| F-89 Scorpion | |
|---|---|
 | |
| General information | |
| Type | Interceptor |
| Manufacturer | Northrop Corporation |
| Primary user | United States Air Force |
| Number built | 1,050 and 2prototypes |
| History | |
| Introduction date | September 1950 |
| First flight | 16 August 1948 |
| Retired | 1969 |
TheNorthrop F-89 Scorpion is anall-weather, twin-enginedinterceptor aircraft designed and produced by the American aircraft manufacturerNorthrop Corporation. It was the firstjet-powered aircraft designed as an interceptor to enter service,[1] the first combat aircraft armed with air-to-airnuclear weapons, and among the first U.S.fighters to carryguided missiles. The nameScorpion came from the aircraft's elevated tail unit and high-mountedhorizontal stabilizer, which kept it clear of the engine exhaust.[2]
The Scorpion was designed by Northrop to a specification issued by theUnited States Army Air Forces (USAAF) during August 1945. Internally designated theN-24, it was originally designed with a relatively slim fuselage, buriedAllison J35turbojet engines, and aswept-wing configuration. The design was changed to a relatively thin straight wing that improved low-speed performance at the cost of top speed. In March 1946, the USAAF selected the N-24 for development, approving an initial contract for two aircraft, designatedXP-89, on 13 June 1946.
On 16 August 1948, the prototype performed itsmaiden flight fromMuroc Army Air Field. The XP-89 was found to be faster and more promising than the rivalCurtiss-Wright XP-87 Blackhawk, which was consequently canceled. Various alterations and improvements were made after a fatal accident on 22 February 1950; officials had already specified the adoption of more powerfulafterburner-equippedAllison J33-A-21turbojet engines,AN/APG-33 radar, and theHughes E-1fire-control system. In September 1950, the Scorpion entered service with theUnited States Air Force (USAF), its sole operator.
Only 18 F-89As were completed; the variant was superseded in June 1951 by the F-89B configuration, which had better avionics and other improvements. It was soon followed by the F-89C, which had engine upgrades. In 1954, the definitive F-89D was introduced, which had a newHughes E-6 fire control system with AN/APG-40 radar and an AN/APA-84 computer in place of the cannon armament, being instead armed with 2.75-inch (70 mm) "Mighty Mouse"FFARrocket pods. The final variant to enter service was the F-89J, which was typically armed with the unguidedAIR-2 Genie nuclear air-to-air rocket. They served with theAir Defense Command—later, theAerospace Defense Command (ADC)—through 1959, and with theAir National Guard, into the late 1960s. The last Scorpions were withdrawn from use in 1969.
The origins of the Scorpion can be traced back to aUnited States Army Air Forces (USAAF) Air Technical Service Command specification ("Military Characteristics for All-Weather Fighting Aircraft") for anight fighter to replace theNorthrop P-61 Black Widow. The preliminary specification, issued to aircraft manufacturers on 28 August 1945, required two engines and an armament of six guns, either 0.60-inch (15 mm) machine guns or 20 mm (0.79 in)autocannons. The revised specification was issued on 23 November; it did not specify jet propulsion, but the desired maximum speed of 530 miles per hour (460 kn; 850 km/h) was challenging to meet via alternative means. The aircraft was to be armed with aerial rockets stored internally and six guns split between two flexible mounts, four guns forward and two in the rear. Each mount had to be capable of 15° of movement from the aircraft's longitudinal axis; each mount's guns were to be automatically controlled by radar. For ground attack, it had to be capable of carrying 1,000-pound (454 kg) bombs and to be able to carry a minimum of eight rockets externally.[3] Further requirements included the ability to ascend to 35,000 feet within 12 minutes and a mission radius of 600 nautical miles.[4]
Proposals were submitted by six aircraft companies:Bell Aircraft,Consolidated-Vultee,Douglas Aircraft,Goodyear,Northrop andCurtiss-Wright.[4] The majority of these submissions were powered by jet engines. During March 1946, the USAAF selected theCurtiss-Wright XP-87 Blackhawk, adapted from its proposedXA-43attack aircraft and the Northrop N-24, one of four designs submitted by the company.[5][4]
The N-24, designed byJack Northrop, was a slim-bodied, swept-wing aircraft with a two-person, pressurizedcockpit andconventional landing gear.[6] To reducedrag, the twoAllison J35turbojet engines were buried in the lowerfuselage, directly behind their air intakes, and they exhausted underneath the rear fuselage. Thehorizontal stabilizer was mounted just above the junction of the vertical stabilizer with the fuselage and had somedihedral.[7]
On 13 June 1946, an initial $4 million contract for two aircraft, designatedXP-89, along with a full-scale mock-up, was approved.[8] However, the mock-up construction had commenced immediately after the USAAF announced that the N-24 had been selected. It was inspected on 25 September, at which point the USAAF expressed some reservations. The inspectors believed that the radar operator needed to be moved forward, closer to the pilot, with both crewmen under a singlecanopy, themagnesium alloy components of the wing replaced byaluminum alloy, and the fuel tankage directly above the engines moved. Other changes were made in response to the results fromwind tunnel and other aerodynamic tests conducted.[8] The swept wings proved less satisfactory at low speeds, and a thin straight wing was selected, instead. Delivery of the first prototype was scheduled for November 1947, 14 months after the inspection.[9] The requested alterations to the design were formalized in a series of change orders issued to Northrop.[8] Another mockup presentation took place in December 1946.[8]
Further changes included the position of the horizontal stabilizer also proved to be unsatisfactory, as it was affected by the engine exhaust, and it would be "blanked-out" by airflow from the wing at highangles of attack. It was moved halfway up the tail, but its position flush with the leading edge of the vertical stabilizer proved to cause extra drag through turbulence and reduced the effectiveness of theelevators andrudder. Moving the horizontal stabilizer forward solved the problem.[10] Another major change occurred when USAAF revised its specification to delete the rear gun installation on 8 October. Another mock-up inspection was held on 17 December, and the inspectors suggested only minor changes, though the fuselage fuel tanks were still above the engines. Northrop's efforts to protect the fuel tanks were considered sufficient, as the only alternative was redesigning the entire aircraft.[11]
The XP-89 had a thin, straight, mid-mounted wing and a crew of two seated intandem. The slim rear fuselage and the high-mounted horizontal stabilizer led to Northrop employees calling it the Scorpion—a name later formally adopted by the Air Force.[6] The intended armament of four 20-mmM24 cannon in a small nose turret was not ready when the XP-89 was completed in 1948.[12] Pending the availability of either turret under development, an interim six-gun fixed installation, with 200 rounds per gun, was designed for the underside of the nose. The thin wing had anaspect ratio of 5.88, athickness-to-chord ratio of 9% and used aNACA 0009-64 section, which was selected for its low drag at high speed and stability at low speeds. A further advantage of the straight wing was that it could accommodate heavy weights at the wingtips.[13] The wing could not fit the circular-type (rotating)spoilerons used in the P-61, so Northrop used the "decelerons" designed for the unsuccessfulXP-79prototype. These were clamshell-style splitailerons, which could be used as conventional ailerons, asdive brakes, or function asflaps as needed.[14] All flying surfaces, the flaps, and the landing gear were hydraulically powered. The thin wing dictated tall, thin, high-pressure (200 psi (1,379 kPa; 14 kgf/cm2)) mainwheel tires, while the low height of the fuselage required the use of dual wheels for the nose gear.[15]
On 21 May 1947, the terms of the initial contract were revised and formalized, at which point the price was increased to $5,571,111.[8] The delivery date of the first aircraft was scheduled for 14 months (July 1948) from signing and the second two months after that. During June 1948, an engineering acceptance inspection found that numerous discrepancies were present in the first prototype, specifically related to stability and structural integrity; remedial changes were incorporated on the second prototype.[8] On 16 August 1948, the first prototype performed itsmaiden flight atMuroc Army Air Field; this milestone was reached nine months later than originally scheduled. One month prior to this first flight, the USAF changed itsdesignation for fighter aircraft from "P" to "F".[16][8] The XF-89, which was fitted with 4,000 lbf (18 kN)Allison J35-A-9 turbojets, quickly proved to be fundamentally underpowered. Initial flights were performed with conventional ailerons as the decelerons were not installed until December.[15][17]
Several months earlier, the Air Force conducted a competitive evaluation of the three existing all-weather interceptor prototypes, theXF-87, the XF-89, and theUS Navy'sXF3D.[8] The evaluators were qualified night-fighter pilots, radar operators, and experienced maintenancenon-commissioned officers. The pilots were not impressed with any of the aircraft and recommended procurement of an interim aircraft that resulted in the development of theLockheed F-94 Starfire from the training version of theLockheed F-80 Shooting Star. The F-89 was the fastest of the three contenders,[18] although it was in last place in cockpit arrangement and ease of maintenance.[12] One pilot claimed that the XF-89 was the only real fighter and compared the XF-87 to a mediumbomber and the XF3D to atrainer.[18] The full Committee on Evaluation overruled those evaluators, preferring the Northrop design, as it had the greatest potential for development. The Air Force subsequently canceled the production contract for the F-87 to free up money for the Scorpion.[15][19]
During May 1949, the Air Force issued a cost-plus-fixed-fee contract, valued at roughly $48 million, which covered the modifications to the second prototype as well as the supply of the first 48 production standard aircraft, spare parts, tooling, ground-handling equipment, and a single static test frame.[17][20] Two months later, the Air Force officially accepted the first prototype, roughly one year behind schedule.[17] By November 1949, the second aircraft was virtually complete. Around this point, Air Force officials were concerned about the aircraft's poor thrust-to-weight ratio and ordered the implementation of a weight-reduction program, as well as upgrade the engines to the more powerfulAllison J33-A-21 fitted with anafterburner. Other major changes included the replacement of the nose gun turret by theHughes-designed six-gun nose,AN/ARG-33 radar, andHughes E-1fire-control system, permanentwingtip fuel tanks, and the ability to lower the complete engine for better maintenance access. The new nose added 3 feet (0.91 m) to the length of the aircraft. It was redesignated YF-89A to reflect its role as a pre-production testbed to evaluate equipment and changes planned for the F-89A production aircraft. The aircraft was complete by February 1950.[21]
After repairs from acrash landing on 27 June 1949, the XF-89 was flown toMarch AFB to participate in theRKO movieJet Pilot in February 1950. Shortly afterward, the aircraft crashed on 22 February, killing the observer, whenflutter developed in theelevator, and the subsequent vibrations caused the entire tail to break off.[17] Construction of the production models was suspended until the reasons for the accident were discovered. Engineering andwind tunnel tests revealed that the geometry of the rear fuselage and the engine exhaust created flutter-inducing turbulence aggravated by the exhaust's high-frequency acoustic energy. Fixes for the problem involved the addition of a "jet wake fairing" at the bottom rear of the fuselage between the engines, external ("ice tong") mass balances for the elevator, pending the design of internal mass balances,[22] and the addition of exhaust deflectors to the fuselage to reduce the turbulence and the consequent flutter.[23] These modifications were initially applied to the second prototype to validate their effectiveness.[24]
On 28 September 1950, the first F-89A was accepted by the Air Force for evaluation purposes; a further two aircraft were accepted by the end of the year.[25] Two months later, the Air Force decided to give its endorsement to the programme, albeit with stringent conditions being applied. These included the remaining flight test programme being accelerated, special tests being performed upon early production aircraft to prove the flutter issue had been resolved, and a deadline of January 1951 was set for the final resolution of this issue.[25] As a result of increased unit costs, in part due to modifications, the number of production aircraft on order was reduced somewhat.[26] Production aircraft were equipped with the AN/APG-33 radar and an armament of six 20-millimeterT-31 cannon with 200 rounds per gun. The swiveling nose turret was abandoned, and 300-US-gallon (250 imp gal; 1,100 L) fuel tanks were permanently fitted to the wingtips. Underwing racks could carry 16 5-inch (130 mm) aerial rockets or up to 3,200 lb (1,451 kg) of bombs.[27]
Only 18 F-89As were completed, all of which being delivered within FY1951; they were mainly used for tests and trials, seeing little operational use.[28] They were soon upgraded to F-89B standard, being outfitted with new avionics.[27] During June 1951, the Scorpion entered service with the84th Fighter-Interceptor Squadron.[28] However, the F-89B experienced considerable problems with both the engines and other systems, resulting in its withdrawal from frontline duties during 1954.[29] The improved F-89C had started to be introduced in September 1951, although the Air Force opted to halt allocations four months later due to issues. Despite repeated engine changes and other modifications, problems had persisted, compounded by the discovery of structural problems with the wings that led to the grounding of the F-89 and forced a refit of 194 -A, -B, and -C models.[30] On 22 September 1952, all Scorpions, save for those involved in flight testing, were grounded until the following year.[31] The F-89C left active service with the Air Force in 1954, it was operated by theAir National Guard as late as 1960.[32]
The definitive production model was the F-89D. While it performed its first flight on 23 October 1951, quantity production was disrupted by the issues encountered on early models, resulting in major structural modifications, after which full production was resumed during 1953.[33] Approximately 170 F-89Ds, the majority of which having been built prior to the resumption of production, were retrofitted to bring them up to the same standard as later-built aircraft. On 7 January 1953, the F-89D was introduced to service.[34] It removed the cannon in favor of a newHughes E-6 fire control system with AN/APG-40 radar and an AN/APA-84 computer. Armament was two pods of fifty-two 2.75-inch (70 mm) "Mighty Mouse"FFAR rockets.[35][36] A total of 682 F-89Ds were built.[37] In August 1956, a pair of F-89D interceptors were scrambled fromOxnard Air Force Base to shoot down a runawayF6F-5K drone leading to the so-calledBattle of Palmdale, in which they fired all their rockets but failed to damage the Hellcat drone.[38]
Proposed re-engined F-89s, designated F-89E and F-89F, were not built, nor was a proposed F-89G that would have used Hughes MA-1 fire control andGAR-1/GAR-2 Falconair-to-air missiles like theConvair F-106 Delta Dart.[39]
The subsequent F-89H, which entered service in 1956, had an E-9 fire control system like that of the early F-102 and massive new wingtip pods, each holding three Falcons (usually threesemi-active radar homing GAR-1s and threeinfrared GAR-2s) and 21 FFARs, for a total of six missiles and 42 rockets.[40] Problems with the fire-control system delayed the -H's entry into service, by which time its performance was notably inferior to newersupersonic interceptors, so it was phased out of USAF service by 1959.[41]
The final variant was the F-89J, which was based on the F-89D, but replaced the standard wingtip missile pod/tanks with 600-US-gallon (500 imp gal; 2,300 L) fuel tanks and fitted a pylon under each wing for a singleMB-1 Genie nuclear rocket (sometimes supplemented by up to four conventional Falcon air-to-air missiles).[41] The F-89J became the only aircraft to fire a live Genie as theJohn Shot ofOperation Plumbbob on 19 July 1957.[42] There were no new-build F-89Js, but 350 -Ds were modified to this standard. They served with theAir Defense Command, later renamed theAerospace Defense Command (ADC), through 1959 and with ADC-gained units of theAir National Guard through 1969. This version of the aircraft was extensively used within theSemi Automatic Ground Environment (SAGE) air-defense system.[43][44]
A total of 1,050 Scorpions of all variants were produced.
Data fromScorpion with a Nuclear Sting[71]
General characteristics
Performance
Armament
Avionics
Aircraft of comparable role, configuration, and era
Related lists
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