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North American F-100 Super Sabre

F-100 Super Sabre

Picture - A formation of four F-100Cs

Role: Fighter-bomber
Manufacturer: North American Aviation
First flight: 25 May 1953
Introduced: 27 September 1954
Retired: 1970 (USAF), 1979 (US ANG), 1982 (Turkey)
Primary users: United States Air Force Turkish Air Force Republic of China Air Force French Air Force
Produced: 1953-1959
Number built: 2,294
Unit cost: US$697,029 (F-100D) ($5.64 million in today's dollars)
Developed from: F-86 Sabre
Developed into: North American F-107

The North American F-100 Super Sabre was a supersonic jet fighter aircraft that served with the United States Air Force (USAF) from 1954 to 1971 and with the Air National Guard (ANG) until 1979. The first of the Century Series collection of USAF jet fighters, it was the first USAF fighter capable of supersonic speed in level flight. The F-100 was originally designed as a higher performance follow-on to the F-86 Sabre air superiority fighter.

Adapted as a fighter bomber, the F-100 would be supplanted by the Mach 2 class F-105 Thunderchief for strike missions over North Vietnam. The F-100 flew extensively over South Vietnam as the Air Force's primary close air support jet until replaced by the more efficient subsonic A-7 Corsair II. The F-100 also served in several NATO air forces and with other US allies. In its later life, it was often referred to as "the Hun," a shortened version of "one hundred."

Design and development

Picture - The underside of a YF-100 (s/n 52-5754)

In January 1951, North American Aviation delivered an unsolicited proposal for a supersonic day fighter to the United States Air Force. Named Sabre 45 because of its 45° wing sweep, it represented an evolution of the F-86 Sabre. The mockup was inspected 7 July 1951 and after over a hundred modifications, the new aircraft was accepted as the F-100 on 30 November 1951. Extensive use of titanium throughout the aircraft was notable. On 3 January 1952, the USAF ordered two prototypes followed by 23 F-100As in February and an additional 250 F-100As in August.

The YF-100A first flew on 25 May 1953, seven months ahead of schedule. It reached Mach 1.05 in spite of being fitted with a de-rated XJ57-P-7 engine. The second prototype flew on 14 October 1953, followed by the first production F-100A on 9 October 1953. The USAF operational evaluation from November 1953 to December 1955 found the new fighter to have superior performance but declared it not ready for widescale deployment due to various deficiencies in the design. These findings were subsequently confirmed during Project Hot Rod operational suitability tests. Particularly troubling was the yaw instability in certain regimes of flight which produced inertia coupling. The aircraft could develop a sudden yaw and roll which would happen too fast for the pilot to correct and would quickly overstress the aircraft structure to disintegration. It was under these conditions that North American's chief test pilot, George Welch, was killed while dive testing an early-production F-100A on 12 October 1954. Another control problem stemmed from handling characteristics of the swept wing at high angles of attack. As the aircraft approached stall speeds, loss of lift on the tips of the wings caused a violent pitch-up. This particular phenomenon (which could easily be fatal at low altitude where there was insufficient time to recover) became known as the "Sabre Dance".

Picture - The cockpit of an F-100D

Nevertheless, delays in the F-84F Thunderstreak program pushed the Tactical Air Command to order the raw F-100A into service. TAC also requested that future F-100s should be fighter-bombers, with the capability of delivering nuclear bombs.

The North American F-107 was a follow-on Mach 2 development of the F-100 with the air intake moved above and behind the cockpit. It was not developed in favor of the F-105 Thunderchief.

Operational history

Picture - F-100D in USAF Thunderbirds livery. Video

The F-100A officially entered USAF service on 27 September 1954 with 479th Fighter Wing at George AFB, CA. By 10 November 1954, the F-100As suffered six major accidents due to flight instability, structural failures, and hydraulic system failures, prompting the Air Force to ground the entire fleet until February 1955. The 479th finally became operational in September 1955. Due to ongoing problems, the Air Force began phasing out the F-100A in 1958, with the last aircraft leaving active duty in 1961. By that time, 47 aircraft were lost in major accidents. Escalating tension due to construction of the Berlin Wall in August 1961 forced the USAF to recall the F-100As into active service in early 1962. The aircraft was finally retired in 1970.

Picture - An F-100D showing its oval air intake

The TAC request for a fighter-bomber was addressed with the F-100C which flew in March 1954 and entered service on 14 July 1955 with the 450th Fighter Wing, Foster AFB, TX. Operational testing in 1955 revealed that the F-100C was at best an interim solution, sharing all the vices of the F-100A. The uprated J57-P-21 engine boosted performance but continued to suffer from compressor stalls. On a positive note, the F-100C was considered an excellent platform for nuclear toss bombing because of its high top speed. The inertia coupling problem was more or less addressed with installation of a yaw damper in the 146th F-100C, later retrofitted to earlier aircraft. A pitch damper was added starting with the 301st F-100C, at a cost of US$10,000 per aircraft.

The addition of "wet" hardpoints meant the F-100C could carry a pair of 275 US gal (1,040 l) and a pair of 200 US gal (770 l) drop tanks. However, the combination caused loss of directional stability at high speeds and the four tanks were soon replaced by a pair of 450 US gal (1,730 l) drop tanks. The 450s proved scarce and expensive and were often replaced by smaller 335 US gal (1,290 l) tanks. Most troubling to TAC was the fact, that, as of 1965, only 125 F-100Cs were capable of utilizing all non-nuclear weapons in the Air Force inventory, particularly cluster bombs and AIM-9 Sidewinder air-to-air missiles. By the time the F-100C was phased out in June 1970, 85 had been lost in major accidents.

Picture - F-100D of the 50th TFW (Wing Commander's aircraft), at Toul Air Base, France in 1958

The definitive F-100D aimed to address the offensive shortcomings of the F-100C by being primarily a ground attack aircraft with secondary fighter capability. To this effect, the aircraft was fitted with autopilot, upgraded avionics, and, starting with the 184th production aircraft, the Sidewinder capability. In 1959, 65 aircraft were modified to also fire the AGM-12 Bullpup air-to-ground missile. To further address the dangerous flight characteristics, the wing span was extended by 26 in (66 cm) and the vertical tail area was increased by 27%.

The first F-100D (54-2121) flew on 24 January 1956, piloted by Daniel Darnell. It entered service on 29 September 1956 with 405th Fighter Wing at Langley AFB. The aircraft suffered from reliability problems with the constant speed drive which provides constant-frequency current to electrical systems. In fact, the drive was so unreliable that USAF required it to have its own oil system to minimize damage in case of failure. Landing gear and brake parachute malfunctions claimed a number of aircraft, and the refueling probes had a tendency to break away during high speed maneuvers. Numerous post-production fixes created such a diversity of capabilities between individual aircraft that by 1965 around 700 F-100Ds underwent High Wire modifications to standardize the weapon systems. High Wire modifications took 60 days per aircraft at a total cost of US$150 million. In 1966, Combat Skyspot program fitted some F-100Ds with an X band radar transmitter to allow for ground-directed bombing in inclement weather or at night.

In 1961, at England AFB, LA, (401st Tactical Wing), there were four fighter/bomber squadrons. These were the 412th, 413th, 414th and the 415th (Fighting Tigers). The 415th aircraft were modified to be the only self-starting fighters in the world at the time. This was accomplished with the addition of a large canister to the underside of the aircraft. This canister contained a black powder compound. The canister was ignited (electro-mechanical) and drove the jet engine to minimal ignition point. During the Berlin Crisis (approximately 09/61) the 615th was deployed to Ramstein Air Base, Germany to support the West Germans. At the initial briefing, the 415th personnel were informed that due to the close proximity of the USSR, if an ICBM were to be launched, they would only have thirty minutes to launch the 415th aircraft and retire to the nearest German bunker.

In 1967, the USAF began a structural reinforcement program to extend the aircraft's service life from the designed 3,000 flying hours to 7,000. Over 500 F-100Ds were lost, predominantly in accidents. After one aircraft suffered wing failure, particular attention was paid to lining the wings with external bracing strips. During the Vietnam War, combat losses constituted as many as 50 aircraft per year. On 7 June 1957, an F-100D fitted with an Astrodyne booster rocket making 150,000 lbf (667.2 kN) of thrust successfully performed a zero length launch. The capability was incorporated into late-production aircraft. After a major accident, the USAF Thunderbirds reverted from F-105 Thunderchief to the F-100D which they operated from 1964 until it was replaced by the F-4 Phantom II in 1968.

Picture - F-100D in trial of zero-length-launch system. Pilot is Maj R. Titus. (USAF photo)

The F-100 was the subject of many modification programs over the course of its service. Many of these were improvements to electronics, structural strengthening, and projects to improve ease of maintenance. One of the more interesting of these was the replacement of the original afterburner of the J-57 engine with the more advanced afterburners from retired Convair F-102 Delta Dagger interceptors. This modification changed the appearance of the aft end of the F-100, doing away with the original "petal-style" exhaust. The afterburner modification started in the 1970s and solved maintenance problems with the old type as well as operational problems, including compressor stall problems.

Picture - A USAF KB-50D of the 622d Air Refueling Squadron carrying out the first triple-point refuelling operation with three F-100Cs in 1956

The F-100F two-seat trainer entered service in 1958. It received many of the same weapons and airframe upgrades as the F-100D, including the new afterburners. By 1970, 74 F-100Fs were lost in major accidents.

By 1972, the F-100 was mostly phased out of USAF active service and turned over to tactical fighter groups and squadrons in the Air National Guard. In Air National Guard units, the F-100 was eventually replaced by the F-4 Phantom II, A-7 Corsair II, and A-10 Thunderbolt II, with the last F-100 retiring in 1979. In foreign service, Royal Danish Air Force and Turkish Air Force F-100s soldiered on until 1982.

Over the lifetime of its USAF service, a total of 889 F-100 aircraft were destroyed in accidents, involving the deaths of 324 pilots. The deadliest year for F-100 accidents was 1958, with 116 aircraft destroyed, and 47 pilots killed.

After Super Sabres were withdrawn from service, a large number were converted into remote-controlled drones (QF-100) under the USAF Full Scale Aerial Target (FSAT) program for use as targets for various anti-aircraft weapons, including missile-carrying fighters and fighter-interceptors, with FSAT operations being conducted primarily at Tyndall AFB, FL. A few F-100s also found their way into civilian hands, primarily with defense contractors supporting USAF and NASA flight test activities at Edwards AFB, CA.

Project Slick Chick

Picture - An RF-100A at Palmdale, later deployed to Bitburg AB, Germany

North American received a contract to modify six F-100As to RF-100As carrying five cameras, three K-17s in a trimetrogon mounting for photo-mapping and two K-38s in a split vertical mounting with the cameras mounted horizontally, shooting via a mirror angled at 45° to reduce the effects of airframe vibrations. All gun armament was removed and the cameras installed in the gun and ammunition bays covered by a bulged fairing under the forward fuselage.

The selected pilots trained on the F-100A at Edwards AFB and George AFB in California and then at Palmdale for training with the actual RF-100As they would be deployed with. Flight tests revealed that the RF-100A in its intended operational fit of four external tanks was lacking in directional and longitudinal stability, requiring careful handling and close attention to speed limitations for the drop tanks.

Picture - An RF-100A in flight, inexplicably marked with the AF serial number of a Northrop F-89 Scorpion (53-2600)

Once pilot training was completed in April 1955, three aircraft were deployed to Bitburg Air Base in Germany, flying to Brookley AFB in Mobile, Alabama, cocooned, loaded on an aircraft carrier and delivered to Short Brothers at Sydenham, Belfast for re-assembly/preparation for flight. At Bitburg they were allocated to Detachment 1 of the 7407th Support Squadron and commenced operations flying over eastern bloc countries at high altitude (over 50,000 ft) to acquire intelligence on military targets. Many attempts were made to intercept these aircraft to no avail, with some photos of fighter airfields clearly showing aircraft climbing for attempted intercepts. The European detachment probably only carried out six missions between mid-1955 and mid-1956 when the Lockheed U-2 took over as the deep penetration reconnaissance asset. Three RF-100As were also deployed to the 6021st Reconnaissance Squadron at Yokota Air Base in Japan, but details of operations there are not available. Two RF-100A aircraft were lost in accidents, one due to probable overspeeding which caused the separation of one of the drop tanks and resulted in complete loss of control, and the other due to an engine flame-out. In mid-1958, all four remaining RF-100As were returned to the USA and later supplied to the Republic of China Air Force in Taiwan.

Project High Wire

Picture - F-100D-86-NA (formerly F-100D-85-NH), AF Ser. No. 56-3417, with High Wire Mods, at Wings Over the Rockies Air and Space Museum (former Lowry AFB), Denver, Colorado, painted in its original 356th TFS, 354th TFW colours

High Wire was a modernization program for selected F-100Cs, Ds and Fs. It consisted of two modifications:

Rewiring upgrade operation consisted of replacing old wiring and harnesses with improved maintainable designs. Heavy maintenance and IRAN (inspect and repair as necessary) included new kits, modifications, standardized configurations, repairs, replacements and complete refurbishment.

This project required all new manuals (TOs) and incremented (i.e. -85 to -86) block numbers. All later production models, especially the F models included earlier High Wire mods. New manuals included colored illustrations. All manuals will have the Roman numeral (I) added after the aircraft number (i.e. T.O. 1F-100D(I)-1S-120, 12 January 1970).

Total Production 2,294.

Vietnam War

Picture - F-100Ds of the 416th Tactical Fighter Squadron at Da Nang Air Base, South Vietnam, in 1965

On 16 April 1961 six Super Sabres were deployed from Clark Air Base in the Philippines to Don Muang Airfield in Thailand for air defense purposes; the first F-100s to enter combat in Southeast Asia. From that date until their redeployment in 1971, the F-100s would be the longest serving US jet fighter bomber to fight in the Vietnam War. Serving as MIGCAP escorts for F-105 Thunderchiefs, MISTY FACs, and Wild Weasels over North Vietnam, and then relegated to close air support and ground attacks within South Vietnam.

On 18 August 1964, the first F-100D to be shot down by ground fire was piloted by 1st Lt Colin A. Clark, of the 428th TFS; Clark ejected and survived. On 4 April 1965 as escorts protecting F-105s attacking the Thanh Hoa Bridge, F-100 Super Sabres fought the USAF's first air-to-air jet combat duel in the Vietnam War, in which an F-100 piloted by Capt Donald W. Kilgus shot down a North Vietnamese Air Force MiG-17, using cannon fire, while another fired Sidewinder missiles. The surviving North Vietnamese pilot reported 3 of his planes were shot down. Although recorded by the US as one probable kill, this represented the first aerial victory by US forces in Vietnam. However, the small force of 4 MiG-17s had evaded the F-100s to claim two F-105s. The F-100 was soon replaced by the F-4C for Mig CAP which pilots noted suffered for lacking built-in guns for dogfights.

Picture - An USAF F-100D firing rockets in South Vietnam, 1967.

The Vietnam War was not known for utilizing activated Army National Guard, Air National Guard or other US Reserve units; but rather, had a reputation for conscription (military draft) during the course of the war. During a confirmation hearing before Congress in 1973, USAF General George S. Brown, who had commanded the 7th Air Force (7 AF) during the war, stated that five of the best Super Sabre squadrons in Vietnam were from the Air National Guard. This included the 120th Tactical Fighter Squadron (120 TFS) of the Colorado Air National Guard, the 136 TFS of the New York Air National Guard TFS, the 174 TFS of the Iowa Air National Guard and the 188 TFS of the New Mexico Air National Guard. The fifth unit was a regular AF squadron manned by mostly Air National Guardsmen.

The Air National Guard F-100 Squadrons increased the regular USAF by nearly 100 Super Sabres in theater, averaging, for the Colorado ANG F-100s, 24 missions a day, delivering ordnance and munitions with a 99.5% reliability rate. From May 1968 to April 1969, the ANG Super Sabres flew more than 38,000 combat hours and more than 24,000 sorties. Between them, at the cost of seven F-100 Air Guard pilots killed (plus one staff officer) and the loss of 14 Super Sabres to enemy action, the squadrons expended over four million rounds of 20mm cannon, 30 million pounds of bombs and over 10 million pounds of napalm against the enemy.

Picture - A USAF F-100F of the 352d TFS at Phu Cat Air Base, South Vietnam, 1971.

The Hun was also deployed as a two-seat F-100F model which saw service as a "Fast FAC" or Misty FAC (forward air controller) in North Vietnam and Laos, spotting targets for other fighter-bomber aircraft, performing road reconnaissance, and conducting SAR (Search and Rescue) missions as part of the top-secret project Commando Sabre, based out of Phu Cat and Tuy Hoa Air Bases. It was also the first Wild Weasel SEAD (air defense suppression) aircraft whose specially-trained crews were tasked with locating and destroying enemy air defenses. Four F-100F Wild Weasel Is were fitted with an APR-25 vector radar homing and warning (RHAW) receivers, IR-133 panoramic receivers with greater detection range, and KA-60 panoramic cameras. The APR-25 could detect early-warning radars and, more importantly, emissions from SA-2 Guideline tracking and guidance systems. These aircraft deployed to Korat Royal Thai Air Force Base, Thailand in November 1965, and began flying combat missions with the 388th Tactical Fighter Wing in December. They were joined by three more aircraft in February 1966. All Wild Weasel F-100Fs were eventually modified to fire the AGM-45 Shrike anti-radiation missile.

By war's end, 242 F-100 Super Sabres had been lost in Vietnam, as the F-100 was progressively replaced by the F-4 Phantom II and the F-105 Thunderchief. The Hun had logged 360,283 combat sorties during the war and its wartime operations came to end on 31 July 1971.

Algerian war

French Air Force Super Sabres flew combat missions, with strikes flown from bases within France against targets in Algeria.

Cyprus crisis

Turkish Air Force F-100 units were used during the invasion to Cyprus in 1974. Together with F-104G Starfighters, they provided close air support to Turkish ground troops and bombed targets around Nicosia.

Notable achievements

Source: Knaack

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

Costs

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

Variants

Picture - Prototype YF-100A (Serial number: 52-5754)

YF-100A
Prototype, Model NA-180 two built, s/n 52-5754 and 5755.
YQF-100
9 test unmanned drone version: 2 D-models, 1 YQF-100F F-model,, and six other test versions.
F-100A
Single-seat day fighter; 203 built, Model NA-192.
RF-100A (Slick Chick)
Six F-100A aircraft modified for photo reconnaissance in 1954. Unarmed, with camera installations in lower fuselage bay. Used for overflights of Soviet Bloc countries in Europe and the Far-East. Retired from USAF service in 1958, the surviving four aircraft were transferred to the Republic of China Air Force and retired in 1960.
F-100B
See North American F-107
F-100BI
Proposed interceptor version of F-100B, did not advance beyond mock-up.
F-100C
Seventy Model NA-214 and 381 Model NA-217. Additional fuel tanks in the wings, fighter-bomber capability, probe-and-drogue refueling capability, uprated J57-P-21 engine on late production aircraft. First flight: March 1954; 476 built.
TF-100C
One F-100C converted into a two-seat training aircraft.
F-100D
Single-seat fighter-bomber, more advanced avionics, larger wing and tail fin, landing flaps. First flight: 24 January 1956; 1,274 built.
F-100F
Two-seat training version, armament decreased from four to two cannon. First flight: 7 March 1957; 339 built.
DF-100F
This designation was given to one F-100F that was used as drone director.
NF-100F
Three F-100Fs used for test purposes, the prefix N indicates that modifications prevented return to regular operational service.
TF-100F
Specific Danish designation given to 14 F-100Fs exported to Denmark in 1974, in order to distinguish these from the 10 F-100Fs delivered 1959-1961.
QF-100
Another 209 D and F models were ordered and converted to unmanned radio-controlled FSAT (Full Scale Aerial Target) drone and drone directors for testing and destruction by modern air-to-air missiles used by current Air Force fighter jets.
F-100J
Unbuilt all-weather export version for Japan.
F-100L
Unbuilt variant with a J57-P-55 engine.
F-100N
Unbuilt version with simplified avionics.
F-100S
Proposed French-built F-100F with Rolls-Royce Spey turbofan engine.

Picture - F-100As different tail fins, 1955.

Operators

Republic of China (Taiwan)

Republic of China Air Force

It was the only allied air force to operate the F-100A model. The first F-100 was delivered in October 1958. It was followed by 15 F-100As in 1959, and by 65 more F-100As in 1960. In 1961, four unarmed RF-100As were delivered. Additionally, 38 ex-ANG F-100As were delivered later, to bring total strength to 118 F-100As and four RF-100As. F-100As were retrofitted with the F-100D vertical tail with its AN/APS-54 tail-warning radar and equipped to launch Sidewinder air-to-air missiles. Several were lost in intelligence missions over the People's Republic of China.

Picture - Retired Danish F-100F Super Sabre

Denmark

Royal Danish Air Force

It operated total 72 aircraft. 48 F-100Ds and 24 Fs were delivered to Denmark from 1959 to 1974. The last Danish F-100s were retired from service in 1982. The F-100s were replaced by Saab F-35 Drakens and Lockheed Martin F-16s. Some Danish F-100s were transferred to Turkey (21 F-100Ds and two F-100Fs).

France

French Air Force

Picture - F-100D-50-NH

The Armee de l'Air was the first Allied air force to receive the F-100 Super Sabre. The first aircraft arrived in France on 1 May 1958. A total of 100 aircraft (85 F-100Ds and 15 F-100Fs) were supplied to France, and assigned to the NATO 4th Allied Tactical Air Force. They were stationed at German French bases. French F-100s were used on combat missions flying from bases in France against targets in Algeria. In 1967 France left NATO, and German-based F-100s were transferred to France, using bases recently vacated by the USAF.

Turkey

Turkish Air Force

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

United States

Picture - A QF-100D pilotless drone near Tyndall Air Force Base, Florida (USA), in 1986.

United States Air Force

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

Survivors

Denmark

F-100F GT-927 Denmark Flying Museum, Billund

Djibouti

2 x F-100 seen in May 2010 in Balbala wrecking yard, Djibouti.[3].

France

F-100D 52736 is on display at the Museum of Air and Space (Musée de l'Air et de L'Espace), Paris / Le Bourget,

Germany

French Air Force F-100D 42185 is displayed at the Schwx¤bisches Bauern Technical Museum, Eschach-Seifertshofen
French Air Force F-100D 42136 is displayed at the Schwx¤bisches Bauern Technical Museum, Eschach-Seifertshofen
F-100F 56-3944 of the USAF is on display at The Virtual Museum, Flugausstellung Leo Junior, Hermeskeil

Netherlands

F-100D 54-2265 to French AF. Returned to USAF, repainted in USAF markings and in 1976 to gate guardian at RAF Wetherfield, England. Removed Jan 20, 1988 and reported at the time to be destined for AMARC, to be held in storage on behalf of USAFM. A/c is now on display at Militaire Luchtvaartmuseum, Kamp van Zeist, Soesterberg, Netherlands, marked as 54-1871.

Taiwan

F-100A on display at the National Taiwan University campus, Taipei.

Turkey

Picture - F-100C "3-089" at Istanbul Aviation Museum, Turkey

F-100F 56-3788/"8-788" on display at the Istanbul Aviation Museum, Istanbul.
F-100C 54-2009/"3-089" on display at the Istanbul Aviation Museum.
F-100D "E-245" on display at the Istanbul Aviation Museum.
F-100D on display at the Eskisehir Aviation Museum, Eskisehir.
F-100C 54-1766 (c/n 217-27) on display at the Turkish Air Force Aviation Museum, Etimesgut, Ankara.
F-100C 54-2013 (c/n 217-274) on display at Konya Air Force Base, Konya.
F-100D 55-2763 (c/n 224-30) on display at Diyarbakir Air Force Base, Diyarbakir.

United Kingdom

F-100D 54-2174 Midland Air Museum, Coventry
F-100D 54-2613 Dumfries and Galloway Aviation Museum, Dumfries
F-100D 54-2165 Imperial War Museum, Duxford
F-100D 54-2223 Newark Air Museum, Newark
F-100D 54-2196 Norfolk and Suffolk Aviation Museum, Bungay
F-100F 63938 formerly of the French Air Force was on display at the Lashenden Air Warfare Museum, Ashford, England, an aircraft accident at the museum damaged 938 and the remains will be shipped to National Museum of the United States Air Force, Wright-Patterson AFB, Dayton, Ohio, USA.

United States

YF-100A 52-5755 is on display at the Keesler AFB Air Park, Keesler AFB, Mississippi
F-100A 52-5761 is on display at the New England Air Museum, Bradley International Airport, Connecticut
F-100A 52-5759 is on display at the USAF History and Traditions Museum, Lackland AFB, Texas
F-100C 53-1709 is displayed as F-100D 55-2789, Castle Air Museum (former Castle AFB), Atwater, California
F-100C 54-1752 is on display at Dyess Linear Air Park, Dyess AFB, Texas
F-100C 54-1823 is on display at the Pima Air & Space Museum (adjacent to Davis-Monthan AFB), Tucson, Arizona in the markings of the 4510th Combat Crew Training Wing, Luke AFB, Arizona, 1968
F-100C 54-1851 is on display at the Museum of Aviation, Robins AFB, Georgia
F-100C 54-1986 is on display at the Air Force Armament Museum, Eglin AFB, Florida - displayed as F-100C 54-1954 as flown by local northwest Florida resident and Medal of Honor recipient, Colonel George Bud Day, USAF Ret
F-100D 55-0884 is on display at Rickenbacker ANGB, Ohio
F-100D 56-3055 is on display at the 162nd Fighter Wing, Tucson ANGB, Tucson International Airport, Tucson, Arizona
F-100D 56-2940 is on display at Cannon AFB, New Mexico
F-100D 56-2992 is on display at the Carolinas Aviation Museum, Charlotte/Douglas International Airport, Charlotte, North Carolina.
F-100D 56-2967 is on display at the Myrtle Beach AFB Warrior Park at the former Myrtle Beach AFB, South Carolina
F-100D 56-3417, High Wire Mod, is on display at Wings Over the Rockies Air and Space Museum (former Lowry AFB), Denver, Colorado
F-100D 56-3436 is on display at Maxwell AFB, Alabama
F-100D 55-3805 is on display at Bradley ANGB, Connecticut
F-100F 56-3837 is on dislay at the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio
F-100D 54-2299 is on display at the Joe Davies Heritage Airpark, Air Force Plant 42, Palmdale, California
F-100D 54-2145 is on display at the Air Power Park near Langley AFB in Hampton, Virginia.
A F-100D or F is displayed at the Selfridge Air Museum at Selfridge ANGB, near Mount Clemens, Michigan; museum reports a two-seat trainer in their collection.
An F-100C is on static display at the Duncan Legion Park in Duncan, Arizona
F-100C-5-NA, 54-1785 is on display at the Prairie Aviation Museum in Bloomington, Illinois.
F-100F, 56-0951 is on display at the Davis-Monthan AFB Heritage Air Park, Davis-Monthan AFB, Arizona
An F-100F is on display in Riverside Park, Independence, Kansas
An F-100D is on display at Dobbins AFB in Marietta, Georgia.

Picture - A CH-54 Tarhe lifting an F-100A to Hill Air Force Base, Utah for static display, 1979

Picture - F-100D delivered to Carolinas Aviation Museum

Specifications (F-100D)

Data from Quest for Performance

General characteristics

Crew: 1
Length: 50 ft (15.2 m)
Wingspan: 38 ft 9 in (11.81 m)
Height: 16 ft 2¾ in (4.95 m)
Wing area: 400 ft² (37 m²)
Empty weight: 21,000 lb (9,500 kg)
Loaded weight: 28,847 lb (13,085 kg)
Max takeoff weight: 34,832 lb (15,800 kg)
Powerplant: 1x— Pratt & Whitney J57-P-21/21A turbojet
Dry thrust: 10,200 lbf (45 kN)
Thrust with afterburner: 16,000 lbf (71 kN)
*Zero-lift drag coefficient: 0.0130
Drag area: 5.0 ft² (0.46 m²)
Aspect ratio: 3.76

Performance

Maximum speed: 750 kn (864 mph, 1,390 km/h)
Range: 1,733 NM (1,995 mi, 3,210 km)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 22,400 ft/min (114 m/s)
Wing loading: 72.1 lb/ft² (352 kg/m²)
Thrust/weight: 0.55
Lift-to-drag ratio: 13.9

Picture - An F-100D of the 308th TFS, being loaded with Mk 117 750 lb bombs at Tuy Hoa, South Vietnam, in early 1966.

Armament

Guns: 4x— 20 mm (0.787 in) Pontiac M39A1 revolver cannon
Missiles:
4x— AIM-9 Sidewinder or
2x— AGM-12 Bullpup or
2x— or 4x— LAU-3/A 2.75" unguided rocket dispenser
Bombs: 7,040 lb (3,190 kg) of weapons, including
Conventional bombs or
Mark 7 nuclear bomb or
Mk 28 nuclear bomb or
Mk 38 nuclear bomb or
Mk 43 nuclear bomb or
Mk 57 nuclear bomb or
Mk 61 nuclear bomb nuclear weapons

Avionics

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

Century Series
Flight airspeed record
Sabre dance
1959 Kadena Air Base F-100 crash

Related development

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

Comparable aircraft

Mikoyan-Gurevich MiG-19
Dassault Super Mystx¨re
Dassault x‰tendard IV
F-8 Crusader

Bibliography

Anderton, David A. North American F-100 Super Sabre. London: Osprey Publishing Limited, 1987. ISBN 0-85045-622-2.
Davies, Peter E. North American F-100 Super Sabre. Ramsbury, Wiltshire, UK: Crowood Press, 2003. ISBN 1-861265-778.
Drendel, Lou. Century Series in Color (Fighting Colors). Carrollton, Texas: Squadron/Signal Publications, 1980. ISBN 0-89747-097-4.
Green, William. The World's Fighting Planes. London: Macdonald, 1964.
Gunston, Bill. Fighters of the Fifties. Osceola, Wisconsin: Specialty Press Publishers & Wholesalers, Inc., 1981. ISBN 0-933424-32-9.
Hobson, Chris. Vietnam Air Losses: United States Air Force, Navy and Marine Corps Fixed-Wing Aircraft Losses in Southeast Asia, 1961-1973. North Branch, Minnesota: Specialty Press, 2002. ISBN 1-85780-1156.
Pace, Steve. X-Fighters: USAF Experimental and Prototype Fighters, XP-59 to YF-23. Osceola, Wisconsin: Motorbooks International, 1991. ISBN 0-87938-540-5.
Thompson, Kevin F. "North American NA-180;NA-262 YF-100A/F-100A/C/D/F Super Sabre." North American: Aircraft 1934-1999 - Volume 2. Santa Ana, CA: Johnathan Thompson, Greens, Inc., 1999. ISBN 0-913322-06-7.
Thompson, Warren E. "Centuries Series: F-100 Super Sabre." Combat Aircraft, Volume 9, Issue 3, June-July 2008, London: Ian Allan Publishing.
Gordon, Doug. “Through the Curtain�. Flypast December 2009 issue. Key Publishing. Stamford. ISSN 0262-6950

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Source: WikiPedia