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| The Republic F-105 Thunderchief, or company model AP-63, was conceived in 1951 as a nuclear strike aircraft with an internal bomb bay, but won renown for hauling bombs externally in a conventional war. Alexander Kartveli's design team originally intended a straight fuselage for the craft but, after seeing NACA data assembled by Richard Whitcomb, was won over by the wasp-waist or 'area rule' configuration which enhanced transonic flight performance. At first intended for the Allison J71 engine and powered in prototype form by the Pratt & Whitney J57, the F-105 attained its successes with the 7802kg thrust Pratt & Whitney J75-P-19W turbojet which provided 11113kg thrust with afterburning. Its mid-mounted wing, swept 60 degrees, the F-105 stood high on its tricycle gear and was a big, brutish machine, yet it conveyed an image of sleekness and grace slicing through the air. Development of the aircraft was by no means without its difficulties, and things had only begun when two J57-powered YF-105As commenced flying 22 October 1955, soon followed by 15 aircraft designated JF-105B and F-105B for test programmes.
Production F-105Bs, long delayed by development problems, began to roll from Republic's Farmingdale line during 1958 and the USAF accepted its first machine on 27 May 1958. The 335th Tactical Fighter Squadron, temporarily moved to Eglin AFB, Florida, began to work up in the new aircraft only to find that, given its complexity and production slippages, it would not become operational until 1960. Meanwhile, a two-seat strike variant, the F-105C, had reached the mock-up stage but was not built. Though technical problems persisted and critics were calling the 'Thud' a maintenance nightmare, Republic proceeded with the F-105D variant which afforded true, all-weather capability by introducing General Electric FC-5 fully integrated automatic flight fire-control system. The F-105D's fuselage was lengthened by 0.381m. Some 610 were manufactured, and first flight took place at Farmingdale 9 June 1959. The F-105D model soon equipped all three squadrons of the 4th Tactical Fighter Wing at Seymour Johnson AFB, North Carolina. United States Air Forces in Europe (USAFE) were the first overseas recipient of the F-105D, the 36th TFW at Bitburg AB, West Germany re-equipping from 12 May 1961 and the 49th TFW at Spangdahlem soon following. In the early 1960s, with a war growing in Asia,
F-105Ds joined the 18th TFW at Kadena AFB, Okinawa.
The F-105D was by now a proven ordnance-carrier. With multiple ejector racks (MER), it could carry an impressive load of external fuel, ECM gear, and eight 340kg bombs on long-range missions. The F-105D could also operate with the Martin AGM-12 Bullpup air-to-surface missile, which was to prove remarkably ineffective against 'hard' targets in Vietnam and would be observed bouncing off the Thanh Hoa Bridge. In addition, the F-105D model could carry 70mm rocket pods, napalm canisters and the AIM-9 infra-red (IR) air-to-air missiles, while its integral M61A1 Gatling-type 20-mm cannon proved invaluable in the dual roles of air-to-air combat and air-to-ground strafing. A late-model variant of the F-105D was the F-105D T-Stick II fitted with additional avionics which bestowed all-weather bombing capability, housed in a prominent dorsal fairing extending along the spine of the fuselage to the tail.
The F-105E was another two-seat variant that was not developed. A two-seat Thunderchief was inevitable, however, and in May 1962 Republic proceeded with the F-105F. This model, which made its first flight 11 June 1963, was some 900kg heavier as well as slightly longer than earlier Thunderchiefs in order to accommodate the second crewman in tandem; 143 F-105Fs were delivered and 61 were later reconfigured for the electronic warfare or 'Wild Weasel' role in Vietnam, at first under their original designation and later as the F-105G.
The F-105D, F-105F and F-105G all fought in North Vietnamese skies, the F-104D model fighter-bomber so extensively that over half of the 610 built eventually fell to Hanoi's air defences. After withdrawal from South East Asia in 1969-70, the Thunderchief soldiered on in Reserve and Air National Guard units, eventually flying its final sortie in 1984. At one time no fewer than 14 USAF and 11 ANG squadrons operated the type, which was built to the extent of 833 examples. Perhaps because of its complexity, no F-105 was ever exported.
| MODEL | F-105D |
| CREW | 1 |
| ENGINE | 1 x Pratt & Whitney J75-P-19W, 76.5kN |
| WEIGHTS |
| Take-off weight | 23967 kg | 52838 lb |
| Empty weight | 12474 kg | 27501 lb |
| DIMENSIONS |
| Wingspan | 10.59 m | 35 ft 9 in |
| Length | 19.61 m | 64 ft 4 in |
| Height | 5.97 m | 20 ft 7 in |
| Wing area | 35.77 m2 | 385.02 sq ft |
| PERFORMANCE |
| Ceiling | 12560 m | 41200 ft |
| Range w/max.fuel | 3846 km | 2390 miles |
| ARMAMENT | 1 x 20mm cannon, 6350kg of weapons |
| leo rudnicki, e-mail, 06.05.2009 17:08 It was that great philosopher /statesman, Sonny Bono who once said " And the beat goes on." reply | | jim drown, e-mail, 06.05.2009 03:06 baby sat this monster on alet pads from incerlick turkey to kadana then into a war that pitted us aganst the foe and our leaders in washington results, lost friends broken spirits and a deep distrust of leadership reply | | Paul Soucy, AF Msgt Retired, e-mail, 08.02.2009 21:06 As a jet engine guy and after 22 years in the AF and 20 years as a tech rep on many diferent aircraft & engines I can truthfully say the 'Thud' was the best. I think I was the only guy to remove an engine by myself. And in the middle of the night at Bitburg. Stayed with the Thud through Bitburg, McConnell AFB,and the 388th in Korat. There are initial plans underway for a reunion for all that were assigned in the 36th TFW, Bitburg AB, Gemany. Email me for more info. reply | | Vincent J. DeMaggio, e-mail, 22.11.2008 04:13 I crewed an F-105D 62-430 at Takhli, Aug 1967-Aug 1968, 333 TFS. Went to DM in 2004 (after a tour in Iraq with the Texas Guard) and was upset to see 61-159 wearing 354th TFS colors! 61-159 was in 333 TFS in 67-68. I know, I had to go to Vietnam, Chu Lai, to fix it when the ATM went out. Great airplane, a real triple threat, shoot you, bomb you and fall on you! Former Thud CC. What I wouldn't give to launch a Thud, just once more!
Vincent J. DeMaggio
COL (R) AR TXARNG reply |
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| | Dave Seaver, e-mail, 11.11.2008 02:54 My father was Don Seaver, flew F-80s in Korea then became an F-105 test pilot for Repuiblic assigned to Eglin. He was killed in a mid-air collision in May 2nd 1963 while flying out of Farmingdale. The other pilot killed was Jack Bade a WWII ace. I have a very poor copy of the accident report. The report lists AF numbers but since the planes had not been transferred to the AF there is no airforce acident report, only a Republic report. Would appreciate any leads on getting another report, or source that can take my very bad copy and reproduce it. Thanks Dave Seaver reply | | Chuck Cavrak, e-mail, 10.11.2008 04:05 I was with the 8 A&E Squadron at Itazuke Air Base from 1962 thru 1954. We received the 105's in 63. I was a Fire Control Technician at the time. I also worked on the F-100's before the 105's arrived. The Thuds arrived later than they were expected because of a strike at Republic, the manufacturer. reply | | Jim Null, MSgt, USAF (Ret.), e-mail, 09.09.2008 10:33 I was a crew chief on the Thud from Feb, 1971 to Sept, 1974. My jet was F-105G, 63-8351. I was with the 561st TFS from McConnell AFB, KS. We deployed to Korat, RTAFB in 1972 and participated in Linebacker II. We kicked butt in that bombing campaign. It was a good jet and relatively easy to work on. I sure would like to see one in airworthy condition some day. reply | | Mark Cook, e-mail, 17.08.2008 03:56 I put the Thud through it's paces in 1960 as a Test Project Officer in the Fighter Weapons School. With the help of Mr. Bill Young, an Eglin AFB mathemetician, we developed all of the nuclear weapons delivery stats. Then along came the RCAF, asked me to help them with their CF-104 program. I believe that I am the only pilot ever to fly the F-105D and the F-104 on the same day. The opportunity presented itself when I was doing flight testing on the Thud at Nellis, and simultaneously checking out in the F-104 at George AFB in preparation for my exchange tour with the Canucks. reply | | Roy Pagnini, e-mail, 17.08.2008 02:17 Was a comm-nav repairman on the first f105d's and f's at Spangdahlem AFB in Germany in 1961. Saw a lot of surprised faces at Wheelus AFB in north africa when a slick winged test flight of a D by a captain Sparks climbed right up between 2 f104s on take off and leveled out about 5000 feet above them.Now that was a show that made us 105 troops proud. reply | | C. Trabold, e-mail, 07.08.2008 17:22 I served with the 18tfw from Kadena air fore base okinawa TDY to Takli and Korat Thialand from 1964 to 1966. The f105d was the work horse we sent those planes over to vietnam 2 runs a day of 25 sorties each and what a versale plane it would carry anything and did. They could shoot the hell out of them but they brought our boys home. Farmindale did a great job. This site brought back memories and chills up my spine some of the memories I would like to forget. All be safe and GOD BLESS AMERICA reply | | Ed Dalder, e-mail, 12.06.2008 08:41 I worked for Republic Avation as a materials engineer from 1956 to 1962. To convert the F105 into a STOL model, we made up Mo alloy afterburner doors which, unfortunately, vaporized when heated to above 1300F. Tom Wolfe was the chief Materials Engineer at that time. We then tried a Ni-based superalloy, which worked well, but the STOL version of the plane was never adopted by anyone. reply | | Bob, e-mail, 10.06.2008 20:35 I was with the 18th TFW on okinawa and went TDY to Korat thailand 1965. I recall the "Cartrige" start system it had. reply | | Rich Van Wicklen, e-mail, 07.05.2008 00:17 My first job out of the navy in 2-59 was working in Republicas an electronic tester. I moved to the flight line working on the R14A radar and the bomb tossing computer. I also did thr boresighting and compass swinging. A great job for a young guy. I always look back with good memories on my time at Republic. I had two great trips to Eglin and Seymore Johnson. It's so sad that all the good jobs have been taken away from Long Island. The cradle of aviation. reply | | Don Goeke, e-mail, 05.05.2008 02:09 Their seems to be a little history missing on the F-105. We received them at Itazuke, Japan in 1963 and we got the only full wing of 31RE D's. Itazuke was shut down in the middle of 1964 and we were moved to Yokota, Japan and at the same time we supported the alert pad at Osan, Korea and when the war broke in Viet Nam we sent the first batch of aircraft to Korat, Thialand. I was and electrician on the Thud and I flat loved the aircraft. I spent a total of 5 years with them in the flyables and with them in Depot at McClellan AFB, Caifornia. When we moved to Yokota in 1964 we were greeted with the "F" models. reply | |
| | Gary Barnhill, e-mail, 24.04.2008 17:32 It wasn't sexy, like the F104 Starfighter, but it had legs, could carry a load, and it got the job done over North Viet Nam that no other fighter could do. I flew it out of Takhli in 1965. reply | | Ed White, e-mail, 05.06.2007 08:33 I was sent to Okinawa to support the F-105D /F in January 1962, didn't see any aircraft until October 62. Loved the aircraft and the Weapons Control System. An "old" 30N reply | | Bill Fleming, e-mail, 31.01.2007 18:48 You left out the A-10 Warthog built by Republic in the same plant as all Republic Fighters since the P-47. reply | | BOB KINDER, e-mail, 11.03.2007 01:09 Great Bird,I Crewed FH-502 (Little Rody) Stenciled on the Nose Wheel Door,s 1961-1962 53th TFS Bitburg AFB Germany.It once flew 21 Sortie,s without a write up,unsual for a F-105.Sad to say it was shot down in 1966 by a Mig,that was my BABY. reply |
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Sir,
I'd like to talk to you about T-38's at Randolph. I saw you crewed a 1960 model when they first arrived there. My email is steve@tiger2.com
Steven G. Haskin, CMSgt, USAF (Ret)
T-38 crew chief
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