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.
After Moody AFB F-94C school in 1954 I was assigned to the 96FIS at New Castle AFB, Wilmington,DE, then the F-89D in the 69FIS at Goose AFB Newfoundland.Returned to New Castle in the 97FIS in 1959. We had a F-94C rigged with two external fuel tanks. I often flew this bird to depots to pickup spare parts and tie them down in the back RO seat. This F-94C really had long legs, but was tricky, with the spare tanks. Maintained F-94C currency but moved to McGuire at the New York Air Defense Sector during 1957-1961, and then to the 26thAD at Syracuse in 1961.
AS A ROTC STUDENT AT INDIANA UNIVERSITY, IN 1952,I ATTENDED ROTC SUMMER CAMP AT SELFRIDGE AFB, MICHIGAN. MY DOLLAR RIDE WAS IN A F-94 C AND IT WAS ALSO MY FIRST JET FIGHTER FLIGHT. I RETIRED FROM THE AIR FORCE IN 1976 AND WAS FORTUNATE TO HAVE FLOWN OVER 6,000 HOURS OF FIGHTER AND TRAINER TIME DURING MY CAREER. MANY OF MY FELLOW PILOTS DURING THIS TIME DID NOT REMEMBER EVER SEEING THE F-94.
In my May post I said I am building a flying model of the F-94C. You can see my progress at my personnal web site: www.gates-sid.com. The model is powered by a miniature turbine engine putting out 18lbs static trust. The model will weigh about 25lbs at takeoff, a little better power to weight than we had in the full scale.
I'm still arround and hear from Bob Schawb & Bob Kimbal occasionally. I didn't realize Bob Benson was involved with this web page. Bob, we both were at Waco in Class 53-7, if you read this send me a note.
My father, Capt. William C. Sharp, was stationed at Eglin AFB in 1952-53 with the 3200nd Air Support Command. He was killed when his F94C had a flame out and crashed on landing on June 21, 1953. Cause of accident was found to be incorrect installation of fuel pump. More than fifty years later, his three children still remember...and we would love to hear from pilots from his era.
I flew back seat in the F94C in 53-55 48th FIS, Langley AFB, Va. WE raffled a Cadillac and built the Alert Hangers with the proceeds. Great aircraft and great Squadron. Many good memories.
I went through F-94C training at Valdosta,GA June,July,Aug,Sept of 1956. My permanent assignment was with the 27th FIS Rome, NY. I have been working on a flying model of the F-94C for the past 4 years. It should test fly in the next 2 months. You can view my build progress at this web site: www.gates-sid.com
My dad, Henry Charles "Nick" Nicolay, was at Moody in 1956, then moved on to Dover AFB , was killed flying the F94C over Lake Huron, March 57. If anybody knew him, especially flying with him, would love to hear from you. Please send me an e-mail. Any info no matter how small, would be helpful.
I trained in the F-94 at Tyndall AFB in May-June 1952. I flew it for over two years with the 68th Fighter Iterceptor Squadron at Itazuke. The 68th later converted to the F-86D -- but eight crews maintained all the alerts in the F-94 while the squadron transitioned. Good bird!
Went thru RO training James Connally in Waco in 1952 Class 53-7. Went to Tyndall for training in the 94C. Assigned to 46th FIS at Dover from there went to Pilot training at graham air base Marianna Fl, class 55G then to Greenville Miss. Then was assigned to 332nd FIS 94C squadron at New Castle--1955. Would love to here from anyone still around that might remember me from any of the above.
After completing Moody AFB training I was assinged to the 48th FIS at Langley where we stood alert on the east coast. The F-94C served us well. We frequently would fly a 16-ship formation training flight with only 25 assigned aircraft. The unit was awarded the Presidential unit citation for flying safety.
Trained at Moody in F94C June-Sept 54, assigned to F94C in 332nd FIS, New Castle Delaware until May 55, F89D in 59th FIS May 55-June 56 at Goose and back to F94C at Bunker Hill AFB (now Grissom), IN June 56 to Sept 57. Loved the 94C, fund to fly, great (for its time period) performance (0-42,000 ft in 7 minutes and an airframe you could go thru mach 1 (going downhill). Ailerons like a barn door would allow faast rolls and fun! Terrible fire control system but the best we had for the '50s.
As an RO I trained in the F 94 C at Moody AFB in 1953 then reported to the 59 Fighte interceptor Sq. at Goose AB Labrador in 1954. The 59th was the first to operate in high artic. Many stories are told of the squadron during the following years. The unit is now reactivated as a test squadron at Nellis. We have a great association of past members who get together and tell war stories. Freicuden Du
I was assigned to the 46th FIS at Dover AFB from '54 to '56. It was a safe AC, especially when we were scrambled out over the Atlantic to check on various commercial AC entering the ADIZ at the wrong time /location. There still are a few of us left & occasionally get together.
