LTV F-8J Crusader
Drawing on the experience of the Korean War, in 1952 the US Navy issued a requirement for an all-weather fighter. The requirement was stringent: the aircraft would have to be supersonic, and yet still be able to have a landing speed no greater than 100 mph for carrier operations. The Vought aircraft company (formerly Chance-Vought and later Ling-Temco-Vought), smarting from the utter failure of the F6U Pirate and F7U Cutlass, needed something to save the company, and so staked everything on the V-383 design. It was certainly ahead of its time, using area rule for supersonic performance, a dogtoothed wing for stability, an all-moving tail, and titanium to lower weight.
The most important innovation, however, was the variable-incidence wing: when taking off or approaching a carrier, the wing could be angled upwards, allowing the V-383 to retain plenty of lift while keeping the cockpit level—an important consideration coming aboard a carrier. For weapons, the V-383 would use a standard 1950s-era mix of 20mm cannon and an underfuselage tray of rockets. With the AIM-9 Sidewinder missile beginning to enter service, Vought added two fuselage-mounted hardpoints for those as well. Though it faced stiff competition, the V-383 won the contract in 1953 as the XF8U-1 Crusader, which first flew in March 1955. Development was smooth and uneventful, and F8U-1s began reaching the fleet in 1957.
Fighter pilots fell in love with the Crusader for its nimble handling, high speed, and sleek appearance, but they also found it was a handful to fly. Even with the variable wing, it landed hard and fast on carriers, leading to enough accidents that it initially earned the nickname “Ensign Eliminator.” Deploying the variable wing at high speeds would cause the Crusader to go instantly out of control and disintegrate. Because of its length and low-mounted intake, carrier deck crews referred to it as the “Alligator,” and it was difficult to move around, especially on the smaller World War II-era Essex-class carriers it was often assigned to. Though faster and far more manueverable than its contemporaries--the F3H Demon, F4D Skyray, and F11F Tiger—it was also less forgiving. Problems with stability led Vought to add ventral fins in the F8U-3 variant, which also deleted the rocket tray, as it was seldom used. Despite all the problems, its performance was phenomenal: Crusaders were used to set a number of flight records in the early 1960s.
The Crusader would get its combat baptism in the Cuban Missile Crisis, when Key West and Guantanamo Bay-based RF-8As made low-level runs into Cuban airspace to confirm the existence of Soviet nuclear missiles. It would be Vietnam, however, where the F-8 would make its reputation. Though the F-4 Phantom II was supposed to be the last word in fleet air defense design, the eventual replacement of the Crusader, the F-4’s lack of internal cannon and relatively poor dogfight manueverability put it at a disadvantage against less advanced, yet smaller and more nimble North Vietnamese MiG-17 and MiG-21 fighters.
The F-8, on the other hand, was equal to the MiG-21 in all respects and, if it couldn’t turn with the MiG-17, it had better performance in the vertical and could stay with the MiG in long fights. F-8s would claim 19 MiGs during the Vietnam War for the loss of only three in air combat, a kill ratio unmatched by any other American aircraft. Though the majority of kills were actually made with Sidewinders, the fact that the F-8 still had four cannon as a backup gave pilots the confidence to stay in combat and engage in close-range dogfighting, although the cannon had a tendency to jam in high-speed turns. It was no wonder that Crusader pilots proudly proclaimed, “When you’re out of F-8s, you’re out of fighters.” In South Vietnam, Navy and Marine Corps pilots used the F-8 for attack missions, which, despite not really being designed for it, it proved to be superb in the close air support role, dropping bombs or firing rockets, and making gun passes at increasingly close proximity to friendly troops. 170 F-8s would be lost to all causes during Vietnam.
The F-4’s shortcomings and the F-8’s ability kept the Crusader in the fleet, longer than anticipated—the F-8 would become the first aircraft in US Navy history to remain in service over 20 years. Subsequent F-8H and F-8J variants would remain in service until the end of the Vietnam conflict, and in fleet service until 1976, and in Reserve units for a little longer; reconnaissance RF-8Gs were the last American Crusaders in service, not being retired until 1987. Even then, the type persisted in service: though ex-Navy F-8H Crusaders supplied to the Philippine Air Force were grounded about the same time due to a lack of spares, French Aeronavale F-8(FN) Crusaders would remain in service until 2000 after almost forty years of service, including participation in the Bosnian and Kosovo conflicts of the 1990s; these aircraft were replaced by Dassault Rafales, two generations ahead of the venerable F-8. Of 1219 Crusaders built, today 17 are known to survive, none flyable.
Built as a F-8E, BuNo 149212 started off with VMF-235 ("Death Angels") and then VMF-122 ("Flying Leathernecks") at MCAS Beaufort, North Carolina. While with the latter, 149212 may have participated in the Cuban Missile Crisis. In 1967, it deployed to Vietnam with VMF(AW)-232 ("Red Devils") at Da Nang, South Vietnam. It survived its Vietnam service and returned home to be upgraded to a F-8J, and was transferred to the Navy and VF-124 ("Gunfighters"), the Pacific Fleet Replacement Squadron at NAS Miramar, California for F-8s. While training with a F-4B over the Imperial Valley on November 22, 1969, the Phantom collided with the F-8, hitting the latter right in the middle of the aircraft. The impact tore both aircraft apart; the F-4's backseater and the F-8 pilot survived, but the F-4 pilot was killed. Today, pieces of 149212 can still be found at the crash site.
Given that 149212 was not with VF-124 for very long, this photo was almost certainly taken in 1969, and probably not by my dad (who had been assigned to Norfolk, Virginia by this time). As VF-124 was a FRS unit, its markings were not quite as elaborate as some of the frontline units.
In the background is the tail of a B-52--52-0008. Better known as "Balls 8," this was one of the first and most famous B-52s ever built: it was handed over to NASA in 1959 as a launch aircraft for the X-15 and various other lifting body projects. It would not be retired until 2004, by which time it was the last "tall-tail" B-52 in service. Today, 52-0008 can be seen displayed outside of Edwards AFB, California. Its presence in this picture means that this photograph was probably taken at an airshow.
(Disclaimer: I found this picture among other photos in my dad’s slides. I’m not sure who took them; some of them may be his. If any of these pictures are yours or you know who took them, let me know and I will remove them from Flickr, unless I have permission to let them remain. These photos are historical artifacts, in many cases of aircraft long since gone to the scrapyard, so I feel they deserve to be shared to the public at large—to honor the men and women who flew and maintained them.)
LTV F-8J Crusader
Drawing on the experience of the Korean War, in 1952 the US Navy issued a requirement for an all-weather fighter. The requirement was stringent: the aircraft would have to be supersonic, and yet still be able to have a landing speed no greater than 100 mph for carrier operations. The Vought aircraft company (formerly Chance-Vought and later Ling-Temco-Vought), smarting from the utter failure of the F6U Pirate and F7U Cutlass, needed something to save the company, and so staked everything on the V-383 design. It was certainly ahead of its time, using area rule for supersonic performance, a dogtoothed wing for stability, an all-moving tail, and titanium to lower weight.
The most important innovation, however, was the variable-incidence wing: when taking off or approaching a carrier, the wing could be angled upwards, allowing the V-383 to retain plenty of lift while keeping the cockpit level—an important consideration coming aboard a carrier. For weapons, the V-383 would use a standard 1950s-era mix of 20mm cannon and an underfuselage tray of rockets. With the AIM-9 Sidewinder missile beginning to enter service, Vought added two fuselage-mounted hardpoints for those as well. Though it faced stiff competition, the V-383 won the contract in 1953 as the XF8U-1 Crusader, which first flew in March 1955. Development was smooth and uneventful, and F8U-1s began reaching the fleet in 1957.
Fighter pilots fell in love with the Crusader for its nimble handling, high speed, and sleek appearance, but they also found it was a handful to fly. Even with the variable wing, it landed hard and fast on carriers, leading to enough accidents that it initially earned the nickname “Ensign Eliminator.” Deploying the variable wing at high speeds would cause the Crusader to go instantly out of control and disintegrate. Because of its length and low-mounted intake, carrier deck crews referred to it as the “Alligator,” and it was difficult to move around, especially on the smaller World War II-era Essex-class carriers it was often assigned to. Though faster and far more manueverable than its contemporaries--the F3H Demon, F4D Skyray, and F11F Tiger—it was also less forgiving. Problems with stability led Vought to add ventral fins in the F8U-3 variant, which also deleted the rocket tray, as it was seldom used. Despite all the problems, its performance was phenomenal: Crusaders were used to set a number of flight records in the early 1960s.
The Crusader would get its combat baptism in the Cuban Missile Crisis, when Key West and Guantanamo Bay-based RF-8As made low-level runs into Cuban airspace to confirm the existence of Soviet nuclear missiles. It would be Vietnam, however, where the F-8 would make its reputation. Though the F-4 Phantom II was supposed to be the last word in fleet air defense design, the eventual replacement of the Crusader, the F-4’s lack of internal cannon and relatively poor dogfight manueverability put it at a disadvantage against less advanced, yet smaller and more nimble North Vietnamese MiG-17 and MiG-21 fighters.
The F-8, on the other hand, was equal to the MiG-21 in all respects and, if it couldn’t turn with the MiG-17, it had better performance in the vertical and could stay with the MiG in long fights. F-8s would claim 19 MiGs during the Vietnam War for the loss of only three in air combat, a kill ratio unmatched by any other American aircraft. Though the majority of kills were actually made with Sidewinders, the fact that the F-8 still had four cannon as a backup gave pilots the confidence to stay in combat and engage in close-range dogfighting, although the cannon had a tendency to jam in high-speed turns. It was no wonder that Crusader pilots proudly proclaimed, “When you’re out of F-8s, you’re out of fighters.” In South Vietnam, Navy and Marine Corps pilots used the F-8 for attack missions, which, despite not really being designed for it, it proved to be superb in the close air support role, dropping bombs or firing rockets, and making gun passes at increasingly close proximity to friendly troops. 170 F-8s would be lost to all causes during Vietnam.
The F-4’s shortcomings and the F-8’s ability kept the Crusader in the fleet, longer than anticipated—the F-8 would become the first aircraft in US Navy history to remain in service over 20 years. Subsequent F-8H and F-8J variants would remain in service until the end of the Vietnam conflict, and in fleet service until 1976, and in Reserve units for a little longer; reconnaissance RF-8Gs were the last American Crusaders in service, not being retired until 1987. Even then, the type persisted in service: though ex-Navy F-8H Crusaders supplied to the Philippine Air Force were grounded about the same time due to a lack of spares, French Aeronavale F-8(FN) Crusaders would remain in service until 2000 after almost forty years of service, including participation in the Bosnian and Kosovo conflicts of the 1990s; these aircraft were replaced by Dassault Rafales, two generations ahead of the venerable F-8. Of 1219 Crusaders built, today 17 are known to survive, none flyable.
Built as a F-8E, BuNo 149212 started off with VMF-235 ("Death Angels") and then VMF-122 ("Flying Leathernecks") at MCAS Beaufort, North Carolina. While with the latter, 149212 may have participated in the Cuban Missile Crisis. In 1967, it deployed to Vietnam with VMF(AW)-232 ("Red Devils") at Da Nang, South Vietnam. It survived its Vietnam service and returned home to be upgraded to a F-8J, and was transferred to the Navy and VF-124 ("Gunfighters"), the Pacific Fleet Replacement Squadron at NAS Miramar, California for F-8s. While training with a F-4B over the Imperial Valley on November 22, 1969, the Phantom collided with the F-8, hitting the latter right in the middle of the aircraft. The impact tore both aircraft apart; the F-4's backseater and the F-8 pilot survived, but the F-4 pilot was killed. Today, pieces of 149212 can still be found at the crash site.
Given that 149212 was not with VF-124 for very long, this photo was almost certainly taken in 1969, and probably not by my dad (who had been assigned to Norfolk, Virginia by this time). As VF-124 was a FRS unit, its markings were not quite as elaborate as some of the frontline units.
In the background is the tail of a B-52--52-0008. Better known as "Balls 8," this was one of the first and most famous B-52s ever built: it was handed over to NASA in 1959 as a launch aircraft for the X-15 and various other lifting body projects. It would not be retired until 2004, by which time it was the last "tall-tail" B-52 in service. Today, 52-0008 can be seen displayed outside of Edwards AFB, California. Its presence in this picture means that this photograph was probably taken at an airshow.
(Disclaimer: I found this picture among other photos in my dad’s slides. I’m not sure who took them; some of them may be his. If any of these pictures are yours or you know who took them, let me know and I will remove them from Flickr, unless I have permission to let them remain. These photos are historical artifacts, in many cases of aircraft long since gone to the scrapyard, so I feel they deserve to be shared to the public at large—to honor the men and women who flew and maintained them.)