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1956 prototype fighter aircraft From Wikipedia, the free encyclopedia
The North American F-107 is North American Aviation's entry in a United States Air Force tactical fighter-bomber design competition of the 1950s, based on the F-100 Super Sabre. It incorporated many innovations and radical design features, notably the over-fuselage air intakes. The competition was eventually won by the Republic F-105 Thunderchief, and two of the three F-107 prototypes ended their lives as test aircraft. One is on display at the National Museum of the United States Air Force and a second at Pima Air and Space Museum.
| F-107 | |
|---|---|
| |
| General information | |
| Type | Fighter-bomber |
| National origin | United States |
| Manufacturer | North American Aviation |
| Status | Canceled |
| Primary users | United States Air Force |
| Number built | 3 |
| History | |
| First flight | 10 September 1956 |
| Retired | 25 November 1957 |
| Developed from | North American F-100 Super Sabre |
In June 1953, North American initiated an in-house study of advanced F-100 designs, leading to proposed interceptor (NAA 211: F-100BI denoting "interceptor") and fighter-bomber (NAA 212: F-100B) variants.[1] Concentrating on the F-100B, the preliminary engineering and design work focused on a tactical fighter-bomber configuration, featuring a recessed weapons bay under the fuselage and provision for six hardpoints underneath the wings. Single-point refueling capability was provided while a retractable tailskid was installed.[2] An all-moving vertical fin and an automated flight control system were incorporated which permitted the aircraft to roll at supersonic speeds using spoilers.[3] The flight control system was upgraded by the addition of pitch and yaw dampers.[2]
The aircraft's most distinguishing feature is its dorsal-mounted variable-area inlet duct (VAID). While the VAID was at the time a system unique to the F-107A, it is now considered to be an early form of variable geometry intake ramp which automatically controlled the amount of air fed to the jet engine.[4] Although the preliminary design of the air intake was originally located in a chin position under the fuselage like the Vought F-8 Crusader, the air intake was eventually mounted in an unconventional position directly above and just behind the cockpit.[5] The VAID system proved to be very efficient and NAA used the design concept on their A-5 Vigilante, XB-70 Valkyrie and XF-108 Rapier designs.[6]
The air intake was in the unusual dorsal location as the Air Force had required the carriage of an underbelly semi-conformal nuclear weapon. The intake also severely limited rear visibility. Nonetheless, this was not considered very important for a tactical fighter-bomber aircraft at that time, and furthermore it was assumed that air combat would be via guided missile exchanges outside visual range.[7]
In an emergency, the ejection seat was designed to blast directly through the non-jettisoning canopy and bring the pilot swiftly clear of the air intakes. In non-emergency operation, the canopy opened by sliding vertically upwards via guide mechanism, rather than the typical arrangement of a hinged or horizontally sliding canopy.[8]
A two-seat version of the F-107 was proposed by North American, which seated both crewmembers under a single canopy in an extended forward fuselage, but none were built.[9]
In August 1954, a contract was signed for three prototypes along with a pre-production order for six additional airframes.[5]
Extensive design changes resulted in its redesignation from F-100B to F-107A before the first prototype flew. The F-107 was never given an official name, but was sometimes informally called the "Super Super Sabre"[10] referring to North American's earlier fighter design, the F-100 Super Sabre.[11] The designation "F-107A" was the only one assigned to the aircraft,[11][12] though "YF-107A" is often used in publications.[2][13] The aircraft is also informally called the "Ultra Sabre".[14]
The first F-107A (serial number 55-5118) with North American's chief test pilot Bob Baker at the controls, made its initial flight on 10 September 1956, attaining Mach 1.03.[15] After the successful test flight, the brakechute did not deploy, which resulted in a "hot" landing with the nose gear strut breaking.[15] The aircraft first achieved Mach 2 in tests on 3 November 1956.
It was joined by the second F-107A (55-5119), which made its first flight on 28 November 1956. It was used for weapons testing with both conventional and atomic bombs.[16] The last prototype, (55-5120) had its maiden flight on 10 December 1956. At the conclusion of the F-107A's successful test program, the Tactical Air Command decided to hold a fly-off competition between the F-107A and the Republic F-105 which was designed to same mission requirements and used the same engine. Although the competition was close, the F-105 was selected as the new standard TAC tactical fighter. The three F-107A prototypes were relegated to test flying and the pre-production order was cancelled.[17]
In late 1957, prototypes #1 (55-5118) and #3 (55-5120) were leased to the National Advisory Committee for Aeronautics (NACA) for high-speed flight research. Aircraft #1 is now in the collection of the Pima Air & Space Museum. In September 1959, with Scott Crossfield at the controls, aircraft #3 was damaged during an aborted takeoff. The aircraft was not repaired and, ultimately, used for fire fighting training and was destroyed in the early 1960s.[18] (55-5120 was also noted to be stored in poor condition in the Tallmantz collection at Orange County Airport California in September 1970.)[citation needed]
Prototype #2 (55-5119) was not used by NACA and flown on 25 November 1957 to the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio.[19]
Data from Simone and Pace.[21][22]
General characteristics
Performance
Armament
Related development
Aircraft of comparable role, configuration, and era
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