1 June 1978
Tag Archives: Republic Aviation Corporation
6 May 1941
6 May 1941: Just eight months after a prototype for a new single-engine fighter was ordered by the U.S. Army Air Forces, test pilot Lowery Lawson Brabham took off from the Republic Aviation Corporation factory airfield at Farmingdale, New York, and flew the prototype XP-47B Thunderbolt, serial number 40-3051, to Mitchel Field, New York.
During the flight, oil which had collected in the exhaust duct began burning. There was so much smoke that Brabham considered bailing out. He stayed with the prototype, though, and when he arrived at Mitchel Field, he exclaimed, “I think we’ve hit the jackpot!”
The prototype was designed by Alexander Kartveli, a Georgian immigrant and former chief engineer for the Seversky Aircraft Corporation, which became the Republic Aviation Corporation in 1939.
Alexander Kartveli (née Kartvelishvili, ალექსანდრე ქართველი) was born in Tbilisi, in the Kutais Governorate of the Russian Empire, (what is now, Georgia). After World War I, during which he was wounded, Kartvelishvili was sent to study at the Paris Aviation Higher College of Engineering in France by the government of the Democratic Republic of Georgia. He graduated in 1922. Kartvelishvili did not return to his country, which had fallen to the Red Army in the Soviet-Georgian War. He worked for Blériot Aéronautique S.A. until 1928, when he was employed by the Fokker American Company (also known as Atlantic Aircraft, or Atlantic-Fokker) which was headquartered at Passaic, New Jersey, in the United States. In 1931, he became chief engineer for the Seversky Aircraft Company in Farmingdale.
The XP-47B was the largest single-engine fighter that had yet been built. The production P-47B was 34 feet, 10 inches (10.617 meters) long with a wingspan of 40 feet, 9-5/16 inches (12.429 meters), and height of 12 feet, 8 inches (3.861 meters).¹ The wing area was 300 square feet (27.9 square meters). At a gross weight of 12,086 pounds (5,482 kilograms), it was nearly twice as heavy as any of its contemporaries.
The XP-47B was powered by an air-cooled, supercharged and turbocharged, 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney R-2800-21 (Double Wasp TSB1-G) two-row, 18-cylinder radial with a compression ratio of 6.65:1 had a normal power rating of 1,625 horsepower at 2,550 r.p.m., to an altitude of 25,000 feet (7,620 meters), and a takeoff/military power rating of 2,000 horsepower at 2,700 r.p.m. at 25,000 feet (7,620 meters). The engine drove a 12-foot, 2 inch (3.708 meter) diameter, four-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The R-2800-21 was 4 feet, 4.50 inches (1.340 meters) in diameter and 6 feet, 3.72 inches (1.923 meters) long. The engine weighed 2,265 pounds (1,027 kilograms). Approximately 80% of these engines were produced by the Ford Motor Company. It was also used as a commercial aircraft engine, with optional propeller gear reduction ratios.
A large General Electric turbosupercharger was mounted in the rear of the fuselage. Internal ducts carried exhaust gases from the engine to drive the turbocharger. This supercharged air was then carried forward through an intercooler and then on to the carburetor to supply the engine. The engine’s mechanical supercharger further pressurized the air-fuel charge.
During flight testing, the XP-47B Thunderbolt demonstrated speeds of 344.5 miles per hour (554.4 kilometers per hour) at 5,425 feet (1,654 meters), and 382 miles per hour (615 kilometers per hour) at 15,600 feet (4,745 meters). Its maximum speed was 412 miles per hour (663 kilometers per hour) at 25,800 feet (7,864 meters). The test pilot reported that the engine was unable to produce full power during these tests. It was determined that it had a cracked cylinder head, resulting in a loss of 2.5–4% of its maximum rated power. Also, the XP-47B was painted in camouflage, resulting in a slight loss of speed.
It could climb to 15,000 feet (4,572 meters) in just five minutes.
The Thunderbolt was armed with eight Browning AN-M2 .50-caliber machine guns, four in each wing, with 3,400 rounds of ammunition. It could also carry external fuel tanks, rockets and bombs. The structure of the P-47 could be described as “robust” and it was heavily armored. The amount of damage that the airplane could absorb and still return was remarkable.
During a test flight, 4 August 1942, the XP-47B’s tail wheel was left down. The extreme heat of the turbocharger’s exhaust set fire to the tire, which then spread to the airplane’s fabric-covered control surfaces. Unable to control the airplane, test pilot Filmore L. Gilmer bailed out. The prototype Thunderbolt crashed into Long Island Sound and was destroyed.
A total of 15,683 Thunderbolts were built; more than any other U.S. fighter type. In aerial combat, it had a kill-to-loss ratio of 4.6:1. The P-47, though, really made its name as a ground attack fighter, destroying aircraft, locomotives, rail cars, and tanks by the many thousands. It was one of the most successful aircraft of World War II.
¹ Data from Pilot’s Flight Operating Instructions, Technical Order No. 01-65BC-1, 20 January 1943
© 2018, Bryan R. Swopes
Medal of Honor, 1st Lieutenant Raymond Larry Knight, United States Army Air Corps
MEDAL OF HONOR
RAYMOND L. KNIGHT
Rank and organization: First Lieutenant, U.S. Army Air Corps.
Place and date: In Northern Po Valley, Italy, 24-25 April 1945.
Entered service at: Houston, Texas. Born: Texas.
G.O. No.: 81, 24 September 1945.
Citation: First Lieutenant Raymond L. Knight on 24 and 25 April 1945 in the northern Po Valley, Italy, piloted a fighter-bomber aircraft in a series of low-level strafing missions, destroying 14 grounded enemy aircraft and leading attacks which wrecked 10 others during a critical period of the Allied drive in northern Italy. On the morning of 24 April, he volunteered to lead two other aircraft against the strongly defended enemy airdrome at Ghedi. Ordering his fellow pilots to remain aloft, he skimmed the ground through a deadly curtain of antiaircraft fire to reconnoiter the field, locating eight German aircraft hidden beneath heavy camouflage. He rejoined his flight, briefed them by radio, and then led them with consummate skill through the hail of enemy fire in a low-level attack, destroying five aircraft, while his flight accounted for two others. Returning to his base, he volunteered to lead three other aircraft in reconnaissance of Bergamo Airfield, an enemy base near Ghedi and one known to be equally well defended. Again ordering his flight to remain out of range of antiaircraft fire, Lieutenant Knight flew through an exceptionally intense barrage, which heavily damaged his Thunderbolt, to observe the field at minimum altitude. He discovered a squadron of enemy aircraft under heavy camouflage and led his flight to the assault. Returning alone after this strafing, he made 10 deliberate passes against the field despite being hit twice more by antiaircraft fire, destroying six fully loaded enemy twin-engine aircraft and two fighters. His skillfully led attack enabled his flight to destroy four other twin-engine aircraft and a fighter airplane. He then returned to his base in his seriously damaged airplane. Early the next morning, when he again attacked Bergamo, he sighted an enemy plane on the runway. Again he led three other American pilots in a blistering low-level sweep through vicious antiaircraft fire that damaged his airplane so severely that it was virtually nonflyable. Three of the few remaining enemy twin-engine aircraft at that base were destroyed. Realizing the critical need for aircraft in his unit, he declined to parachute to safety over friendly territory and unhesitatingly attempted to return his shattered airplane to his home field. With great skill and strength, he flew homeward until caught by treacherous air conditions in the Apennine Mountains, where he crashed and was killed. The gallant action of Lieutenant Knight eliminated the German aircraft which were poised to wreak havoc on Allied forces pressing to establish the first firm bridgehead across the Po River. His fearless daring and voluntary self-sacrifice averted possible heavy casualties among ground forces and the resultant slowing of the drive which culminated in the collapse of German resistance in Italy.
Raymond Larry Knight was born 15 June 1922 in Houston, Texas. He was the third child of John Franklin Knight, a clerk, and Sarah Francis Kelly Knight. He attended John H. Reagan Senior High School in Houston, graduating in 1940.
Knight married Miss Johnnie Lee Kinchloe, also a 1940 graduate of Reagan High School, 5 June 1942. They had one son, Raymond Jr.
Knight enlisted as an aviation cadet in the United States Army Air Corps, 10 Oct 1942, and trained as a fighter pilot at various airfields in Texas. He graduated from flight school and was commissioned as a second lieutenant, May 1944. After advanced training, Knight was assigned to the 346th Fighter Squadron, 350th Fighter Group, 12th Air Force, at Tarquinia Airfield, Italy, in November 1944. He was promoted to first lieutenant in March 1945.
Lieutenant Knight flew 82 combat missions. He is credited with 14 enemy aircraft destroyed.
The Medal of Honor was presented to Mrs. Knight by Major General James Pratt Hodges at a ceremony at John H. Reagan Senior High School, 23 October 1945.
In addition to the Medal of Honor, Lieutenant Knight was also awarded the Distinguished Flying Cross, and the Air Medal with five oak leaf clusters (six awards).
The remains of 1st Lieutenant Raymond Larry Knight, United States Army Air Corps, are interred at the Houston National Cemetery, Houston, Texas.
The Republic P-47 Thunderbolt was the largest single-engine fighter that had yet been built. The first P-47D variant was very similar to the preceding P-47C. The Thunderbolt which Raymond Knight flew on his final mission was a P-47D-27-RE, serial number 42-26785. He had named it OH JOHNNIE after his wife. The Thunderbolt’s bubble canopy had been introduced with the Block 25 series, and Block 27 added a dorsal fillet to improve longitudinal stability which had been diminished with the new aft fuselage configuration.
The P-47D-27-RE was 36 feet, 1¾ inches (11.017 meters) long with a wingspan of 40 feet, 9-3/8 inches (12.430 meters) The overall height was 14 feet, 7 inches (4.445 meters). The fighter’s empty weight was 10,700 pounds (4,853 kilograms) and maximum gross weight was 17,500 pounds (7,938 kilograms).
The P-47D-27-RE was powered by an air-cooled, supercharged and turbocharged 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney Double Wasp TSB1-G (R-2800-59) two-row, 18-cylinder radial engine with a compression ratio of 6.65:1. The R-2800-59 had a Normal Power rating of 1,625 horsepower at 2,550 r.p.m. to 25,000 feet (7,620 meters) and a Takeoff/Military Power rating of 2,000 horsepower at 2,700 r.p.m. to an altitude of 25,000 feet (7,620 meters).¹ A large General Electric turbosupercharger was mounted in the rear of the fuselage. Internal ducts carried exhaust gases from the engine to drive the turbocharger. This supercharged air was then carried forward through an intercooler and then on to the carburetor to supply the engine. The engine’s mechanical supercharger further pressurized the air-fuel charge. The engine drove a 13 foot, 0 inch (3.962 meter) diameter four-bladed Curtiss Electric or Hamilton Standard Hydromatic propeller through a 2:1 gear reduction. The R-2800-59 was 6 feet, 3.72 inches (1.923 meters) long, 4 feet, 4.50 inches (1.340 meters) in diameter, and weighed 2,290 pounds (1,039 kilograms).
The P-47D had a maximum speed in level flight of 444 miles per hour (715 kilometers per hour) at 23,200 feet (7,071 meters) with 70 inches Hg manifold pressure (2.37 Bar), using water injection. The service ceiling was 40,000 feet (12,192 meters). It had a maximum range of 950 miles (1,529 kilometers) with internal fuel, and 1,800 miles (2,897 kilometers) with external tanks.
The Thunderbolt was armed with eight Browning AN-M2 .50-caliber machine guns, four in each wing, with 3,400 rounds of ammunition. It could also carry external fuel tanks, rockets and bombs. The structure of the P-47 could be described as “robust” and it was heavily armored. The amount of damage that the airplane could absorb and still return was remarkable.
A total of 15,683 Thunderbolts were built; more than any other Allied fighter type. In aerial combat, it had a kill-to-loss ratio of 4.6:1. The P-47, though, really made its name as a ground attack fighter, destroying aircraft, locomotives, rail cars, and tanks by the many thousands. It was one of the most successful aircraft of World War II.
¹ A rebuilt R-2800-63 was run at War Emergency Power (2,600 horsepower at 2,700 r.p.m.) for 7½ hours on a test stand, and was in running condition when the test was completed.
© 2018, Bryan R. Swopes
Medal of Honor, Major Leo Keith Thorsness, United States Air Force
MEDAL OF HONOR
LIEUTENANT COLONEL LEO K. THORSNESS
UNITED STATES AIR FORCE
Place and date: Over North Vietnam, 19 April 1967.
Entered service at: Walnut Grove, Minn.
Born: 14 February 1932, Walnut Grove, Minn.
Citation: For conspicuous gallantry and intrepidity in action at the risk of his life above and beyond the call of duty. As pilot of an F- 105 aircraft, Lt. Col. Thorsness was on a surface-to-air missile suppression mission over North Vietnam. Lt. Col. Thorsness and his wingman attacked and silenced a surface-to-air missile site with air-to-ground missiles, and then destroyed a second surface-to-air missile site with bombs. In the attack on the second missile site, Lt. Col. Thorsness’ wingman was shot down by intensive antiaircraft fire, and the 2 crewmembers abandoned their aircraft. Lt. Col. Thorsness circled the descending parachutes to keep the crewmembers in sight and relay their position to the Search and Rescue Center. During this maneuver, a MIG-17 was sighted in the area. Lt. Col. Thorsness immediately initiated an attack and destroyed the MIG. Because his aircraft was low on fuel, he was forced to depart the area in search of a tanker. Upon being advised that 2 helicopters were orbiting over the downed crew’s position and that there were hostile MiGs in the area posing a serious threat to the helicopters, Lt. Col. Thorsness, despite his low fuel condition, decided to return alone through a hostile environment of surface-to-air missile and antiaircraft defenses to the downed crew’s position. As he approached the area, he spotted 4 MIG-17 aircraft and immediately initiated an attack on the MlGs, damaging 1 and driving the others away from the rescue scene. When it became apparent that an aircraft in the area was critically low on fuel and the crew would have to abandon the aircraft unless they could reach a tanker, Lt. Col. Thorsness, although critically short on fuel himself, helped to avert further possible loss of life and a friendly aircraft by recovering at a forward operating base, thus allowing the aircraft in emergency fuel condition to refuel safely. Lt. Col. Thorsness’ extraordinary heroism, self-sacrifice, and personal bravery involving conspicuous risk of life were in the highest traditions of the military service, and have reflected great credit upon himself and the U.S. Air Force.
AIR FORCE CROSS
CAPTAIN HAROLD EUGENE JOHNSON
The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pleasure in presenting the Air Force Cross to Captain Harold Eugene Johnson (AFSN: 0-3116556/42372A), United States Air Force, for extraordinary heroism as Electronics Warfare Officer of an F-105 aircraft of the 357th Tactical Fighter Squadron, 355th Tactical Fighter Wing, Tuy Hoa Air Base, Vietnam, engaged in a pre-strike, missile suppression mission over North Vietnam on 19 April 1967. On that date, Captain Johnson guided his pilot in attacking and destroying a surface-to-air missile installation with an air-to-ground missile. Through his technical skill, he immediately detected a second missile complex and guided the pilot into visual contact. Diving into a deadly barrage of anti-aircraft fire, his aircraft bombed and successfully destroyed this site. In the attack on this second missile site, a wingman was shot down by the intense anti-aircraft fire, and the crew members were forced to abandon their aircraft. Flying through hostile missile threats, Captain Johnson’s aircraft engaged and destroyed a MiG-17 while attacking a superior MiG force. He aided in the rescue efforts for the downed crew, engaged additional MiGs, and damaged one in the encounter. Through his extraordinary heroism, superb airmanship, and aggressiveness, Captain Johnson has reflected the highest credit upon himself and the United States Air Force.
General Orders: Department of the Air Force, Special Order GB-363 (April 19, 1967)
Action Date: 19-Apr-67
Service: Air Force
Rank: Captain
Company: 357th Tactical Fighter Squadron
Regiment: 355th Tactical Fighter Wing
Division: Tuy Hoa Air Base, Vietnam
A description of the air battle follows:
The first MiG kill of the day was recorded by Maj. Leo K. Thorsness, pilot, and Capt. Harold E. Johnson, Electronic Warfare officer (EWO), flying an F-105F. Thorsness’ flight consisted of four F-105F Wild Weasel aircraft, each plane being manned by a pilot and EWO and being specially equipped to locate and attack SAM sites. The flight was ahead of the main strike force and was committed to suppress SAM activity in the target area. About 8 to 10 MiG-17s attacked as the flight prepared to strike a SAM radar site with Shrike air-to-ground missiles. The Thorsness flight split up into three parts: the third and fourth aircraft entered into separate MiG engagements while Thorsness and his wingman continued the attack against the radar. The time was then about 4:55 p.m. Johnson provides an account of the encounter:
We found and delivered our ordnance on an occupied SAM site. As we pulled off the site heading west, Kingfish 02 ¹ called that he had an overheat light. He also headed west, and the crew, Majors Thomas M. Madison, pilot, and Thomas J. Sterling, EWO, had to eject from their aircraft. We headed toward them by following the UHF-DF steer we received from their electronic beepers and saw them in the chutes. . .
As we circled the descending crew, we were on a southerly heading when I spotted a MiG-17 heading east, low at out 9 o’clock position. I called him to the attention of Major Thorsness. . . .
Thorsness continued the story:
The MiG was heading east and was approximately 2,500 feet mean sea level. We were heading southeast and at 8,000 feet MSL. I began “S” turning to get behind the MiG. After one and a half “S” turns the MiG had progressed from the foothills over the delta southwest of Hanoi. The MiG turned to a northerly heading, maintaining approximately the same altitude and airspeed. Captain Johnson continued to give me SAM bearings, SAM-PRF [pulse recurrence frequency] status and launch indications as I continued to maneuver to attain a 6 o’clock position on the MiG.
The first burst of approximately 300 rounds of 20 mm was fired from an estimated 2,000–1,500 feet in a right hand shallow pursuit curve, firing with a cased sight reticle. No impacts were observed on the MiG. Within a few seconds we were in the 6 o’clock position with approximately 75 to 100 knots overtake speed. I fired another burst of approximately 300 rounds of 20 mm. I pulled up to avoid both the debris and the MiG. While pulling up I rolled slightly to the right, then left. The MiG was approximately 100 feet low and to our left, rolling to the right. The two red stars were clearly discernible, one on top of each wing, and several rips were noted on the battered left wing. We continued to turn to the left and after turning approximately 130° again sighted the MiG, still in a right descending spiral. Just prior to the MiG’s impacting the ground, Captain Johnson sighted a MiG-17 at our 6:30 position approximately 2,000 feet back. I pulled into a tighter left turn, selected afterburner, and lowered the nose. I again looked at the crippled MiG, saw it impact the ground in what appeared to be a rice field. After confirming the MiG had in fact impacted the ground I made a hard reversal and descended very near the ground, heading generally westerly into the foothills.
Thorsness then left the battle area, but returned after refueling to provide rescue combat air patrol during the search for his wingman’s aircrew. Thorsness and Johnson attacked another MiG and scored some damaging hits before they were themselves attacked by other MiG-17s. Although it is highly probable that Thorsness and Johnson destroyed a second MiG, this kill was not confirmed.
— Aces and Aerial Victories: The United States Air Force in Southeast Asia 1965–1973, by R. Frank Futrell, William H. Greenhalgh, Carl Grubb, Gerard E. Hasselwander, Robert F. Jakob and Charles A. Ravenstein, Office of Air Force History, Headquarters USAF, 1976, Chapter II at Pages 46 and 47.
Eleven days later, 30 April 1967, Major Thorsness and Captain Johnson were shot down by an AA-2A Atoll heat-seeking missile fired by a MiG-21 fighter piloted by Vũ Ngọc Đỉnh, 921st Fighter Regiment, Vietnam People’s Air Force. They ejected but were captured. Both men were held as Prisoners of War until 4 March 1973.
Colonel Leo Keith Thorsness, United States Air Force (Retired) died Tuesday, 2 May 2017, at St. Augustine, Florida. He was 85 years of age.
¹ Radio call sign for aircraft 2.
© 2019, Bryan R. Swopes
26 March 1967
26 March 1967: Colonel Robert Ray Scott, United States Air Force, commanding the 355th Tactical Fighter Wing, was leading 20 Republic F-105 Thunderchief fighter bombers from Takhli Royal Thai Air Force Base, Thailand, on an attack against an enemy military barracks near Hanoi, North Vietnam. Colonel Scott’s airplane was Republic F-105D-6-RE, serial number 59-1772, and his call sign was “Leech 01.” As he came off the target, he shot down an enemy Mikoyan-Gurevich MiG 17 fighter with the 20 mm M61A1 Vulcan cannon of his fighter bomber.
The third MiG-17 destroyed during the month was credited to the 355th TFW, Colonel Scott, who was leading an F-105 flight on a strike mission not far from Hoa Lac airfield on 26 March. His account follows:
“I had acquired the target and executed a dive-bomb run, while heading approximately 250°, altitude approximately 4,000 feet, I observed a MiG taking off from Hoa Loc airfield. I began a left turn to approximately 150° to follow the MiG for possible engagement. At this time I observed three more MiG-17s orbiting the airfield at approximately 3,000 feet, in single ship trail with 3,000 to 5,000 feet spacing. MiGs were silver with red star. I then concentrated my attention on the nearest MiG-17 and pressed the attack. As I closed in on the MiG it began turning to the right. I followed the MiG, turning inside, and began firing. I observed ordnance impacting on the left wing and pieces of material tearing off. At this time the MiG began a hard left-descending turn. I began to overshoot and pulled off high and to the right. The last time I saw the MiG it was extremely low, approximately 500 feet, and rolling nose down.”
— Aces and Aerial Victories: The United States Air Force in Southeast Asia 1965–1973, by R. Frank Futrell, William H. Greenhalgh, Carl Grubb, Gerard E. Hasselwander, Robert F. Jakob and Charles A. Ravenstein, Office of Air Force History, Headquarters USAF, 1976, Chapter II at Page 45.
The pilot of the MiG 17, Second Lieutenant Vũ Huy Lượng, 923rd Fighter Regiment, Vietnam Peoples’ Air Force, was killed.
As a Northrop P-61 Black Widow pilot with the 426th Night Fighter Squadron during World War II, Colonel Scott had shot down two enemy airplanes. By destroying the MiG-17, he became only the second U.S. Air Force pilot, after Colonel Robin Olds, to achieve aerial victories during World War II and the Vietnam War.
Robert Ray Scott was born at Des Moines, Iowa, 1 November 1920. He was the first of two children of Ray Scott, a railroad worker, and Elva M. Scott. He graduated from North High School in Des Moines, January 1939. He studied aeronautical engineering at the University of Iowa for two years before he enlisted as an Aviation Cadet in the U.S. Army Air Corps, 15 August 1941. Scott was 5 feet, 7 inches (1.70 meters) tall and weighed 144 pounds (65.3 kilograms). He was trained as a pilot and and was commissioned as a Second Lieutenant, 16 March 1942. He was assigned as an instructor pilot in California, and was promoted to 1st Lieutenant 15 December 1942.
Scott was transferred to the 426th Night Fighter Squadron, 14th Air Force, flying the Northrop P-61 Black Widow in India and China. He was promoted to captain, 3 May 1944, and to major, 16 August 1945. Major Scott was credited with shooting down two enemy aircraft. He was awarded the Distinguished Flying Cross and the Air Medal.
Following World War II, Major Scott returned to the University of Iowa to complete his bachelor’s degree. He also earned two master’s degrees.
In 1952 he graduated from the Air Force test pilot school at Edwards Air Force Base, then served as a project pilot on the North American F-86D all-weather interceptor. Later he was a project officer at Edwards AFB on the Republic F-105 Thunderchief Mach 2 fighter-bomber.
Scott flew the North American Aviation F-86F Sabre during the Korean War. From January to July 1953, he flew 117 combat missions. From 1953 to 1956, Lieutenant Colonel Scott commanded the 405th Fighter Bomber Wing, Tactical Air Command, at Langley Air Force base, Virginia.
On 9 October 1955, Scott set a transcontinental speed record by flying a Republic F-84F Thunderstreak fighter bomber from Los Angeles International Airport, California, to Floyd Bennett Field, New York, in 3 hours, 46 minutes, 33.6 seconds. Later he was a project officer at Edwards AFB on the Republic F-105 Thunderchief Mach 2 fighter-bomber.
Scott was promoted the rank of Colonel in 1960.
During the Vietnam War, Colonel Scott commanded the 355th Tactical Fighter Wing, flying 134 combat missions in the Republic F-105 Thunderchief.
Colonel Scott’s final commanding was the 832nd Air Division, 12th Air Force, at Cannon Air Force Base, New Mexico. He retired 1 September 1970 after 29 years of military service.
Colonel Robert Ray Scott flew 305 combat missions in three wars. During his Air Force career, Colonel Scott was awarded four Silver Star medals, three Legion of Merit medals, six Distinguished Flying Crosses and 16 Air Medals. He died at Tehachapi, California, 3 October 2006 at the age of 86 years. He is buried at the Arlington National Cemetery.
Republic F-105D 59-1772 is credited with another air-to-air victory. Just over a month after Colonel Scott’s Mig-17 shoot-down, on 28 April 1967 Major Harry E. Higgins, 357th Tactical Fighter Squadron, shot down another MiG-17 with the fighter bomber’s cannon, for which Major Higgins was awarded the Silver Star.
The Thunderchief, though, met its own end when it was shot down by 37 mm anti-aircraft gunfire 10 miles (16 kilometers) west of Ko Hinh, Laos, 27 January 1970. The pilot was rescued.
The F-105 was the largest single-seat, single-engine combat aircraft in history. It was designed as a Mach 2+ tactical nuclear strike aircraft and fighter-bomber. Republic Aviation Corporation built 833 F-105 Thunderchief fighter bombers at its Farmingdale, New York factory. 610 of those were single-seat F-105Ds.
The F-105D Thunderchief is 64 feet, 5.3 inches (19.642 meters) long with a wingspan of 34 feet, 11.2 inches (10.648 meters) and overall height of 19 feet, 8.4 inches (6.005 meters). The total wing area was 385 square feet (35.8 square meters). Its wings were swept 45° at 25% chord. The angle of incidence was 0° and there was no twist. The wings had 3° 30′ anhedral. The F-105D-31 has an empty weight of 26,855 pounds (12,181 kilograms) and a maximum takeoff weight of 52,838 pounds (23,967 kilograms).
The Thunderchief was powered by one Pratt & Whitney J75-P-19W engine. The J75 is a two-spool axial-flow afterburning turbojet with water injection. It has a 15-stage compressor section (8 low- and and 7 high-pressure stages) and 3-stage turbine section (1 high- and 2 low-pressure stages.) The J75-P-19W is rated at 14,300 pounds of thrust (63.61 kilonewtons), continuous power; 16,100 pounds (71.62 kilonewtons), Military Power (30-minute limit); and Maximum Power rating of 24,500 pounds (108.98 kilonewtons) with afterburner (15-minute limit). The engine could produce 26,500 pounds of thrust (117.88 kilonewtons) with water injection, for takeoff. The J75-P-19W is 21 feet, 7.3 inches (6.586 meters) long, 3 feet, 7.0 inches (1.092 meters) in diameter, and weighs 5,960 pounds (2,703 kilograms).
The maximum speed of the F-105D was 726 knots (835 miles per hour/1,345 kilometers per hour) at Sea Level (Mach 1.09) and 1,192 knots (1,372 miles per hour (2,208 kilometers per hour) at 36,089 feet (11,000 meters) (Mach 2.08). The combat ceiling was 51,000 feet (15,545 meters). The F-105D’s combat radius varied with the type of mission from 277 to 776 nautical miles (319–893 statute miles/513–1,437 kilometers). The maximum ferry range was 1,917 nautical miles (2,206 statute miles/3,550 kilometers).
The F-105D was armed with one 20 mm M61A1 Vulcan rotary cannon and 1,028 rounds of ammunition. It has an internal bomb bay and can carry bombs, missiles or fuel tanks on under wing and centerline hardpoints. The maximum bomb load consisted of 16 750-pound (340 kilogram) bombs. For tactical nuclear strikes, the F-105D could carry one B57 or three B61 nuclear bombs.
The F-105 Thunderchief was a supersonic tactical fighter bomber rather than an air superiority fighter. Still, during the Vietnam War, F-105s shot down 27 enemy MiG fighters. 24 of those were shot down with the Thunderchief’s Vulcan cannon.
Of the 833 F-105s, 395 were lost during the Vietnam War. 334 were shot down, mostly by antiaircraft guns or missiles, and 17 by enemy fighters. Another 61 were lost due to accidents. The 40% combat loss is indicative of the extreme danger of the missions these airplanes were engaged in.
© 2021, Bryan R. Swopes