OSPREY COMBAT AIRCRAFT 84 F-105 THUNDERCHIEF UNITS VIETNAM WAR USAF TFW FIGHTER-BOMBER WILD WEASEL

SOFTBOUND BOOK by PETER E. DAVIES

FROM NUKES TO NAPALM

THE WAR IN LAOS

ROLLING THUNDER

STRIKES AND LOSSES

MIG-KILLERS

WILD WEASELS

PRATT & WHITNEY J-75 JET ENGINE

NOSE LANDING GEAR

MAIN LANDING GEAR

F-105D (457th TFS THUNDERSTICK II MODIFICATIONS)

BOMB BAY AND TANK

PYLONS

THUD IN COMBAT (VIETNAM WAR, 4TH TFW, ROLLING THUNDEER, NVAF SAM, MIG-17, 388TH TFW, KORAT RTAB, 44TH TFS, 355TH TFW TAKHLI RTAB)

GENERAL ELECTRIC M61 VULCAN 20mm GATLING CANNON

AIM-9 SIDEWINDER MISSILE RAILS

AGM-12 BULLPUP AIR-TO-SURFACE MISSILE

Mk82 BOMB WITH DAISEY CUTTER FUSE EXTENDER

F-105 EJECTION SEAT

CENTERLINE BOMB RACK

EXTERNAL STORES LOADING

ATTACKING THE PAUL DOUMER BRIDGE

THE RED RIVER VALLEY / RIVER RATS (333RD TFS, 354TH TFS, 357TH TFS LICKING DRAGONS, 544TH TFS)

GOING DOWNTOWN / THE THUD IN SOUTHEAST ASIA (RYAN�S RAIDERS, KORAT RTAFB, COMMANDO NAIL, F-105F COMBT MARTIN, WILD WEASEL EF-105F, AGM-45 SHRIKE, GD AGM-78A STANDARD ARM, 355TH TFW, 17TH WWS, LINEBACKER II, 23TH TFW, 12TH TFS, 357TH TFS, ROUTE PACKAGES, MER MULTIPLE EJECTOR RACK, Mk82 GP BOMB, Mk117 GP BOMB, GROUND HANDLING TOWING PROCEDURE, GROUND SAFETY PINS)

WILD WEASEL (KORAT 17^TH WWS LINEBACKER, PROJECT LOOK ALIKE, AN/ALR-31 SEE-SAMS RWR. R-14A NASARR RADAR UNIT MODES, GENERAL ARRANGEMENT DRAWINGS, FUEL QUANTITY TABLE, QRC-128 JAMMING EQUIPMENT, WILD WEASEL FRONT AND BACK INSTRUMENT PANELSF-105G, AN/ALQ-101 POD, QRC-380)

COLONEL JACK BROUGHAM

355TH TFW TAKHHLI AB, KORAT RTAB, F-105F TWO-SEATER

F-105D & F COCKPIT LAYOUTS

THROTTLE QUADRANT, CONTROL STICK & SURVIVAL SEAT PACK KIT

F-105D COLOR COCKPIT PHOTOS

F-105G WILD WEASEL COLOR COCKPIT PHOTOS (FRONT & REAR)

F-105D, F AND G RADAR INSTALLATION

F-105F TWO-SEATER COLOR PHOTOS (GEORGIA ANG, 465TH TFS)

F-105F (457TH TFS AIR FORCE RESERVE)

F-105G WILD WEASEL

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Additional Information from Internet Encyclopedia

The Republic F-105 Thunderchief was a supersonic fighter-bomber used by the United States Air Force. The Mach 2 capable F-105 conducted the majority of strike bombing missions during the early years of the Vietnam War; it was the only U.S. aircraft to have been removed from combat due to high loss rates. Originally designed as a single-seat, nuclear-attack aircraft, a two-seat Wild Weasel version was later developed for the specialized Suppression of Enemy Air Defenses (SEAD) role against surface-to-air missile sites. The F-105 was commonly known as the "Thud" by its crews.

The F-105 was a mid-wing monoplane with a 45� swept wing and tail surfaces. The single engine was fed by two intakes in the wing roots, leaving the nose free for a radome housing the multi-mode radar. Its fuselage provided room for 1,184 US gallons (4,480 L) of fuel and an internal bomb bay. The bomb bay measured 15 feet 10 inches (4.83 m) by 32 in (0.81 m) by 32 in (0.81 m); it was originally to carry a single nuclear weapon but typically held an additional 350 US gal (1,300 L) fuel tank. It featured four under-wing and one centerline pylon; the two inner wing and centerline pylons were capable of accepting fuel from 450 and 650 US gal (1,700 and 2,500 L) drop tanks. Two outer dry stations were wired for missiles or bombs. One M61 Vulcan (initially designated T-171E3) 20 mm 6-barrel Gatling-style cannon was installed in the left side of the nose. A short-range AIM-9 Sidewinder air-to-air missile could be carried on each of the outer wing pylons.

The F-105 was designed primarily for low-level interdiction and its low-altitude speed was its greatest asset when dealing with enemy fighters such as the MiG-17/J-5s and MiG-21. The F-105 managed 27.5 air-to-air victories. Based on combat experience, the F-105D was updated with a better ejection seat, additional armor, improved gun sights, and Electronic Counter Measures (ECM) pods on the wings

As a follow-on to the Mach 1 capable F-100, the F-105 was also armed with missiles and a cannon; however, its design was tailored to high-speed low-altitude penetration carrying a single nuclear weapon internally. First flown in 1955, the Thunderchief entered service in 1958. The F-105 could deliver a greater bomb load than the large strategic bombers of World War II such as the B-17 Flying Fortress and B-24 Liberator. The F-105 was one of the primary strike bombers of the Vietnam War; over 20,000 Thunderchief sorties were flown, with 382 aircraft lost (nearly half of the 833 produced) including 62 operational losses. Although less agile than smaller MiG fighters, USAF F-105s were credited with 27.5 kills.

During the war, the single-seat F-105D was the primary aircraft delivering the heavy bomb loads against the various military targets. Meanwhile, the two-seat F-105F and F-105G Wild Weasel variants became the first dedicated Suppression of Enemy Air Defenses (SEAD) platforms, fighting against the Soviet-built S-75 Dvina (NATO reporting name: SA-2 Guideline) surface-to-air missiles. Two Wild Weasel pilots were awarded the Medal of Honor for attacking North Vietnamese surface-to-air missile sites, with one shooting down two MiG-17s the same day. The dangerous missions often required them to be the "first in, last out", suppressing enemy air defenses while strike aircraft accomplished their missions and then left the area.

The Thunderchief was the largest single-seat, single-engine combat aircraft in history, weighing approximately 50,000 pounds (23,000 kg). It could exceed the speed of sound at sea level and reach Mach 2 at high altitude; The F-105 could carry up to 14,000 lb (6,400 kg) of bombs and missiles. The Thunderchief was later replaced as a strike aircraft over North Vietnam by both the McDonnell Douglas F-4 Phantom II and the swing-wing General Dynamics F-111 Aardvark. However, the "Wild Weasel" variants of the F-105 remained in service until 1984 after being replaced by the specialized F-4G "Wild Weasel V".

Enthusiastic at first, the United States Air Force awarded Republic with a contract for 199 aircraft in September 1952. However, by March 1953, the USAF had reduced the order to 37 fighter-bombers and nine tactical reconnaissance aircraft, citing the approaching end of the Korean War. By the time the F-105 mock-up had been completed in October 1953, the aircraft had grown so large that the Allison J71 turbojet intended for it, was abandoned in favor of an even more powerful Pratt& Whitney J75. Anticipating a protracted development of the engine, it was expected that the first aircraft would use the smaller Pratt & Whitney J57. Near the end of 1953, the entire program was canceled by the USAF due to a number of delays and uncertainties regarding the aircraft, however on 28 June 1954, the USAF officially ordered 15 F-105s (two YF-105As, four YF-105Bs, six F-105Bs and three RF-105Bs) under the Weapon System designation WS-306A.

In March 1956, the USAF placed a further order for 65 F-105Bs and 17 RF-105Bs. In order to conduct the nuclear mission, an MA-8 fire control system, AN/APG-31 ranging radar, and K-19 gunsight to allow for toss bombing was integrated. The first pre-production YF-105B flew on 26 May 1956. Five of the F-105C trainer variant were added to the procurement plan in June 1956, before being canceled in 1957. The RF-105 reconnaissance variant was canceled in July 1956. The first production F-105B was accepted by the Air Force on 27 May 1957. In June 1957 Republic Aviation requested that the F-105 be named Thunderchief, continuing the sequence of the company's Thunder-named aircraft, e.g. P-47 Thunderbolt, F-84 Thunderjet, and F-84F Thunderstreak; the USAF made the name official a month later.

To fill the Air Force requirement for all-weather attack, Republic proposed the F-105D variant in 1957. It added more advanced navigation system, and improved cockpit displays for adverse weather operation. The ability to carry the TX-43 nuclear weapon was also added. The RF-105 reconnaissance development was also restarted; now based on the F-105D. The first D-model took its maiden flight on 9 June 1959. Plans to build over 1,500 F-105Ds were cut short when the Secretary of Defense Robert McNamara decided to equip no more than seven combat wings with the type. In November 1961, production was cut in favor of the Air Force adopting the Navy's F-4 Phantom II, and in the longer term, the General Dynamics F-111 Aardvark of the TFX program.

The final 143 Thunderchiefs built were of the two-seat F-105F trainer variant. Based on the F-105D, this model was 31 inches (79 cm) longer to provide room for the rear cockpit, otherwise the aircraft had similar flight performance to the preceding F-105D. A total of 833 F-105s were completed before production ended in 1964. The F-105 had been designed for a short nuclear campaign leading to shortcomings that became evident in a lengthy conventional war that included a poor hydraulics layout and fuel tanks that were not self-sealing. Subsequent upgrades improved the reliability and weapons capacity of the existing F-105Ds. In response to the surface to air missile (SAM) threat experienced in the skies above Vietnam, dozens of F-105Fs were converted into anti-radar "Wild Weasel" aircraft, culminating with the F-105G

The rear cockpits of several two-seat F-105Fs were modified under project Commando Nail with an R-14A radar and a radar scope that offered high resolution. These aircraft were used for all-weather and night low-level strikes against especially dangerous targets by a unit from the 13th Tactical Fighter Squadron (1966�1975) dubbed "Ryan's Raiders" starting in April 1967. Some of these aircraft were later converted to the Wild Weasel III standard.

In an effort to thwart MiG attacks, several F-105Fs were also fitted with Hallicrafters QRC-128 communication jamming system under project Combat Martin. The North Vietnamese interceptor force followed Soviet air-defense doctrine, with pilots under rigid direction of ground controllers over radio links. The QRC-128, nicknamed "Colonel Computer", filled up the rear cockpit of the F-105F. It bounced voice communications over the radio channel back out after a delay, resulting in an obnoxious garble. However, the first time the Combat Martin was used, the US National Security Agency (NSA), in charge of US strategic signals intelligence, ordered the Air Force to cease and desist immediately, since the NSA believed that the intelligence obtained by monitoring the channels outweighed the benefits of jamming them. Some of these aircraft were eventually brought to the Wild Weasel III standard.

Experience in Vietnam demonstrated the need for a better visual and blind bombing capability. In March 1968, the Air Force ordered development of a new bombing/navigation system incorporating a LORAN receiver, an inertial navigation system, and solid-state electronics for the R-14A radar. Persistent problems with the AN/ARN-85 LORAN receiver resulted in substitution of the AN/ARN-92. This was housed in a long, raised dorsal spine. Known as Thunderstick II aircraft, these F-105s could achieve a bombing circular error of probability (CEP) of 50 feet (15 m) from an altitude of 15,000 ft (4,600 m). Although the first Thunderstick II aircraft flew in 1969, they were never used in Vietnam. A total of 30 F-105Ds received this modification.

In 1965, the USAF began operating two-seat F-100F Super Sabres specially equipped for Suppression of Enemy Air Defenses mission in Vietnam. Nicknamed the Wild Weasel, these aircraft achieved a number of victories against North Vietnamese surface-to-air missile radars. The second crew member was a Navigator trained as an Electronic Warfare Officer (EWO) to decipher sensor information and guide the pilot towards the targets. However, the F-100F was an interim solution, its limited payload often required multiple aircraft to conduct a successful strike; it also lacked the speed and endurance to effectively protect the F-105.

The resulting EF-105F Wild Weasel III (the EF designation was popularly used but unofficial) supplemented its sensors and electronic jamming equipment with AGM-45 Shrike anti-radiation missiles and conventional bombs, giving it an offensive capability lacking in the F-100F. The first of these aircraft flew on 15 January 1966 and they began arriving in Southeast Asia in May, flying their first mission on 6 June 1966, with five assigned to the 13th TFS at Korat RTAFB and six more to the 354th TFS at Takhli RTAFB.

In a typical early mission, a single EF-105F would accompany one or two flights of F-105Ds to provide protection from enemy ground fire. While this strategy was effective in reducing F-105D losses, the Weasel aircraft suffered heavy casualties with five of the first 11 lost in July and August 1966. Attacks into high-risk environments saw the Weasels operating in "Iron Hand" Hunter-Killer flights of mixed single-seat and two-seat Thunderchiefs, suppressing sites during attacks by the strike force and attacking others en route. In the fall of 1967, EF-105Fs began to be upgraded to the definitive Wild Weasel Thunderchief, the F-105G.

The F-105G incorporated a considerable amount of new SEAD-specific avionics, including an upgraded RHAW system which required a redesign of the wingtips. To free outboard hardpoints for additional weapons, the Westinghouse AN/ALQ-105 electronic countermeasures were permanently installed in two long blisters on the underside of the fuselage. Thirty aircraft were fitted with pylons to carry the AGM-78 Standard anti-radiation missile. On a typical mission, the F-105G carried two Shrikes on outboard pylons, a single Standard on an inboard pylon balanced by a 450 US gal (1,700 L) fuel tank on the other side, and a 650 US gal (2,500 L) centerline fuel tank

In 1964, modified F-105Bs with ballast replacing the cannon, fuselage and wing reinforcement for aerobatics, and the addition of a smoke generator, briefly flew with the United States Air Force Thunderbirds demonstration team. After only six shows, a fatal accident from overstressing the airframe led to the reintroduction of the F-100 Super Sabre.

By 1964, the F-105B was relegated to USAF Air National Guard (ANG) squadrons. It was replaced in frontline service by the definitive F-105D whose advanced NASARR R-14A radar and AN/ASG-19 Thunderstick fire-control system gave it all-weather capability. The R-14A radar also added a terrain-following radar capability, while a completely new instrument panel was fitted, replacing dial-type instrument with vertical tape instruments which were easier to read in combat. In order to accommodate the new radar, with a much larger radar dish, the forward fuselage was redesigned, increasing overall length by 16 inches (41 cm).

The F-105D entered service with the 335th TFS in September 1960, although it was not fully operational on the F-105D until early 1961. The first overseas F-105 units formed in West Germany in 1961, with the 36th Tactical Fighter Wing at Bitburg Air Base in May and the 49th Tactical Fighter Wing at Spangdahlem Air Base in October. Both wings had a primary tactical nuclear strike role for NATO. The F-105D was also deployed to the Pacific, with the 18th Tactical Fighter Wing at Kadena in Okinawa converting in 1962 and the 8th Tactical Fighter Wing converting from 1963.

Meanwhile, the USAF was gradually changing the anticipated F-105 mission from nuclear interdiction to conventional bombing. The Look Alike upgrades increased the aircraft's capacity from four to 16 conventional 750 lb (340 kg) bombs on underwing and fuselage centerline hardpoints and added the equipment to launch AGM-12 Bullpup air-to-ground missiles. In June 1961, an F-105D delivered 15,430 lb (7,000 kg) of conventional bombs during a USAF test�at the time a record for a single-engine aircraft and a payload three times heavier than World War II�s four-engine heavy bombers such as the Boeing B-17 Flying Fortress and the Consolidated B-24 Liberator, though aerial refueling would be required for long missions.