I flew the F-89D with the 57th FIS in Keflavik, Iceland from Jun57-Jun58. Good stable aircraft, especially in weather which is what it was designed for. Anyone out there that was stationed there at that time??? Dependable and forgiving aircraft but not very maneuverable above 40-42,000. Love to hear from any 57-58 pilot /RO.
I flew the F-89A, B, C, and D. It was a forgiving aircraft with deceleron speed control unmatched. The pilot could visually check main gear down. It was stable in gunnery passes. And it survived Arctic climates. Joe Powers and I flew a pair of 89As to Chicago O'hare where they were transported to schools or parks for display. I flew tail number 92436, back seat was no seat but full of instrumentation. The plane had 27 pages of unfulfilled write ups in the form one Flew with the 74th FIS at Presque Isle and Thule Greenland.
As a kid in the late 1950's, I would see two ship formations of F-89s over the -....-.. marker at Hanscom. I would always stop what I was doing, firmly press index fingers into my ears and stare in awe at the sight. I ended up flying heavies for 36 years (C-141, C-5, KC-10); but the early jets in the skys over West Concord got me started for sure. Never can forget! Jim Moran
I flew the F-89D and J at James Connally AFB, training RIOs. I did not want to fly it as it had 2 engines, and 2 seats but I learned to really like it. The SSA could give you a surprise on takeoff so we turned it off until airborne. I had an opportunity to go to Tyndall AFB and fire a Genie. I became an IP and did not like the back seat on checkout flights, so I started to chase. The snap-up maneuver from 35,000' was exciting.
In 1964 a buddy and i went out to the 116th fintron at Geiger field Wa to see if we wanted to join the guard. We were both prior active duty so they were very interested in signing us up. The unit was flying F89Js at the time and when asked by the maintenance officer (Capt. Poireras i recall) what it would take to get us to sign, I replied "give me a ride in one of those". He said sign up and come see him. I signed the papers that day, but wasn't able to get my ride right away, and before I did, we lost a bird, lost one of the officers on board, and lost my ride! Ah for the chance to live that time over! I did go on to finish a 22 year career in the guard, and would gladly do it all over again.
I was stationed at Harmon AFB in Newfoundland in 1953 with the 61st fighter interceptor squadron flying the F94B. Towards the end of 1953 our unit transitioned to the F89B. During my AF career I was current in 10 different aircraft but the scorpin was the most fun to fly.
I flew as an RO in the 58th FIS in 1957-58 at Otis AFB. The F89 was a great airplane and reliable. Great platform for rocket launching. I have fond memories of this plane.
I was stationed at Otis AFB, from Oct 56 thru March 1957 with the Mobile Training Sqdn as Hydraulic instructor.The unit at Otis just received F-89H models. Would like to hear from anyone stationed there.
I was a radar tech at Goose AFB Nov 54 to Nov 55. Was on the rocket team that went to Thule and on to Yuma to finish in 3dr place. Lt Luther and Lt Ewald were the flight crew on my assigned F89D. Ray Ball, Arnold Knack, and Tansey were also part of the ground crew. I have only been able to get back in contact with Ray Ball, he lives on Long Island, NY. I live in Manton, CA.
I was stationed at Wurtsmith AFB, originally Oscoda AFS 1954-57 first as an airborne radio tech on the F86D and F89D then as a Falcon missile tech on the F89 . We began as the 63rd FIS, then became the 445th when the 63rd was xfrd to Goose Bay. I recall Capt. Chrisburg belly-landing a F89 when one landing gear wouldn't come down. I can stil see him bouncing that "rock" on the runway trying to get the gear to release and come down before bellying it in. And Lt JP Sheeley burying one off the runway when the after burner wouldn't function ... and many other adventures with the 86 and 89 at a great air base.
It is in original condition and I thinking about it. I would like to have a mechanic familiar with one to check it out to see if it is worth messing with. Probably a money pit (just in fuel alone)but a unique one!
I flew the H and J at Portland, OR. Total 2300 hours total. Started with the H in 1958 and then flew six years in the J. I've been to 50,000 feet with one a couple of times. The weapon on the J gave it some performance as an interceptor. All we had to do was get in front. We could deal with targets up to around 60. Nice old airplane to learn to fly with. Went on to the 102 (500hrs) and the 101B (400 hrs). Nicest airplane to fly was the 102, but not much of a weapon. (I always figured that we gave it to the Greeks and Turks, so nobody would get hurt.) The 101B was still a good weapon when it was retired.
I flew both the back and front seat, on the D (104 folding-fin rockets), the & the J (Nucleaur armed MB-1) models in the Wisconsin ANG, Madison, WI, from 1960 - 1966. The pilot check-out, took a "courageous instructor" (generally the Squadron Commander), because there were no flight controls in the back seat! That great big tail, could hold a lot of stuff, - including B-4 bags and skies. The "simulated attacks" by B-58's left the F-89J stalled out in the "snap-up" maneuver - the computer became "saturated" and could not cope with super-sonic closures.
My father ( Rudy Gehrmann) was flying F-89s for the WANG. During that time. I was able to meet many of his fellow squadron pilots. Some are still around and still get together monthly. Ron Skinvik, Bud Jensen to name a few.
I flew in the F-89 D model as an R /O in the 460th Fighter Squadron in Portland Oregon in 1957 and 1958. Our base commander at that time was Colonel Pitts, and I was in Red Flight, commanded by Capt Smith. Don Martin, Wayne Shipley,werefellow R /O's The F-89 D model carried 102 air to air missles in wing pods at the end of each wing. It was a stable aircraft with good reliability and could operate nicely in the worst weather. The radar supposedly had a 35 mile range, but most of the birds couldn't see that far The F-89 always brought me home safe and sound. If anyone out there was in the 460th flying the F-89 out of Portland in 1957 and 1958, send me an e-mail, I'd like to hear from you.
Brig Gen Paul Wagoner, Ret, e-mail, 21.07.2008 20:52
Flew the C,D,H & J. Total F-89 flying time: 1,000 hours and 20 minutes. (My one flight in the C was ferrying from Kenross AFB to Madison, Wisconson.) All at Wurtsmith AFB, Michigan 1956-1959 and Ladd AFB, Fairbanks, Alaska from 1959-1960. After that I flew the F-101B Voodoo, the F-4C,D,& E, the F-106,& the F15 Eagle. Loved them all.
I was at Griffiss from 4-56 til 7-59. I spent many hours in the hell hole on d h and j models. I was an a /c mechanic on a periodical inspection dock. Great plane with a lot of fire power My grandson is an avionic tech. and he is getting a ride in an f-16 this pm at nellis.
FLEW AS A R.O IN THE 465TH FIS AT GRIFFISS AIR FORCE BASE FROM FEBRUARY 56 TO OCTOBER 58. HAD OVER 1,000 HOURS IN THE BCK SEAT. FLEW IN F-89D,H, AND J. PRIOR TO GOING TO PILOT TRAINING IN OCTOBER 58. VERY STEADY IN WEATHER. COULD SLOW DOWN IMMEDIATELY WITH THE DECELERONS USED AS SPEED BREAKS ENGINES SO CLOSE TO THE GROUND IT WAS A GREAT VACUUM CLEANER. HAD TO USE BOTH INTERNAL AND EXTERNAL ENGINES SCREENS TO KEEP THE F.O.D. OUT OF THE ENGINES.
Checked out in F89D at Goose in May '55. Flew untilJune '56 and the 89J as we transitioned from F94C to F89J at Bunker Hill AFB, IN in July '57. 89 was a steady firing platform and steady in all weather especially when viz and ceiling went to nothing and we had to get down on the Goose. It was terribly underpowered (7,000 lbs thrust per engine and weighing 46,000 lbs.) It wallowed once you got much above 35,000. A reliable ship and easy to fly! Sure could slow down with the massive decclerons (split ailerons)!
My father ( Rudy Gehrmann) was flying F-89s for the WANG. During that time. I was able to meet many of his fellow squadron pilots. Some are still around and still get together monthly. Ron Skinvik, Bud Jensen to name a few.
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