engine intakes and exhausts. 56-451 was also used for tests with designation NF-106A . Aircraft 57-238 was used as JF-106A . The F-106B was originally designated as TF-102B and TF-106A , was a two-seater model. 63 were built with serials 57-2507/2547, 58-900/904 and 59-149/165 whilst a batch with serials 59-205/240 was cancelled. The first flight was on 9 April 1958. The first eight of these have also been referred to as JF-106B whilst two F-106Bs (57-2507 and 57-2516) were used for permanent tests as NF-106B . On completion of their useful life a number of F-106As and F-106Bs were converted as QF-106A and QF-106B target drones. QF-106A serials were 56-453, 56-454, 56-457, 56-458, 56-463, 56-465, 56-466, 57-232, 57-234, 57-235, 57-236, 57-240, 57- 241, 57-243/246, 57-2453, 57-2455, 57-2456, 57-2459, 57-2461, 57-2463, 57-2465, 57-2466, 57-2467, 57-2470, 57-2475, 57- 2476, 57-2477, 57-2478, 57-2480, 57-2481, 57-2482, 57-2483, 57-2485, 57-2487, 57-2490, 57-2492, 57-2493, 57-2494, 57- 2495, 57-2496, 57-2497, 57-2499, 57-2501, 57-2503, 57-2504, 57-2505, 57-2506, 58-760, 58-764, 58-766, 58-767, 58-772, 58-773, 58-774, 58-775, 58-779, 58-780, 58-782, 58-783, 58-786, 58-788, 58-790, 58-791, 58-792, 58-793, 58-795, 58-797, 59-002, 59-005, 59-006, 59-007, 59-008, 59-010, 59-011, 59-015, 59-016, 59-020, 59-023, 59-024, 59-025, 59-026, 59-027, 59-031, 59-032, 59-033, 59-034, 59-035, 59-037, 59-038, 59-040, 59-042, 59-043, 59-044, 59-046, 59-047, 59-048, 59-049, 59-051, 59-053, 59-054, 59-056, 59-057, 59-058, 59-059, 59-060, 59-061, 59-062, 59-063, 59-064, 59-066, 59-072, 59-074, 59-076, 59-077, 59-080, 59-081, 59-082, 59-083, 59-085, 59-090, 59-091, 59-092, 59-093, 59-094, 59-096, 59-097, 59-099, 59-100, 59-102, 59-104, 59-105, 59-106, 59-108, 59-109, 59-110, 59-119, 59-126, 59-127, 59-128, 59-129, 59-130, 59-132, 59-133, 59-135, 59-136, 59-138, 59-140 and 59-141. The QF-106Bs carried serials 57-2508, 57-2509, 57-2512, 57-2517, 57-2518, 57-2522, 57-2524, 57-2530, 57-2532, 57-2535, 57-2536, 57-2537, 57-2539, 57-2540, 57-2541, 57-2543, 57-2545, 57-2546, 57-2547, 58-900, 58-901, 58-902, 59-149, 59-150, 59-151, 59-152, 59-153, 59-155, 59-158, 59-159 and 59-161. There were also YQF-106A and YQF-106B designations. A proposed development was the F-106C to be fitted with a JT4B-22 engine of which 350 were contemplated for production but which were cancelled on 23 September 1958 although two F-106As, 57-239/240, were used as YF-106C in radar tests. The two seat F-106D version was also cancelled, whilst the F-106X designation has been associated to a cancelled remanufacturing programme in competition with the Lockheed F-12.

Refer also to F-102

F-107 North American

Specifications: span: 36'6", 11.13 m length: 61'7", 18.77 m engines: 1 Pratt & Whitney YJ75-P-9 max. speed: 1300 mph, 2092 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Initially designated as YF-100B and redesignated in December 1954, nine examples of this all weather interceptor were ordered in August 1954 as F-107A although the designation YF-107A has also been used in the literature. Eventually only three were completed. The serials were 55-5118/5120 and the cancelled aircraft were 55-5121/5126. The first flight was on 10 September 1956 and flight testing ceased in 1957.

Refer also to F-100

F-108 North American NA-257 Rapier

Specifications: span: 52'9", 16.08 m length: 84'9", 25.83 m engines: 2 General Electric J93-GE-3R max. speed: 1980 mph, 3178 km/h

(Source: North American)

Studies for the Rapier Mach 3 two-seat interceptor fighter began on 6 June 1957 when, as part of WS-202, two XF-108A and 31 YF-108A prototypes were ordered. The serials could have been 57-2652/2684 but this has not been confirmed. By 30 December 1958 the order had been reduced to 20 aircraft and a full scale mock-up was built before the programme was cancelled on 23 September 1959. Production of 480 F-108A s had been anticipated with the first flight scheduled for April 1961.

F-109 Bell D188A

Specifications: span: 23'8", 7.21 m length: 58'6", 17.83 m engines: 8 General Electric J85-GE-5 max. speed: 1520 mph, 2445 km/h

(Source: Bell)

The XF-109A was originally a single seat VTOL fighter development of the Ryan X-13 and one aircraft was allegedly ordered with serial 60-2715 but this was subsequently cancelled and the serial refers to a Martin GAM-83 missile. The designations XF-109 and YF-109 were also unofficially used for the Bell D188A design and a full scale mock-up was built with the serial 59-2109, although this serial was allocated to a Boeing IM-99B. The designations were disapproved on 14 February 1958. The designation was also briefly associated with a development of the McDonnell F-101B.

Refer also to F3L

F-110 McDonnell 98 Spectre

Specifications: span: 38'5", 11.71 m length: 58'3", 17.75 m engines: 2 General Electric J79-GE-15 max. speed: 1450 mph, 2333 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The USAF ordered a number of F-110A s and YRF-110A s prior to the redesignation of these aircraft on 18 September 1962 as F-4C and RF-4C. On 24 January 1962, however, some aircraft were delivered from US Navy stock as F-110A. These carried their Navy serials 149405 and 149406 without the first digit. They were later assigned the serials 62-12168/12169. In addition the USAF borrowed 27 F4H-1s with serials 62-12170/12196 which were later returned to the US Navy. On 21 February 1962, an F-110A was ordered outright with 62-12199. It was redesignated as F-4C before its first flight on 27 May 1963. In addition two YRF-110As had been ordered with serials 62-12200/12201. The RF-110A designation was to be used for the production RF-4Cs but no aircraft were ordered as RF-110A. The name Spectre was dropped at the time of redesignation.

Refer also to F-4, F4H, F-112 to F-116 etc

F-111 General Dynamics

Specifications: span: 31'11" to 63', 9.73 to 19.20 m length: 73'6", 22.40 m engines: 2 Pratt & Whitney TF30-P-3 max. speed: 1450 mph, 2333 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Built to the TFX specifications it was intended that the F-111 serve both the USAF and the US Navy. Eventually, however, little commonality was achieved. Although there was an initial requirement of 1350 aircraft only 507 were built. The F-111A was a USAF version which was ordered on 24 November 1962. The first flight was on 21 December 1964 and the first 17 aircraft were fitted with TF30-P-1 engines. 158 were built with serials 63-9766/9782, 65-5701/5710, 66-011/058 and 67-032/114 whilst aircraft with serials 66-059/065 were cancelled. In the seventies a number of the F-111As were converted by Grumman as EF-111A Ravens and the first flight took place on 10 March 1977. The serials were 63-9782 (converted from F- 111A), 66-013/016, 66-018/021, 66-023, 66-027, 66-028, 66-030, 66-031, 66-033, 66-035/039, 66-041, 66-044, 66-046/051, 66-055/057, 67-032/035, 66-037/039, 67-041, 67-042, 67-044, 67-048 and 67-052. The RF-111A version was a reconnaissance version which was ordered on 3 December 1965 but which was subsequently cancelled. F-111A 63-9776 was, however, converted to this standard without a formal change in designation, and flew for the first time on 17 December 1967. There was also a NF-111A (63-9778) conversion. The FB-111A had a span of 33'11" to 70', 10.34 to 21.34 m and was fitted with TF30-P-7 engines. 77 were built of this strategic bomber versions and the serials were 63-9783, 67-159/163, 67-7192/7196, 68-239/292 and 69-6503/6514. Batches with serials 67-23107/23116, 69-5921/5932, 69-6515/6565, 70-186/291, 70-380/444, 71-097/168 and 72-85/98 were cancelled. The first flight was on 13 July 1968. In addition F-111A 63-9782 was converted to a FB-111A standard. The US Navy F-111B version had the span of the FB-111A but a length of 66'8", 20.32 m. It carried 2 TF30-P-12 engines. Seven were built from 24 September 1962 with serials 151970/151974 and 152714/152715 and the first flight was on 18 May 1965. The version, built by Grumman as model 310, had weight problems and further aircraft with serials 152716/152717, 153623/153642 and 156971/156978 were cancelled. The FB-111B designation was assigned to a proposed conversion of F-111D and FB-111A airframes with a length of 88', 26.82 m and 2 General Electric F101-GE- engines. The F-111C was a strike version of the F-111A with TF30-P-3 engines and 24 were built for the RAAF with serials 67-125/148. No aircraft were on the US inventory. The F-111D version was similar to the F-111A but with TF30-P-9 engine and improved electronics. 96 were built with serials 68-085/180 whilst batches with serials 69-5834/5920, 70-020/185, 70-293/379, 71-001/096, 72-001/084, 73-001/084 and 74- 001/080 were cancelled. A RF-111D development was also cancelled. The F-111E was based on the F-111A and 94 were built with serials 67-115/124 and 68-001/084. A FB-111E version was proposed and aircraft with serials 68-10883/10921 were cancelled. A F-111A with serials 66-020 had been converted as the YF-111E . The F-111F version was ordered from 1 July 1970 and had TF30-P-100 engines. 106 were built with serials 70-2362/2419, 71-883/894, 72-1441/1452, 73-707/718 and 74-177/188. Aircraft with serials 71-895/906 and 75-210/221 were cancelled. The FB-111G and FB-111H version were proposed developments which were not built. The latter was to be fitted with General Electric F101-GE engines. The F-111G designation was assigned to 60 FB-111As which were converted to conventional missions in a tactical role. The conversions were ordered in 1989. Serials included 67-159, 67-162, 67-7193, 67-7194, 67-7196, 68-239, 68-241, 68-244, 68- 247, 68-252, 68-254, 68-255, 68-257, 68-259, 68-260, 68-264, 68-265, 68-270, 68-271, 68-272, 68-273, 68-274, 68-276, 68- 277, 68-278, 68-281, 68-282, 68-289, 68-291, 69-6503, 69-6504, 69-6506, 69-6508, 69-6509, 69-6510, 69-6512, 69-6513 and 69-6514. The RAF ordered 46 F-111K s with serials 67-149/150, 67-154, 67-156/158, 68-181/210 and 68-229/238, as well as four TF-111K s with serials 67-151/153 and 67-155 but cancelled these orders in January 1968. Two of the UK aircraft, fitted with UK instrumentation, were used as YF-111A for research and development. The serials were 67-149/150.

F-112 to F-116, F-118 and beyond

In Aviation Week and Space Technology of 12 December 1989, p.146, N. Tucker, an ex-traffic controller at Edwards AFB, related that the designations YF-110 (sic), YF-112 , YF-113 , YF-114 , YF-115 and YF-116 , with appropriate suffixes, were designations informally used by pilots of the 'Red Hats' squadron which flew USSR designed aircraft. In Aviation Week and Space Technology of 17 April 2000, p.33, specific reference was made to the designation YF-113G for a Mig-23 although this was refuted in Aviation Week and Space Technology of 14 May 2001 where it was suggested that the YF- 113G was a classified prototype flown in the 1993/96 period. Other designations quoted in the latter report include YF-113B and YF-113E , which may have been Mig-23 versions. In July 2002 it was suggested that these designations, as well as some serial numbers were assigned for the purpose of creating USAF standard flight logs. The time frame of the information is late 1970's, and involves (at least) the 6513th Test Squadron "Red Hats". The bogus serial numbers were in the range 75-001/010 (which were cancelled serials) whilst there was also serial 80965.

Mig-21 with serial 80965 (Source: USAF)

An article by John Lowery, in the Air Force Magazine of June 2010, reports on an Iraqi Air Force Mig-21 that was obtained by the Israel Air Force on 16 August 1966 through a defection arranged by Israel. After testing in Israel, the aircraft was moved to Groom Lake in Nevada for testing and evaluating by the USAF in a project named Have Doughnut. The aircraft was designated as YF-110 . The article makes no reference to a serial number or the fate of the aircraft concerned. An article by Walter Boyne in Air Force Magazine for August 2011 makes mention of the designation YF-113 having been used for one or more Mig-23s.

The following designations from what are considered reasonably reliable sources, have been reported: • YF-110 (not to be confused with the short-lived F-110 designation for the F-4C), • YF-110B, referring to Mig-21 aircraft, with serials 75-001, 75-004 and 75-010 and others quoted, obtained from Iraqi and Indonesian sources; • YF-110C , referring to Mig-21 aircraft obtained from Indonesian sources; • YF-110D , referring to Mig-21 aircraft; • YF-110E YF-110L and YF-110M , referring to classified aircraft in the HAVE PHOENIX programme; • YF-112C , referring to Sukhoi Su-22 aircraft; • YF-113A , referring to Mig-17 aircraft obtained from Syrian sources in the HAVE DRILL programme; • YF-113B , referring to a Mig-23BN obtained from Egyptian sources; • YF-113C , referring to a Chinese built Mig-17 with tail number 1024 obtained from Cambodian sources as well as classified aircraft in the HAVE PHOENIX and HAVE PRIVELAGE programmes; • YF-113E , referring to a Mig-23MS obtained from Egyptian sources; • YF-113G and YF-113H , referring to classified aircraft; • YF-114C , (serial 002) and YF-114D (serial 75-008), referring to Mig-17F aircraft in the HAVE FERRY programme; • YF-114D, referring to Mig-17PF aircraft; • YF-116 , referring to Mig-25 aircraft; or a classified aircraft; • YF-117D , for the Northrop Tacit Blue; • YF-117E, unrelated to the F-117A; and • YF-118 , referring to Mig-29 aircraft.

Some reference sources have suggested that YF-115 referred to the Sukhoi Su-7. Furthermore, it has been indicated that the "F" prefix of these pseudo-designations is an arbitrary one as well, and not intended to designate the aircraft as a "Fighter". The designations were not necessarily assigned sequentially and missing designations may have been used as "designations" for one or more secret aircraft projects. For instance, some reference sources have suggested that YF-113G referred to a US built stealth prototype that flew in the early 1990s. The designation YF-118G has also been associated with the Boeing Bird of Prey research aircraft. Reference has also been made to F-121 , referring to a pure delta stealthy high speed reconnaissance aircraft developed by General Dynamics. In March 2000 reference was made to a Northrop F-121 Sentinel, a triangular VTOL aircraft. All these reports are, however, vague rumours, if indeed that.

F-117 Lockheed Nighthawk

Specifications: span: 43'4", 13.21 m length: 65'11", 20.09 m engines: 2 General Electric F404-GE-F1D2 max. speed: 700 mph, 1122 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The F-117A stealth fighter was not made public until 1988 although there is evidence that development began in 1978 and that the first flight was 15 June 1981. It is understood the programme had previously been referred to as Senior Trend. 64 aircraft have been built of which the first five have been referred to as YF-117 or YF-117A although it appears that such a designation was never used. The serials were based on the construction or article numbers and were: 79-10780/10784, 80-0785/0791, 81-1792/1797, 82-0798/0806, 83-0807/0808, 83-0815/0819, 84-0809/0812, 84-0825/0828, 85-0813/0824, 85-0829/0836, 86-0837/0840 and 88-0841/0843. Note that different fiscal years may be quoted by different reference sources whilst in a number of instances the last three digits of the serials were preceded by a ‘1’. A naval version designated as F-117N was proposed by Lockheed in 1993 whilst the designation A/F-117X has also been used.

Refer also to Lockheed ‘Have Blue’