F-94 UGG
05-08-2009, 09:20 AM
#5
RE: F-94 UGG
Dave
It was our USAF first all weather interceptor (Scope Dope in the rear seat) A bunch(24) of 2.75 " rockets in the nose. Its service live of 8 / 10 years between the USAF & Air National guard . Has 4 kills in Korea ,Its AF counter part was the Northrop F 89 Scorpion which also flew from Alaska ,Thule as part of the DEW line or NORAD to fight the Red Menace ... The is a rumor that it could go supersonic ..
Semper Fi
Joe
ALSO first USAF bird to use an afterburner engine
It was our USAF first all weather interceptor (Scope Dope in the rear seat) A bunch(24) of 2.75 " rockets in the nose. Its service live of 8 / 10 years between the USAF & Air National guard . Has 4 kills in Korea ,Its AF counter part was the Northrop F 89 Scorpion which also flew from Alaska ,Thule as part of the DEW line or NORAD to fight the Red Menace ... The is a rumor that it could go supersonic ..
Semper Fi
Joe
ALSO first USAF bird to use an afterburner engine
05-08-2009, 01:20 PM
#6
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RE: F-94 UGG
Yes, it is ugly but think about this:
In the 50´s your country found that another country mastered the fabrication of long range bombers armed with atomic weapons.. No internet at that time, google translator or even telephones making things scarier.
Then some guys had a idea of quickly modifying a current jet design to increase its range, add a onboard radar modifying the fuselage nose and adding a new invention (afterburner) to give it a extra edge of speed to intercept those bombers. So there is merit in this strictly funcional development of the P-80 and even coolness, in my opinion!
In the 50´s your country found that another country mastered the fabrication of long range bombers armed with atomic weapons.. No internet at that time, google translator or even telephones making things scarier.
Then some guys had a idea of quickly modifying a current jet design to increase its range, add a onboard radar modifying the fuselage nose and adding a new invention (afterburner) to give it a extra edge of speed to intercept those bombers. So there is merit in this strictly funcional development of the P-80 and even coolness, in my opinion!
05-08-2009, 02:11 PM
#9
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RE: F-94 UGG
I have never seen a model of it,,,,,,,,,, I would love to see the one he built
Thanks, Joe, I knew you would have the answer I was looking for
Thanks, Joe, I knew you would have the answer I was looking for
05-08-2009, 04:50 PM
#11
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RE: F-94 UGG
Beauty is in the eye of the beholder. I flew the F-94C from June 1956 through Dec. 1958. I thought it was a great airplane to fly. The F-94A & B models were a stretched out T-33 frame. The F-94C started out as F-97 and when funding was cut off by Congress, the F-97 was renamed F-94C since there was funding still available. Approx 370 were built.
My two most exciting solos were my first time in a PA-18 and then the F-94C. There were no dual control airplanes so we went to 10 hours of ground school and then solo. I had flown the T-33 and the climb speed after takeoff was 275 knots, for the F-94C you held it on the deck till you hit 475 and then climbed to 40K ft in just over 9 minutes.
At that time all the Air Force Air Defense squadrons were equipped with the F-94C, or F-89 or F-86D except there was one squadron in Indiana that had F-104's.
I have wanted to build a flying model of the F-94C for years but didn't think I could fly it as a ducted fan the size I wanted to build. When turbines engines became available I started my desgin. You can see my methods and progress on my personal web site:
http://www.gates-sid.com
I hope to test fly in June this summer. I still have to make the fuel tanks and install all the wiring and airlines.
The picture is from "Lockheed F-94" by Rene Francillon & Kevin Keaveney. "555" is one of the planes I flew while stationed at Rome,NY in the 27 FIS.
Second picture is current condition of my model build. When it has flown successfully I will cover the white primer with Flight Metal.
My two most exciting solos were my first time in a PA-18 and then the F-94C. There were no dual control airplanes so we went to 10 hours of ground school and then solo. I had flown the T-33 and the climb speed after takeoff was 275 knots, for the F-94C you held it on the deck till you hit 475 and then climbed to 40K ft in just over 9 minutes.
At that time all the Air Force Air Defense squadrons were equipped with the F-94C, or F-89 or F-86D except there was one squadron in Indiana that had F-104's.
I have wanted to build a flying model of the F-94C for years but didn't think I could fly it as a ducted fan the size I wanted to build. When turbines engines became available I started my desgin. You can see my methods and progress on my personal web site:
http://www.gates-sid.com
I hope to test fly in June this summer. I still have to make the fuel tanks and install all the wiring and airlines.
The picture is from "Lockheed F-94" by Rene Francillon & Kevin Keaveney. "555" is one of the planes I flew while stationed at Rome,NY in the 27 FIS.
Second picture is current condition of my model build. When it has flown successfully I will cover the white primer with Flight Metal.
05-08-2009, 05:25 PM
#12
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RE: F-94 UGG
I think the kills in Korea were by a F-94B model. My flight leader in the 27 FIS had flown the "B" in Korea. The "C" was supposed to be capable of super sonic flight in a slight dive. When I was flying them they were restricted from super sonic flight because they had lost some parts when getting near super sonic.
There was no automatic damping for the nose tuck that occurrs when you transistion from sub sonic to super sonic. In order to keep the nose level during the transistion you had to run the elevator boost up to max and the elevator flelt like you were controlling it with a wet noodle. We had one crash where they thought to pilot got in the nose tuck region with out the boost up and they went straight in the swamp east of Valdosta, GA.
All the "C" models I saw or flew carried 48 rockets, 24 in the nose and 12 in each wing pod.
One of our pilots lost an aileron and half the horizontal stab and half the elevator in a mid air and got home safely. We had two others go off the end of the runway on takeoff due to failure of the after burner and only injuries were minor scratches.
There was no automatic damping for the nose tuck that occurrs when you transistion from sub sonic to super sonic. In order to keep the nose level during the transistion you had to run the elevator boost up to max and the elevator flelt like you were controlling it with a wet noodle. We had one crash where they thought to pilot got in the nose tuck region with out the boost up and they went straight in the swamp east of Valdosta, GA.
All the "C" models I saw or flew carried 48 rockets, 24 in the nose and 12 in each wing pod.
One of our pilots lost an aileron and half the horizontal stab and half the elevator in a mid air and got home safely. We had two others go off the end of the runway on takeoff due to failure of the after burner and only injuries were minor scratches.
05-08-2009, 06:43 PM
#15
My Feedback: (2)
RE: F-94 UGG
John,
I still plan on using the Super Sport. My dry weight still looks good for 20lbs. Last fall one of the guys from Chicago flew his Panther at Ft. Collins with a 12lb Funsonic engine. It was 24lbs dry and flew very scale like.
Another interesting fact about the F-94C full scale. It used the same engine as the Mig 15. The British sold the design to the US and to Russia. Our version used an after burner for approx. 8700 lbs thrust and the Mig used water/alcohol injection for approx. 7000lbs of thrust.
I still plan on using the Super Sport. My dry weight still looks good for 20lbs. Last fall one of the guys from Chicago flew his Panther at Ft. Collins with a 12lb Funsonic engine. It was 24lbs dry and flew very scale like.
Another interesting fact about the F-94C full scale. It used the same engine as the Mig 15. The British sold the design to the US and to Russia. Our version used an after burner for approx. 8700 lbs thrust and the Mig used water/alcohol injection for approx. 7000lbs of thrust.
