Third member of Lockheed's F-80 family, the F-94 Starfire was evolved to satisfy a requirement for a two-seat all-weather radar-equipped fighter. It was evolved from the two-seat T-33 trainer and originally used many of the main components and the production facilities of its predecessor. The prototypes were converted T-33, each with a new 26.69kN Allison J33-A-33 turbojet, radar equipment installed in the fuselage nose and suitably equipped accommodation for the radar operator in the rear cockpit. Armament of four 12.7mm guns was retained in the forward fuselage.
Deliveries of production F-94A began in June 1950. These incorporated the wings, landing gear and centre fuselage of the T-33, with a new nose and rear fuselage (former to house the radar and the latter for the afterburner installation). All hydraulic, electric and control systems were similar to those of the F-80C. The F-94A were followed in 1951 by F-94B which differed in having square wingtips with centrally mounted Fletcher tip-tanks of larger capacity and improved shape, raised to the wing centre-line, and a revised hydraulic system. Final version was the F-94C with a thinner wing, longer nose, swept horizontal tail surfaces, larger vertical surfaces, a more powerful engine, and the radome centred in the fuselage nose and surrounded by a ring of 24 air-to-air rockets housed in firing tubes, faired by a retractable shield. Two pods (one mounted on each wing) could together accommodate 24 more rockets. A total of 544kg of electronic equipment included automatic locating, tracking and firing instruments, Westinghouse autopilot, Sperry Zero-Reader, ILS, etc. A total of 854 production Starfires were built. The USAF's first turbojet-powered all-weather interceptor, the type served primarily with Air Defense Command for national defence.
The 339th Fighter Interceptor Squadron flew the F-94B during the Korean War in the early 1950's. The squadron evolved from the 339th Fighter Squadron which was activated during the War and flew the famous mission that shot down Admiral Yamamoto in 1943. There is an Association formed to honor that squadron and has a reunion each year. Anyone interested can contact Robert Murphy at 386-364-1454.
Graduated 52-4, james connolly afb tyndal afb for advanced training then assg 94th fis sqd elmendorf afb, anchorage, ak. returned to class 55c along with former ro's dick Barber and dick savage. dick went to 86d's and savage and I went to 86's at nellis. both had pregnant wives so savage went to japan and died of leukemia. lost track of dick and and wife Bev. I was assigned to the 25th srs at larson afb moses lake wa. flying rf84f's SAC. anyone around from that era please contact me.
My father was Henry( Hank ) Geiss Jr. He was a navigator in the F-94 and Flew out of Dover DE, Valdosta GA, and San Antonio TX before he was assigned to SAC. His last station was in Frances E. Warren AFB in 1962. was wondering if any one knew him and might have some pictures of him on the flight line. Thanks
Re: Norman Bills, nlbills=aol.com, 22.06.2012 above - I am Lt. Wessinger's daughter and we have numerous photographs of the crash site. The ejection seat saved his life. Glad you remember!
While stationed at Hamilton AFB, in Calif., in the 50's, one of my planes was sent to Castle AFB to pick up a strut. When the pilot 1st Lt Evans was taking off for the return flight he was struck by another plane. I am wondering where I can find more information about this incident? I was supposed to go with Lt Evans but a young man in our outfit asked to go in my place, it was allowed, I am curious as to this boys name as he took my place? Neither this boy or Lt Evans survived. I was in the 84th FIS, S /Sgt and crew chief.
I was an RO (Waco Class 53-7). After assignment to Moody AFB,I was assigned to 48th FIS(Langley) for a short time while the 46th FIS at Dover was being reactivated, Spent the rest of my AF time flying the F94C and meeting some wonderful people (still in contact with Schwab)there.
I was assigned to the 96FIS,New Castle AFB in Jan 1953.as a Armt Sys Tech. working on the F94C. My entire time (until June 1956) in the USAF was spent at New Castle except for training sessions and TDY Rocket Team Comp. at Moody AFB and Yuma AFB.I was there when Lt. Wessinger had to ditch his ride. We spent lot of time searching that swamp for the downed craft, but never found it as far as I know.So many wonderful memories.
My first assignment was to Moody to check out in the F-94C. I flew with the 97th FIS, New Castle Air Base, Del and the 94th FIS Dover AFB. A reliable fun Aicraft to fly. It would go Mach 1 in a Steep dive in afterburner starting at 40,000ft.
My father was Capt. Henry H. Geiss Jr. He was a navigator (second seat) in the F-94. Was wondering if any one might remember him. Have a squadron mug of his with his nick name Hank and Hellcats on the side. Looking for info on this group. Tahnks M.E. Geiss
I graduated in 52A and went to Mooody, Tyndal and then to the 68th sqdn. at Itazuke flying the F-94B. We lost four birds that disapeared from radar -- never a sucessful ejection. I have researched later and have never found one succeful ejection from a F-94B. If anyone knows of one from a B model, please let me know.
I was a crew chief on a F-94B and then two F-94C's, SN 50-1010 and 51-3585 in the SD Air Guard. I was given a picure at Christmas showing all the type jets the unit had flown. I am looking for a picture of SN 1010 leading a flight of 4 sometime back in the 50's. The story centered on an Afro-American pilot who was the first to command a fighter squadron. I would like to find that magazine Thought it was Life or Look, but not sure. I did find a small single pic of in flight somewhere on Google. magazineAppreciate any help in finding the magazine.
I'm not sure if it was an F-89 or an F-94, (I was only 8 or 9 at the time), but the father of a childhood friend of mine was in the USAF and flew the plane. A bird or something hit and broke the windscreen and blinded him. Another plane (wingman?) talked him down to a successful landing. My friend's last name was Durkee. I have read a short story about the event in a Reader's Digest article from the late 1950's. I have tried to find the article since, but have had no luck. That's it!
94C only bird I flew that you couldn't break in the air. Only if you flew into ground. Lots of stories about "C", 89D,H & J at Hamilton AFB, CA. 53-60. Developed the head on attack in the 89J. Remember, keep the pointy end forward.
My father (Donald R. Cohn) was stationed at Otis AFB in the early fifties. I understand he flew with Chappy James. My dad was killed in 1959 on a mission from Holliman AFB to Utah when he had a flame out and upon ejection his chute only partially opened. I was wondering if anyone remembers him and if so I would like to know more. I was only 7 when he was killed and thanks to the internet have ben able to get bits and pieces of information. Thank you for serving your country. Respectfully, yours Steve Cohn
Trained at James Connally AFB class 52-4, Tyndall AFB then assigned to 84th FIS Sqd at Hamilton AFB. Flew in the back seat of F-89B and C models, F-94B and C models. The F-94 was a reliable aircraft.
I graduated in pilot training class 53A. After graduation, I went to instrument school at Moody AFB, GA, then to Tyndall to fly the F-94C. From there I was assigned to McGuire AFB to fly the F-86D but since it was grounded at that time, I was transfered to Dover to continue flying the F-94C. I fell in love with that Aircraft and was quite impressed with its capabilities-quite an all weather "Bird". Sitting alert at Dover flying out over the Atlantic to intercept civilian airliners that were off course or times comming in to the New York ADIZ. That aircraft would go gettum. Then of course the great cross countries countries. I only had one break down and that was for brakes partly my fault for not using the drag chute to stop the bird-(didn't want to repack the chute). Seems a waste when they all went to Davis Monthan,the aircraft grave yard. Met a lot of good buddies at Dover.
