A contract for two prototypes of a new type VTOL aircraft was placed with the Lockheed company’s Georgia factory by the U.S. Army in June 1961. This followed more than two years of privately financed development of the jet ejector augmentation principle by Lockheed, including wind tunnel and test rig work.
The Army contract was for the Lockheed Model 330 Humming Bird, a research vehicle which was to be capable of development for use in the battlefield surveillance and Army support role.
Basis of the Lockheed concept is to augment the thrust of a jet engine by ducting its exhaust through a large diameter tube so that a large volume of cold air is drawn through it by friction and vacuum effect. This can augment the basic thrust of the engine by as much as 40 per cent.
In the VZ 10 which was re designated XV4A in July 1962 two 3,000 lb.s.t. Pratt & Whitney JT12A 3s are located each side of the fuselage above the wing root. For vertical operations, their exhaust jet is turned through 180 degrees and ejected downwards through a series of nozzles into a duct or mixing area in the centre fuselage. Doors covering this duct, top and bottom, are opened. To convert from vertical to horizontal flight, the VZ 10 is first tilted slightly nose down to obtain a small thrust component from the jet exhaust from the fuselage duct. As speed builds up the wings begin to contribute lift and the thrust of one engine is then deflected from vertical to horizontal. This increases the speed still more and the second engine can then be deflected, too, and the duct doors are closed.
The first VZ 10 (62 4503) made its first flight at Marietta on July 7th, 1962, taking off conventionally. Hovering trials began in 1963. On 20 November 1963 the first successful flight involving transitions from vertical to horizontal flight, and vice versa, was completed.
The second VZ 10 was tested in the 40 ft by 80 ft low speed tunnel at Ames Research Center before joining the flight test programme.
By then, redesignated XV-4A, the two prototypes were handed over to the US Army. In late 1966 Lockheed modified one of the XV-4As to a new XV-4B configuration, the major change being replacement of the XV-4A’s two 1361kg thrust engines by four each of 1368kg thrust. Testing began in August 1968, but when the aircraft was destroyed in an accident in early 1969 further development was abandoned.
In principle, both the Navy and Marine Corps were to have replaced the Skyhawk with the winner of the VAL contest, designed to requirements issued in May 1963. Vought won this competition with the A 7 Corsair II, early in 1964, the resulting A 7A making its first flight on 27 September 1965. Powered by a single Pratt & Whitney TF30 P 6 turbofan of 11,350 lb (5 147 kg), the A 7A had an empty weight of 14,857 lb (6738 kg), a total of eight weapon pylons, and a design catapult gross weight of 32,500 lb (14 740 kg). The Corsair II was clearly going to cost far more and require more maintenance effort than the smaller, simpler Skyhawk. In addition, it may well have been that the A 7 provided capabilities that were far in excess of those demanded by the Marines for the short range close support mission. The two services therefore went their separate ways, the Navy adopting the Corsair II, while the Marine Corps funded a further stage of Skyhawk development. Produced to a US Navy specification in the 1960s for a carrier-based light attack aircraft, the Vought A-7 Corsair II was based on the earlier F-8 Crusader interceptor and first flew on 27 September 1965. The designers made the structure simpler, and by rejecting supersonic performance made it possible to use a smaller and more efficient turbofan engine and carry a much heavier load of fuel and weapons. Comprehensive electronics were added for flying and attacking surface targets at night or in bad weather. Required to operate with a larger load of conventional ordnance than the standard naval fighter-bomber of the day the Douglas A-4 Skyhawk, it enjoyed a rapid development period, and by December 1967 was in operational service over Vietnam. It can operate from rough airstrips and carry bomb loads up to 6,800kg (15,000 lb). With 12 bombs hung under the wings it can fly at 1040 km/h (646mph. The first Corsair II version, the A 7A, entered service with the US Navy in 1966. Subsequent versions, most of them with an Allison/Rolls Royce TF41 engine, have introduced further combat capabilities, including blind precision attack on surface targets and a rapid fire six barrel gun.
Three naval Corsair variants were produced before the USAF commissioned a new mode, designated A-7D. This was all extensively improved variant with a far more capable nav/attack system, as part of a completely revised avionics fit, and a licence-built Rolls-Royce Spey turbofan providing more power than the Pratt & Whitney TF30 installed in earlier aircraft. Such were the changes that the A-7D had only 25 per cent commonality with the original A-7A, Production of the A-7D totalled 459 between 1968 and 1976, the survivors operated with Air National Guard (ANG) units, some aircraft having seen service in Vietnam during 1972, flying from Thailand. Deliveries of a combat-capable trainer, the A-7K, involved 32 aircraft (31 new and a converted A-7D which acted as prototype) between 1980 and 1983, one being issued to each ANG squadron and the rest to a training group.
A-7E
Vought flew the first example of the A 7H Corsair II, a land based version of the A 7E of which 60 had been ordered for service with the Royal Hellenic air force, on 6 May 1975.
A-7H Corsair
Land-based export versions comprised six (five new) TA-7H trainers for Greece; and 44 A-7P plus six TA-7P aircraft for Portugal, The latter variants are TF30-engined A-7As rebuilt with more capable A-7E avionics.
A 7A Corsair II Engine: Pratt & Whitney TF30 P 6 turbofan, 11,350 lb (5 147 kg), Empty weight: 14,857 lb (6738 kg) Hardpoints: 8 Catapult gross weight: 32,500 lb (14 740 kg) Bomb load: 6,800kg (15,000 lb). Max speed ext. load: 1040 km/h / 646mph.
A 7B Corsair II
A-7D Corsair II Engine: one 6804-kg (15,000-lb) thrust Allison TF41-A-2 (Rolls-Royce Spey) turbofan. Wing span 11,80 m (38 ft 9 in) Length 14.06 m (46 ft 11½ in) Height 4.90 m (16 ft ¾ in) Wing area 34,83 sq.m (375 sq ft). Empty weight: 8676 kg (19,127 lb) Maximum take-off 19061 kg (42,000 lb) Maximum speed: 1110 km/h (690 mph) SL Maximum speed: 1040 km/h (646 mph) at 1525 m (5,000 ft) with 12 227-kg (500-lb) bombs Ferry range 3670 km (2,280 miles) on internal fuel Armament: one internal M61A1 20-min rotary cannon (with 1,000 rounds); six under-wing and two fuselage pylons for over 6804 kg (15, 000 lb) of stores, including AIM-9 Sidewinder AAMs on fuselage attachments.
A-7E Corsair II Engine : TF41 (Rolls Royce RB 168-62 Spey), 66747 N / 6804 kp Length : 46.129 ft / 14.06 m Height : 16.010 ft / 4.88 m Wingspan : 38.681 ft / 11.79 m Wing area : 375.018 sqft / 34.84 sq.m Max take off weight : 42005.3 lb / 19050.0 kg Weight empty : 17571.6 lb / 7969.0 kg Max. speed : 607 kts / 1125 km/h Wing load : 112.14 lb/sq.ft / 547.00 kg/sq.m Maximum range : 2411 nm / 4465 km Range : 2411 nm / 4465 km Range (max. weight) : 918 nm / 1700 km Crew : 1 Armament : 1 MK 20mm M61 A1/1000rds, 9072kg ext. 8pts.
In September 1952 the US Navy issued a required for a fighter that could fly faster than the speed of sound and operate from a carrier. The RFP (Request For Proposals) was issued to eight different aircraft manufacturers. A total of 21 proposals were submitted. In May 1953 the US Navy selected the V-383 by Chance-Vought as the winner. Two prototypes were built and designated XF8U-1. Shortly after the US Navy also ordered the V-392 which would become known as the F8U-1P.
The design features a high mounted, variable incidence wing which can pivot upwards to permit lower landing speeds. Originally a dayfighter but later variant were also capable of flying all-weather operations. The Crusader is considered to be a dogfighter, equipped with four 20mm cannons as it primary weapons and two or four short range air-to-air missiles like the AIM-9 Sidewinder as secondaries.
On March 25 in 1955 the first prototype took off from Edwards AFB for its maiden flight. On this first flight the aircraft went supersonic.
The first production Vought F-8A Crusader went to the Navy’s VF-32 squadron in March 1957 and these first went to sea on board USS Saratoga.
On March 25 in 1955 the first of two prototypes (138899 & 138890) took off from Edwards AFB for its maiden flight piloted by John Konrad. On this first flight the aircraft went supersonic.
Vought XF8U-1
First production was F8U-1 (re-designated F-8A in 1962), first flying on 30 September 1955. 593 were built; 138899 & 138900, 140444-140448, 141336-141363, 142408-142415, 143677-143821, 144427-144625, 145318-145545, 145604-145647, and 146822-146905.
The first production Vought F-8A Crusader went to the Navy’s VF-32 squadron in March 1957 and these first went to sea on board USS Saratoga.
Vought F8U-1
F8U-1D, re-designated DF-8A, were control aircraft for Regulus missiles and the DF-8F target drone controller.
Shortly after the production of the F8U-1 started, the first unarmed photo-recon F8U-1P flew on December 17, 1956 and it was the F8U-1P that did low-level photo reconnaissance during the Cuba crisis. 144 of the 1957 F8U-1P / RF-8A were built; 141363, 1446507-144625, 145604-145647, and 146822-146901.
The F8U-1 was followed by an improved variant, the F8U-1E, which had an improved APS-67 radar system (and so a bigger plastic nose-cone), giving it limited all-weather capability. The first F8U-1E – a modified production F8U-1 – flew in early September, 1958
Vought F-8E VF-51 149149
A total of 218 F8U-1s and 130 F8U-1Es (145416-145545) were built before production switched in September of 1958 to the F8U-2
The YF8U-2 prototype flew for the first time on August 20, 1957. It was powered by a new and more powerful engine, a J57-P-16 with afterburner. The new engines also needed additional cooling. The F8U-2 could be fitted with up to four instead of two Sidewinder missiles. However, the four-missile armament was only very rarely carried in combat, since pilots felt that the extra weight and reduction in fuel load was not worth the two extra missiles. The F8U-2N was a limited all-weather interceptor version of the Crusader. The ‘N’ stood for night, because this version was intended to become a true night fighter. It was equipped with the even more powerful J57-P-20 engine and an approach power compensator (APC). The APC made the carrier landings a lot easier and saver. A total of 152 were built between June 1960 to January 1962 and served also with the US Marine Corps. The US Navy F-8D’s were however quickly replaced by the F-8E. The F-8E entered service in September 1961.
The F8U-2, F-8C, -8D, -8E, and -8J featured new fire-control and APQ-94 radar systems, and 10700 lb P&W J57-P-16/-20 engines. First flown on 20 August 1958, 625 were built; 145546-145603, 146906-147077, 147896-147925, 148627-148710, 149134-149227, 150284-150355, 150654-150683, and 150843-150932] included suffixes F8U-2N/F-8D (all-weather with APQ-83 radar) and F8U-2NE/F-8E (with APQ-94 radar); plus 42 as F-8E(FN) for the French Navy (151732-151773). The F-8E was developed further with J57-P-20 as the F-8J, with complications.
Vought F-8C USMC VMF-334 146913
The intent of the F-8J was to improve the F-8E with better radar, tail armament in the form of armor plate protection for the UHT actuators, better cruise and landing flight characteristics with 2-section leading edge droops and BLC, improved approach power compensator with a UHT rate input, improved ECM and wing pylon fuel drop tank capability. There were a few more things, like new wiring, UHF radio, and APR-30 RWR gear. But the plane was rushed to the fleet with only limited carrier-suitability testing.
Squadrons on the Ticonderoga and Bon Homme Richard got to be the carrier-suitability testers for the fleet by default.
The aircraft was woefully overweight by almost 2000lb and underpowered. With BLC on you lost about 800 lb of thrust. Flight control rigging was optimized to achieve the slowest approach speed with apparently little consideration for anything else. The result was a dangerous aircraft around the boat, especially at night. Although approach speeds were down around the 120-kt range at max trap weight, you couldn’t see over the nose, and wave-off capability was pathetic. Squadrons tried various things to deal with the poor wave-off performance.
The Tico played with “trim drag” by altering the c/g of the aircraft through fuel management. They would intentionally leave fuel in the aft cluster for this purpose. The Bonny Dick placed limits on temperatures that we could fly using 90° for day and 85° for night. (They promptly installed a thermometer that could be read in tenths, and at 84.9° at night we would launch.) We also were taught the “pulse technique” wave-off. For this you would rotate the aircraft to almost a stall while simultaneously applying full power. With the sink rate halted, you would then ease off and climb out. Imagine that maneuver at night!
To add to your worries, you could actually fly the airplane below the minimum speed required to operate the RAT (Marquardt emergency Ram-Air Turbine). The thought that you could be on final at night, operating off the RAT, and then lose all electrical power was frightening, to say the least.
Gradually, during the cruise, Navair responded to the problems and sent teams to WestPac to begin incorporating the fixes. To relieve the weight problem, armor plate in the tail was removed and the ALQ-51 was re-installed to replace the newer, but heavier, ALQ-100. Visibility over the nose was improved by changing the flight control rigging and increasing the approach speed to around 128 kts. The RATs were reworked to allow for safe operation at approach speeds. Wave-off capability was improved by incorporating a “War Emergency Thrust” throttle position — a spring was added to the leading edge of the throttle quadrant that would stop the throttle at the MRT position unless you pushed it further against the spring and into the WEP position. We were instructed to get used to using WEP by practicing during fouled-deck waveoffs until the first engine hot section inspection showed that we were destroying the engine’s burner cans. It seems that WEP was just intentionally allowing you to overspeed the engine for additional power, and it played hell on the burner cans.
The ultimate fix came with the improved J57-P-400 series engines about a year later. Eventually, Navair made all the necessary mods, and the -8J served well until its retirement. (Jack Musitano 02/01/00)
On September 18, 1962, the Crusader F8U was redesignated F-8 under the new unified Tri-Service designation scheme.
The F8U-2N first flew on 16 February 1960 and deliveries began to the US Navy commenced later that year.
F8U-2N
The F-8E or F-8FN Crusaders was the French version of this successful dogfighter and remained in service with the French Navy until the end of 1999 to be replaced by the Rafale-M. A total of 1305 Crusaders were built.
F-8E(FN)
The F8U-2NE or later designated F-8E was the final production version of the Crusader for the US Navy. It was an improvement of the F8U-2N with a new and even larger APQ-94 search and fire-control radar that gave it improved all-weather capability. The F8U-2NE differed from previous Crusaders in having a substantial air-to-ground capability. A total of 286 F-8Es were built until the end of the summer of 1964. It was the E model of the Crusader that was responsible for the greatest number of Crusader MiG kills in Vietnam
F8U-3
The F8U-3 first flew in early June 1958. It was distinguishable by two retractable ventral fins which improve stability at supersonic speed.
The F8U-1T (TF-8A) was a two-seat version of the original F8U-1. Although it seemed promising during 1962 it never went into full scale production because of US Navy cutbacks. The TF-8A went to Europe to attract customers, the British were at first interested but choose the F-4 Phantom. The TF-8A was sold to NASA and later regained to train Philippine pilots.
The RF-8G was a refurbished RF-8A with a modern engine, strengthened fuselage and wings, ventral fins, new navigation system and cameras. The first RF-8G re-entered service in October of 1965. Lifetime of these unarmed RF-8G photo recce crusader proved to be much longer than anticipated and in 1977 a second upgrade was done. The RF-8G remained in service with the US Navy till 1986 and thereby was the latest and longest serving Crusader in the US Navy.
Vought RF-8G at NAS Alameda, VFP-63
Starting in 1967 the F-8Ds were converted to the F-8H with a new engine. F-8Es were remanufactured as F-8J. The F-8J was the last Crusader fighter to take part in the Vietnam War. The next step was to upgrade the F-8Bs to F-8K and the F-8Cs to F-8L standards. The F-8M was supposed to be the designation for F-8As with low fly time, but there were not enough F-8A.
Crusaders were flown by the navies of France and the Philippines, the French F 8E (FN)s carrying Matra R530 and Sidewinder missiles. The US Navy operated a few modernized RF 8G Crusaders. Power for the F 8E(FN) is provided by one 18,000 lb thrust Pratt & Whitney J57 P 20 turbojet engine, which gives a maximum speed of nearly Mach 2.
So successful was the Crusader, that a serious effort was made to create a Mach 2 development as the F8U-3 Crusader III. This bore a strong external resemblance to the baseline Crusader, but was virtually a new aeroplane characterized by the revised forward fuselage (with a pointed nosecone and forward-raked ‘sugar scoop inlet) and higher aspect ratio ventral fins that were angled down from the horizontal position for additional stability in supersonic flight. The type first flew on 2 June 1958 but the competing Mcdonnell F4H Phantom II was preferred for production.
Vought XF8U-3 Crusader III 146340
Two F8U-3 Super Crusader, or Crusader III, were built in 1958, 146340 and 146341, powered with 16500 lb P&W J75-P-5A/6 turbojets (29500 lb with afterburners). The maximum speed was never determined, as the canopy would overheat and begin turning opaque at about Mach 2.6. With acceleration still evident at that speed, test pilots felt that Mach 3.0 was attainable.
French service In 1962 the French Navy (Marine Nationale) ordered the F-8 Crusader to serve as a air superiority fighter aboard the new carrier Clemmenceau and Foch. The F-8 needed more upgrading in order to make it suitable and safe for the smaller French carriers. Improvements such as a bigger maximum angle of incidence for the wing to furthur reduce the landing speed were neccessary. A new weapon system was installed to make it capable for the French R.530 Matra missile. The variant was designated F-8E(FN) and entered service in October 1964. The French Crusader saw multiple upgrade (wings, afterburner and the R.550 Magic missile) until it was finally replaced in December 1999. When the carrier Clemmenceau was sent to the Persian Gulf during the Gulf War the Crusader was tasked with carrier protection against small vessels.
Philippine service In late 1977, the Philippines government purchased 35 ex-US Navy F-8Hs that had stored at Davis-Monthan AFB in Arizona. 25 of them were refurbished by Vought and the remaining ten were used for spare parts. As part of the deal the US would train Philippine pilots using the TF-8A. In 1988, after having intercepted a large number of Soviet bombers, all were withdrawn from service.
Awarded Collier trophy in 1957 and made the first carrier-to-carrier transcontinental flight, on 6 June 1967, and the first supersonic transcontinental flight, on 16 July 1957.
In 1971 NASA modified an F-8 as the F-8SCW to test NASA Langley’s SuperCritical Wing designed by (Richard Whitcomb) to minimize drag from shockwaves that subsequetly represented millions of dollars yearly in fuel savings and reduced air pollution as airlines switched to supercritical-wing aircraft.
F8U-1 (F-8A) Engines: 1 x Pratt & Whitney J57-P-4A, 9,700 lb / 14,000 lb w/afterburn Wing span: 35 ft 8 in (10.87 m). Length: 54 ft 3 in (16.54 m). Height: 15 ft 9 in (4.8 m). Wing area: 350 sq.ft Wheel track: 9 ft 8 in Empty weight: 16,500 lb Max TO wt: 34,000 lb (15,420 kg) Max speed: 940 mph SL / 820 mph 36,000 ft ROC: 15,000 fpm Ceiling: 54,000 ft Armament: 4 x 20 mm cannon
F8U-1P (RF-8A)
F8U-1T (TF-8A)
F8U-1E (F-8B)
F8U-2 (F-8C) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-2N (F-8D) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-2NE (F-8E) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-3 Crusader III Engine: P&W J75-P-5A/6, 16500 lb (29500 lb with afterburners) Wingspan: 38’11” Length: 58’9″ Max speed SL: 800 mph (1457 mph at 50,000′) Cruise: 575 mph Stall: 154 mph Range: 645 mi Ceiling: 51,000′
RF-8G
F-8H 1968 F-8D modified to include external wing ordnance, increased strength fuselage, lead-launch computer, other improvements.
F-8J F-8E with larger fuselage, wings, other improvements. Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F-8K F-8C with structural changes to fuselage, wing, landing gear.
F-8L F-8B with structural changes to fuselage, wing, landing gear.
F-8M F-8A with structural changes to fuselage, wing, landing gear.
F-8E(FN) Engine: one 80 kN (19,000 lb st) Pratt & Whitney J57-P-20A afterburning turbojet Length: 16.61m (54 ft 6 in) Height: 4.80m (15 ft 9 in) Wing span: 10.72m (35ft 2 in) Take-off (’empty, equipped’) weight: 8.935 kg (19,700 lb) Max Take-Off Weight: 15.420 kg (34,000 lb) Max level speed: Mach 1.7+ / 1.827+ km/h (1,135+ mph) Service ceiling: 17,680m (58,000 ft) Armament: 4x 20mm Colt Mk 12 cannons / 84 or 144 rds each
The Light Helicopter Turbine Engine Company T800 is a turboshaft engine for rotary wing applications. It is produced by the LHTEC, a joint venture between Rolls-Royce and Honeywell. The commercial and export version is the CTS800. The engine was primarily developed for the United States Army’s RAH-66 Comanche armed reconnaissance helicopter, but has found use in other applications.
A 1960 6-8 passengers business jet and trainer aircraft. Two rear-mounted M-701 turbojets (10,8 kN each). Cruise speed 870 km/h. Designed in two versions: low-wing (appears like typical bizjet) and more unconventional – high-wing.
Development of the Leduc 0.10 continued with the larger Leduc 0.21, then the Leduc 0.22 Mach 2 interceptor which incorporated a SNECMA Atar D3 turbojet within the athodyd to allow the aircraft to take off under its own power and then accelerate it to a speed at which the ramjet would ignite.
This was not achieved with the 0.22, for although flown on turbojet power for the first time on 26 December 1956, and later making more than 30 test flights with the turbine engine, the ramjet was not tested. This resulted from withdrawal of government financial support, because of economic stringencies, and the project was abandoned in 1957.
Development of a aero-thermo-dynamic-duct or athodyd ramjet engine continued with two examples of the larger Leduc 0.21 of improved design (L.021 -01 and –02), the first making its initial flight on 16 May 1953.
These proved to be successful, demonstrating a maximum speed of Mach 0.87 and attaining an altitude of 20,000m. Development then began of the Leduc 0.22 Mach 2 interceptor.
The Leduc 0.21 was larger than the 0.10, and with a ramjet delivering 14,330-1b (6500kg) thrust at a speed of 621 mph (1000 km/h).
All Aero 